钢渣集料在沥青路面养护工程中的应用研究.pdf

202323No.3上海么路SHANGHAITHWAY道路工程钢渣集料在沥青路面养护工程中的应用研究尤光辉1，郑炳锋2.3-4，吴威伟2 3，高壮元2 3，裴建松2.3（1.徐州市公路事业发展中心，江苏徐州2 2 10 0 6；2.苏交科集团股份有限公司，江苏南京2 10 0 19；3.新型道路材料国家工程研究中心，江苏南京2 10 0 19；4.东南大学，江苏南京2 1118 9)摘要：江苏省钢铁行业每年钢渣副产品达到千万吨，部分用于水泥生产，其余则用于填料等低价值应用。目前，用于路面基层与沥青面层的优质筑路材料紧缺，而钢渣的物理力学性能与常规集料相似，可缓解筑路材料紧缺的现状。首先，对钢渣的各项技术指标进行了检测，开展了配合比设计；其次，评价钢渣试验路铺筑的效果；最后，进行试验路跟踪观测。结果表明：钢渣集料的各项指标满足要求；钢渣SMA-13、钢渣Sup-25与钢渣水稳基层的检测指标均满足技术要求；通车1年后，相比常规集料沥青路面，钢渣沥青路面的抗滑性能提升了15.9%，承载力略有提高。关键词：钢渣；沥青路面；养护工程；抗滑性能；承载力0引言钢渣是炼钢过程中的副产品，根据目前国内外炼钢水平，其产量为粗钢产量的10%15%.近5 年来，我国钢铁行业的钢渣产量数据表明，目前全国钢渣年产量约为1亿t，累计存储量已达2 0 亿t。欧美等发达国家的钢渣综合利用率为8 4.4%9 8.4%，用于道路建设的约占3 2%以上。而目前我国的钢渣综合利用率仅为30%左右。江苏省年产上千万吨，综合利用率约为80%，仅有一小部分用于道路工程 1-4。迄今为止，已开发出了近40 种有关钢渣综合利用的方法 5 ，但尚未找到大规模资源化利用钢渣资源的有效途径。钢渣实现“零排放”，是世界钢铁行业的难题。截止2 0 2 2 年底，我国公路建设总里程已达5 2 8 万km，预防养护和修复养护累计3 0 0.8 万km，加强公路养护管理工作变得尤为重要。钢渣产量大、强度大，与石灰岩或玄武岩等具有相近的性能指标，可用于沥青路面养护工程 6-7 。本文采用钢渣集料，依托徐州S322省道丰县段养护大中修工程，开展了上面层钢渣SMA-13改性沥青混合料、下面层钢渣Sup25普通沥青混合料，以及水泥稳定钢渣碎石混合料的工程应用与跟踪观测。1钢渣原材料检验本次养护工程中的钢渣来自徐州金虹钢铁厂,其粒径范围分别是1#(16.0 2 6.5 mm)和2#(4.7 5 16.0 mm）。钢渣已存放11个月左右，各项性能检测结果如表1所示，各项指标均满足钢渣集料路面施工技术规范（T/JSIE0002-2021)的技术要求。表1钢渣集料技术指标技术指标技术指标1#钢渣2#钢渣表面层其他层次表观相对密度3.8703.7332.92.9毛体积相对密度3.7423.477吸水率/%0.881.972.03.0压碎值/%/17.22628针片状含量/%5.87.71212坚固性21212黏附性（普通沥青）4554黏附性（改性沥青）5554洛杉矶磨耗/%19.82830磨光值464242游离氧化钙/%1.431.623.03.0浸水膨胀率/%0.411.52.0收稿日期：2 0 2 3-0 5-12基金项目：交通运输行业重点科技项目清单（2 0 2 0-MS1-013）、江苏省交通运输科技项目（2 0 2 0 Y19-2）2023No.324上海么路道路工程SHANGHAIHIGHWAYS2钢渣混合料配合比设计2.1钢渣沥青混合料配合比设计钢渣沥青混合料SMA-13和Sup-25的技术指标结果如表2、表3 所示。由于钢渣密度较大，在设计过程中,应考虑到质量的影响，进行质量替换 8 。替换后的质量比分别为3 2.9%和3 0.2%，混合料的各项指标均满足要求。与不掺钢渣集料的路段相比，SMA-13的油石比为5.9%，Sup-25的沥青用量为3.9%。虽然从数表2 SMA-13钢渣沥青混合料技术指标毛体积相对计算理论最大矿料间隙率饱和度粗集料骨架间流值/油石比/%空隙率/%稳定度/kN密度相对密度VMA/%VFA/%隙率VCAmi/%(0.1 mm)5.82.6232.7354.116.575.140.910.3831.6要求/3.04.516.57585VCADRC6.02050表3 Sup-25钢渣沥青混合料技术指标设计次数毛体积相对实测理论最矿料间隙率饱和度初始次数压沥青用量/%粉胶比DP压实度/%密度大相对密度VMA/%VFA/%实度/%3.896.02.6402.75012.167.01.3885.0技术标准1265750.81.689值上看，沥青所占比例存在下降的情况，但使用沥青的质量约提高了0.1%0.2%。对上述钢渣沥青混合料进行了室内性能评价，试验结果如表4、表5 所示。结果表明，钢渣沥青混合料的各项性能指标均满足要求。此外，对SMA-13和Sup-25钢渣沥青混合料的膨胀性进行检验，见下图1。检测结果为0.0 5%和0.0 9%，远小于1%的技术指标要求。表4SMA-13钢渣沥青混合料性能试验结果浸水残留动稳定度/低温弯曲试验项目飞散损失/%析漏损失/%劈裂强度比/%稳定度/%(次mm)破坏应变/8试验结果4.80.0886.586.99 0022.589.8技术要求150.1858030002000表5 Sup-25钢渣沥青混合料性能试验结果试验项目浸水残留稳定度/%AASHTOT283劈裂强度比/%动稳定度/（次mm）试验结果87.089.610840技术要求85801000（a）测量高度及直径(b)浸泡图1钢渣沥青混合料膨胀量试验252023No.3上涵么缘SHANGHGHWAYS道路工程）2.2水泥稳定碎石钢渣混合料配合比设计水泥稳定碎石钢渣混合料的水泥剂量为4.5%，其中，1#钢渣和2#钢渣的质量比分别为2 4.0%和12.0%。重型击实法最大干密度为2.45 5 g/cm最佳含水率为5.0%，无侧限抗压强度代表值为4.8 MPa。3工程应用3.1钢渣SMA-13上面层上面层铺筑完成后，对其表面进行了渗水、构造深度、厚度以及压实度检测，检测结果见表6 所示，各项指标均满足要求。表6 钢渣SMA-13上面层检测结果项目检测值技术要求厚度/cm3.83.6构造深度/mm0.990.7马氏压实度/%99.698理论压实度/%96.09496.5渗水系数/(mlmin-)0603.2钢渣Sup-25下面层下面层铺筑完成后，对下面层进行了渗水、厚度以及压实度检测，检测结果见表7 所示，各项指标均满足要求。3.3钢渣水泥稳定碎石混合料基层对基层的压实度和7 d无侧限抗压强度分别进行检测，检测结果见表8 所示，各项指标均满足要求。表7 钢渣Sup-25下面层检测结果项目检测值技术要求厚度/cm8.07.6马氏压实度/%100.298理论压实度/%95.09397渗水系数/（mlmin)60表8 钢渣水泥稳定碎石混合料基层检测结果项目检测值技术要求厚度/cm19.117.2压实度代表值/%98.7987d无侧限抗压强度/MPa12.5/4试验路跟踪观测试验路通车1年后，对钢渣试验路段和常规路段（即未使用钢渣集料路段）进行了现场检测工作，检测内容包括路面平整度、车辙、抗滑和路表弯沉这四项指标，以表征路面表观性能状况和路面结构层性能状况4.1试验路外观经过1年的重载交通、温度变化、降雨等多种因素作用，观察到上面层未出现花白料或沥青剥落的情况，路面使用整体状况良好；上面层的钢渣掺量达到3 2.9%质量比，并未因雨水侵蚀而出现铁锈的情况；路面表面裸露集料完整，未出现集料破碎情况，见下图2。(a）2 0 2 1年路面状况(b)2022年路面状况图2 不同时间下路面使用状况对比2023No.326上海么缘道路工程SHANGHAI HIGHWAYS4.2路面平整度路面平整度检测采用全自动道路状况智能检测车，国际平整度指数IRI和路面行驶质量指数RQI的检测结果如图3 所示。1.5口超车道 四行车道10.90.60.30钢渣试验路常规路图3 路面平整度检测结果平整度检测结果表明：(1)钢渣试验路段的超车道路面平整度分布在0.711.58m/km之间，行车道路面平整度分布在0.6 6 1.23m/km之间；常规路段的超车道路面平整度分布在0.661.49m/km之间，行车道路面平整度分布在0.7 6 1.79 m/km之间。(2)钢渣试验路段的超车道和行车道路面平整度平均值分别为1.0 2 m/km和0.9 2 m/km；常规路段的超车道和行车道路面平整度平均值分别为0.9 7 m/km和1.03 m/kmo(3)各路段路面行驶质量指数RQI均大于9 0。根据公路技术状况评定标准（JTG5210-2018），平整度评价等级为“优”4.3路面车辙路面车辙检测采用3 m直尺法，等距离连续测定路面车辙深度。路面车辙用路面车辙深度指数RDI评价其路面状况，检测结果如图4所示。2.4口超车道口行车道21.61.20.80.40钢渣试验路常规路图4路面车辙检测结果车辙检测结果表明：(1)钢渣试验路段超车道和行车道路面车辙产生的深度分别在1.0 0 2.5 0 mm和1.0 0 2.0 0 mm范围内；常规路段超车道和行车道路面车辙深度在1.0 0 2.00mm和0.5 0 2.0 0 mm范围内。(2)钢渣试验路段的超车道和行车道路面车辙深度均值分别为为1.6 5 mm和1.5 4mm；常规路段的超车道和行车道路面车辙深度均值分别为1.7 5 mm和1.00 mm。(3)各路段车辙深度指数均大于9 7,评价等级为“优”。表明钢渣用作筑路材料，所铺筑的沥青路面与常规沥青路面的车辙状况基本一致。4.4足路面抗滑采用XZWH-217型摆式摩擦仪，参照公路路基路面现场测试规程（JTG3450-2019)中的T0964-2008摆式仪测定路面摩擦系数的试验方法，测定沥青路面的摆式摩擦系数值BPN。抗滑性能结果如图5 所示，其中，路表实测温度为3 5。55口超车道口行车道5045403530钢渣试验路常规路图5抗滑检测结果路面抗滑性能检测结果表明：(1)钢渣试验路超车道和行车道的摆式摩擦系数值进行温度修正后为5 1，而常规路段超车道和行车道的为44。(2)钢渣试验路段超车道路面全部测点的摆式摩擦系数值均大于45，常规路段超车道和行车道路面有少量大于45。(3)通车1年后，钢渣试验段路面的抗滑性能良好，检测结果明显优于常规路段。4.5路面结构强度落锤式弯沉仪是目前最能反映路面在车轮荷载下的受力与变形状况的一种检测设备，采用路面结构强2023No.327上涵么路SHANGHTWAY道路工程度指数PSSI进行评价，检测结果如图6、图7 所示。1816口超车道口行车道14(w100)/3/12106420钢渣试验段常规路段图6 弯沉检测结果50004000口超车道口行车道3000200010000钢渣试验段常规路段图7 顶面当量回弹模量计算结果检测结果表明：(1)钢渣试验路段超车道和行车道路面的弯沉代表值分别为1 0.1 0(0.0 1 mm）和1 1.6 5(0.0 1 m），常规路段超车道和行车道路面的弯沉代表值分别为1 4.7 7(0.01 mm)和 1 8.2 2(0.0 1 mm)。(2)钢渣试验路段和常规路段的PSSI结构强度指数相当，均大于9 8，评价等级为优。但从顶面当量回弹模量和弯沉代表值可以看出，钢渣试验路段的回弹模量较大，弯沉代表值较小。表明钢渣试验路段的路面结构层强度较高，力学承载能力良好。5结语通过原材料检测、配合比设计、试验路施工，以及路用性能跟踪观测，得到以下结论：(1)钢渣集料的各项技术指标均满足要求，可用作集料，替代玄武岩或石灰岩。钢渣沥青混合料及钢渣水泥稳定碎石混合料的各项性能指标均满足要求。工程应用的各项检测指标均满足要求。(2)通车1 年后，钢渣沥青路面的外观状况良好，钢渣与沥青之间的黏附性较好，沥青膜均匀，没有出现沥青膜剥落和铁锈等现象。(3)钢渣沥青路面的抗滑性能明显优于常规沥青路面，提高了1 5.9%。代表弯沉值小于常规沥青路面，顶面当量回弹模量大于常规沥青路面，表明钢渣沥青路面具有较好的承载力。参考文献1高本恒,郝以党,张淑苓,等.钢渣综合利用现状及发展趋势J.环境工程,2 0 1 6,34(S1):776-779.2何亮,詹程阳,吕松涛,等.钢渣沥青混合料应用现状 J.交通运输工程学报,2 0 2 0,2 0(0 2):1 5-33.3魏巍,陈美祝,李灿华,等.钢渣沥青混凝土路面抗滑性能研究J.建材世界,2 0 1 0,31(0 4):33-35.4李超,陈宗武,谢君,等.钢渣沥青混凝土技术及其应用研究进展 J.材料导报,2 0 1 7,31(0 3):8 6-9 5+1 2 2.5王东梅,郑玉荣,陈瑜,等.钢渣高效利用技术发展研究专利分析 J.再生资源与循环经济,2 0 1 8,1 1(1 1):1 8-2 1.6 Zhao J,Yan P,Wang D.Research on mineral characteristics ofconverter steel slag and its comprehensive utilization of inter-nal and external recycle J.Journal of Cleaner Production,2017,156(jul.10):50-61.7俞春荣,杨凤鸣,郑炳锋.钢渣在沥青路面面层中的应用研究J.粉煤灰综合利用,2 0 1 8(0 1):7 0-7 4.8谢君.钢渣沥青混凝土的制备、性能与应用研究 D.武汉：武汉理工大学,2 0 1 3.:YOU Guanghui,ZHENG Bingfeng,WU Weiwei,GAO Zhuangyuan,PEI Jiansong(23)are identified by examining the factors affecting the resonance,such as the vertical curve shape,driving direction,radius,and spacing of thecompound vertical curves.Coupled resonance zone will be formed on an asymmetric vertical curve while the curve length is less than 3 sec-onds of travel distance.Additionally,the coupled resonance zone will also be formed when the length of the straight section between synclasticvertical curves is less than 3 seconds of travel distance.Consequently,the main factors affecting the roadway resonance and driving perfor-mance are the radius of vertical curve,the radius difference,length of the shorter curve,and the straight slope length between the curves.Toreduce the roadway resonance,a seven-degree parabolic curve is used as transition curve.This results in a significant reduction in accelera-tion peak.The root mean square of peak vibration acceleration decrease to less than 3.5%of the original value,which is below the vibrationperception threshold.Furthermore,the road pavement roughness is examined in conjunction with the vertical curve.By introducing a transitioncurve instead of using a straight segment,the root mean square of the human body acceleration under this condition is close to 1,which effec-tively eliminates the impact of ride quality and approaches the ideal flat state required by the human-vehicle-road system.Key words:road engineering;synclastic vertical curve;dynamics;car line resonance;ride comfortResearch on the Application of Steel Slag Aggregate in Asphalt Pavement Maintenance EngineeringAbstract:The steel industry in Jiangsu Province reaches 10 million tons of steel slag by-products annually,some of which are used in cementproduction and the rest are used in low-value applications such as filler,At present,there is a shortage of high-quality road construction mate-rials for pavement base layer and asphalt surface,and the physical and mechanical properties of steel slag are similar to conventional aggre-gate,which can alleviate the shortage of road construction materials.Firstly,the technical indexes of steel slag were tested and the mix ratiodesign was carried out.Secondly,the effect of steel slag test road paving is evaluated.Finally,tracking observation of the test road is carriedout.The results show that the indexes of steel slag aggregate meet the requirements;The detection indexes of steel slag SMA-13,steel slagSup-25 and steel slag cement stabilized macadam base all meet the technical requirements.After one year of operation,compared to conven-tional aggregate asphalt pavement,the skid resistance of steel slag asphalt pavement has been improved by 15.9%,and the bearing capacity ofsteel slag asphalt pavement has been slightly improved.Key words:steel slag;asphalt pavement;maintenance engineering;skid resistance;bearing capacityApplication of Asphalt Bridge Deck Pavement with Low Heat AbsorptionAbstract:New Jiangwan-Sanmen Road sky corridor spans the intersection of Songhu Road,Zhayin Road,and Sanmen Road.As a urban liv-ing room for strolling and stting,it adopts a new type of heat-shielding low heat-absorption pavement technology to reduce the temperatureof road surface and alleviate the urban heat island effect.This article summarizes and analyzes the key raw material control,construction tech-nology,and construction control points of the low heat-absorption pavement structure based on the New Jiangwan-Sanmen Road sky corridorproject,in order to achieve precise control of the project quality and provide reference opinions for the subsequent pavement construction ofpedestrian overpasses.Key words:foot-bridge;pavement with low heat absorption;heat shielding layerApplication and Performance Analysis of Double-layer Macroporous Asphalt Pavement on Mengshan RoadAbstract:Combined with the implementation of the double-layer asphalt pavement of Mengshan Road,this paper tests various pavement per-formance indexes.The acoustic material impedance tube is mainly used to measure the sound absorption coefficient of the asphalt mixture withlarge pores.At the same time,the drainage performance and anti-skid performance of the asphalt pavement are tested and evaluated.Resultsshow that the surface of double-layer asphalt pavement with large pores has higher drainage efficiency,dynamic friction coefficient is betterthan that of ordinary dense-graded asphalt pavement and has better noise reduction effect.Key words:double-layer macroporous asphalt;noise reduction;drainageResearch on Environmental Assessment Methods for Rural Roads in Jiading District.Abstract:Selecting the appropriate indicator factors from the factors affecting the road environment and establish a more objective and rea-sonable indicator system as the evaluation method for the road environment of rural roads in Jiading District.Using a combination of expertscoring and Analytic Hierarchy Process to determine the weights of each evaluation factor;Then,using the tenth system determines the role ofthe evaluation factor score and assign quantitative values to qualitative indicators;Finally,by grading the evaluation scores,the evaluation lev-el of the highway road environment is determined.The research results can help management department to obtain objective,precise,andpractical evaluation datawith high application value.Key words:road environment;road environmental assessment;rural road environmentApplication of Prefabrication and Assembling Technology for Urban BridgeAbstract:The viaduct of the middle section of Shanghai Lianggang Avenue is 8.45km long.The bridge adopts fully prefabricated assemblingtechnology with the prefabricated assembly rate reaches 90%.An experimental study on the anchorage and connection performance ofedge-embedded grouting steel bellow was carried out to provide technical support for ensuring the reliability of the connection between theprefabricated column and the cover beam.New technologies,such as the new combined anti-collision railing,GA-10 poured asphalt concretepavement and hidden drainpipe,which have been verified by the real vehicle crash test and improved the durability and aesthetics.Key words:prefabrication and assembly;bridge;test;connection;combined beam;barrierCHENHui(28)ZHANG Shuangyi,ZHOU Junli（3 3)LI Li(38)LUYongcheng,YUANHuiyu（46)