DESIGN OF FULL-DEPTH ASPHALT AIRFIELD PAVEMENTS
DESIGN OF FULL-DEPTH ASPHALT AIRFIELD PAVEMENTS
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全深度沥青机场路面设计
DOI：
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发表时间：
1972
期刊：
影响因子：
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通讯作者：
M. Witczak
中科院分区：
文献类型：
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作者：
M. Witczak
提出了全深度沥青混凝土机场路面的理论设计程序。该设计基于多层弹性理论的使用，并利用限制应变的概念来防止路基层内的重复永久变形和/或剪切破坏以及沥青结合层内的重复荷载开裂。提出了两种失效模式的允许应变水平的发展。用于获得与路基相关的极限应变的方法是从理论上分析新修订的 U.S.A.C.E. 规定的（粒状基层）路面厚度要求。厚度设计方法。这些修订与厚度要求的变化以及负载重复对先前方法厚度的影响有关。结果表明，在 100,000 psi 的极限沥青混凝土模量下评估的每英寸 1460 微英寸的极限垂直应变能够承受 1,000,000 次应变重复。与沥青结合层相关的极限应变是根据 Kingham 根据 ASSHO 道路测试研究的全深度沥青混凝土路面得出的结果确定的。当在 1,450,000 psi 的临界沥青混凝土模量下进行评估时，每英寸 76 微英寸的许用拉伸应变将允许重复 1,000,000 次。由于厚层全深度沥青路面的应力应变分布特征对温度的极端依赖性，采用月累积损伤技术制定厚度调整因子，以调整不同环境下两种破坏模式的厚度要求。垂直路基应变分析中使用的极限或临界模量与 75 华氏度的年平均气温有关。对于较冷的环境，可以使用厚度减小。对于年平均气温为 50 华氏度的环境，建议的最大减少量为 10%。对于拉伸沥青混凝土应变分析，建议厚度最大减少百分比为 13%。这相当于 40 华氏度（年平均气温）下的最大厚度调整系数值为 1.00，而 60 华氏度环境下的最小厚度调整系数值为 0.87。 /作者/
A theoretical design procedure for Full-Depth asphalt concrete airfield pavements is presented. The design is based upon the use of multilayered elastic theory and utilizes the concept of limiting strains to prevent repetitive permanent deformation and/or shear failure within the subgrade layer and repetitive load cracking within the asphalt bound layer. Development of the allowable strain levels for both failure modes are presented. The method utilized to obtain limiting strains associated with the subgrade was to theoretically analyze (granular Base) pavement thickness requirements as defined by the newly revised U.S.A.C.E. thickness design method. These revisions are related to changes in thickness requirments as well as load repetition effect upon thickness from the previous method. Results indicate that a limiting vertical strain of 1460 microinches per inch, evaluated at a limiting asphalt concerete modulus of 100,000 psi, is capable of withstanding 1,000,000 strain repetitions. Limiting strains associated with the asphalt bound layer have been established from results developed by Kingham from Full-Depth asphalt concrete pavements of the ASSHO Road Test study. An allowable tensile strain of 76 microinches per inch will allow 1,000,000 repetitions when evaluated at a critical asphalt concrete modulus of 1,450,000 psi. Because of the extreme dependency of the stress and strain distributive characteristics of thick Full-Depth asphalt pavements to temperature, monthly cumulative damage techniques were used to develop thickness adjustment factors to adjust thickness requirements for both failure modes due to differeing environments. The limiting or critical modulus utilized in the vertical subgrade strain analysis is related to an average annual air temperature of 75 degrees F. For cooler environments, a thickness reduction may be used. The maximum suggested reduction proposed is 10 percent for environments having a 50 degree F. average annual air temperature. Maximum percentage thickness reductions of 13 percent are suggested for the tensile asphalt concrete strain analysis. This is equivalent to a maximum thickness adjustment factor value of 1.00 at 40 degrees F. (average annual air temperature) and a minimum thickness adjustment factor value of 0.87 for 60 degree F. environmentas. /AUTHOR/