【正文】 在實驗的基礎上，室內和室外，環(huán)氧樹脂瀝青混凝土表現(xiàn)出明顯的優(yōu)勢，使用時作為道路的鋼橋面鋪裝材料。鋪路材料的SNYRB 是環(huán)氧瀝青混凝土路面結構層的厚度為 50mm。 表 3 彎曲試驗對不同類型的瀝青混合料（ 15℃） 材料 破壞強度 最大應變（ 10∧ 6） 彎曲勁度 模量 / MPa 交流改性瀝青混合料 10705 SMA 10172 環(huán)氧瀝青混合料 13367 石家莊鐵道大學四方學院畢業(yè)論文 12 SNYRB，全長 1238m，跨度 628m。以點為圓心，用 300mm 的跨度的梁和 100mm 寬的橋面上截獲。因此，環(huán)氧瀝青混凝土具有更好的抗水損害。 表 1 固化環(huán)氧瀝青混凝土樣品裂解性能測試結果 溫度 /℃ 在最大負荷水平變形 /mm 最大負載 / kN 空隙率（ %） 劈裂強度 /MPa 勁度模量/MPa 25 1113 0 2683 15 3774 表 2 彎曲試驗對不同類型的瀝青混合料（ 15℃） 材料 破壞強度 /MPa 最大應變 彎曲勁度模量 /MPa 交流改性瀝青混合料 102 563 SMA 102 355 環(huán)氧瀝青混合料 103 2574 低溫性能的環(huán)氧瀝青混凝土瀝青變形混合物是由彎曲和劈裂試驗在低的測試溫度。結果表明，高溫處理具有良好的機械性能的影響環(huán)氧瀝青混凝土。為了進一步了解環(huán)氧瀝青混合料的性能，瀝青混合料的一些其他種類進行對比。 比較了環(huán)氧富鋅底漆、無機硅酸鋅涂料和鋪裝層之間的粘結強 度，鋼板表面涂防銹漆中分別與這兩個拉伸試驗。大量的試驗結果比較后，級配和級配禁區(qū)的圖 1所示。骨料應清潔，剛性，耐磨和非酸礦物100%破裂面。事實上，鋼橋面鋪裝技術 在 很大程度上 依 賴于鋼橋面鋪裝結構和自然環(huán)境。作為鋼橋面 的 環(huán)氧瀝青鋪裝材料，主要用于美國，加拿大和澳大利亞，尤其是在美國。 and epoxy asphalt, mostly adopted in USA. Epoxy asphalt concrete is a kind of high strength and flexible material by adding thermosetting epoxide resin and solidified agent into asphalt. As a paving material, epoxy asphalt is mainly applied for steel bridge deck in USA, Canada and Australia, especially in USA. But this material has never been used for paving bridge deck in China until its application in the SNYRB. These years, the construction of longspan bridges in China has developed very fast. Many paving techniques of Japan and England have been adopted in constructing bridges. However, these techniques are not pletely applicable for the particular climate and traffic conditions in China. Furthermore, the steel girder box structure, once universally used by foreign countries, has been applied in longspan bridges recently constructed in China, and the highest temperature of the paving of bridge deck in most areas of China can reach 70℃ . So the paving material must possess the higher temperature stability. The paving layer of many bridges was damaged shortly after being put into use. In fact, the paving technique of steel bridge deck depends to a large extent on the structure of steel bridge deck and natural environment. Deep and systematic research on paving of steel bridge deck is very limited in China. In this paper, the position design of epoxy asphalt concrete, its characteristics and service performance of the mixture, bond performance of epoxy asphalt concrete with steel plate, the fatigue test of plex girder formed by the steel plate and epoxy asphalt concrete, are firstly and systematically studied. In addition, epoxy asphalt concrete is successfully applied in the paving of steel bridge deck of the SNYRB, and the paving layer of the bridge has shown an excellent performance after it has 石家莊鐵道大學四方學院畢業(yè)論文 2 been put in use for more than one year. According to different purposes, epoxy asphalt can be classified into two types: material for bonding layer (type Id) and for binder (type Ⅴ ). Commonly, epoxy asphalt is made out of two ponents: ponent A (epoxy resin) and ponent B (homogeneous plex posed by petroleum asphalt and solidified agent). If the two ponents have bad patibility, medium should be added. Requirements of epoxy asphalt concrete for aggregate are rather strict. Aggregate should be clean, rigid, wear proof and nonacid minerals with 100% broken surface. Its favorite shape should be a cube. Light color is better to reduce the heat caused by solar radiation in hightemperature seasons. Limestone flour is used as filling mineral and contains at least 90% limestone, but none active lime should be used. From the experience of key projects and general consideration of all kinds of test index (most tests are Los Angeles abrasion tests), basalt from the Huashang Mountain in Jurong is chosen as the aggregate for the SNYRB. The results for all characteristic tests are as follows: Los Angeles abrasion loss is % (after 500 rotation cycles), the crash value is %, the polishing value (psv) is 52, waterabsorbing capacity is %, pression strength is 138 MPa, binding power is 4level, sand equivalent is 50 and the slender and flat particles form a proportion less than %. The fatigue lifespan of the paving layer could b