【正文】 密集配瀝青碎石 14 cm 二灰穩(wěn)定砂礫 23cm 天然砂礫 20 cm 土基 方案一總厚度為63cm，方案二總厚度為66cm，就使用性能和安全性，耐久度而言，兩種方案相差不大，故可從經(jīng)濟(jì)角度與施工方便方面考慮。在此次設(shè)計(jì)中，大部分使用計(jì)算機(jī)完成，自學(xué)了鴻業(yè)、緯地等工程設(shè)計(jì)軟件，進(jìn)行路線設(shè)計(jì)和施工圖繪制，并應(yīng)用EXCEL、WORD等軟件進(jìn)行數(shù)據(jù)處理和文本編輯，這些都為我以后參加工作打下了良好的基礎(chǔ)。特意選了這樣一個(gè)寧?kù)o的夜晚來(lái)寫這篇致謝詞。D202006[S]．人民交通出版社，2006[19]does the added width reach 2 ft. For narrower pavements, however, widening assumes importance even on fairly flat curves. Remended amounts of and procedures for curve widening are given in Geometric Design for Highways.B Grades The vertical alignment of the roadway and its effect on the safe and economical operation of the motor vehicle constitute one of the most important features of road design. The vertical alignment, which consists of a series of straight lines connected by vertical parabolic or circular curves, is known as the “grade line.” When the grade line is increasing from the horizontal it is known as a “plus grade,” and when it is decreasing from the horizontal it is known as a “minus grade.” In analyzing grade and grade controls, the designer usually studies the effect of change in grade on the centerline profile. In the establishment of a grade, an ideal situation is one in which the cut is balanced against the fill without a great deal of borrow or an excess of cut to be wasted. All hauls should be downhill if possible and not too long. The grade should follow the general terrain and rise and fall in the direction of the existing drainage. In mountainous country the grade may be set to balance excavation against embankment as a clue toward least overall cost. In flat or prairie country it will be approximately parallel to the ground surface but sufficiently above it to allow surface drainage and, where necessary, to permit the wind to clear drifting snow. Where the road approaches or follows along streams, the height of the grade line may be dictated by the expected level of flood water. Under all conditions, smooth, flowing grade lines are preferable to choppy ones of many short straight sections connected with short vertical curves. Changes of grade from plus to minus should be placed in cuts, and changes from a minus grade to a plus grade should be placed in fills. This will generally give a good design, and many times it will avoid the appearance of building hills and producing depressions contrary to the general existing contours of the land. Other considerations for determining the grade line may be of more importance than the balancing of cuts and fills. Urban projects usually require a more detailed study of the controls and finer adjustment of elevations than do rural projects. It is often best to adjust the grade to meet existing conditions because of the additional expense of doing otherwise. In the analysis of grade and grade control, one of the most important considerations is the effect of grades on the operating costs of the motor vehicle. An increase in gasoline consumption and a reduction in speed are apparent when grades are increase in gasoline consumption and a reduction in speed is apparent when grades are increased. An economical approach would be to balance the added annual cost of grade reduction against the added annual cost of vehicle operation without grade reduction. An accurate solution to the problem depends on the knowledge of traffic volume and type, which can be obtained only by means of a traffic survey. While maximum grades vary a great deal in various states, AASHTO remendations make maximum grades dependent on design speed and topography. Present practice limits grades to 5 percent of a design speed of 70 mph. For a design speed of 30 mph, maximum grades typically range from 7 to 12 percent, depending on topography.Wherever long sustained grades are used, the designer should not substantially exceed the critical length of grade without the provision of climbing lanes for slowmoving vehicles. Critical grade lengths vary from 1700 ft for a 3 p。參考文獻(xiàn)[1]（第二版）[M].人民交通出版社，2004[2][M].人民交通出版社，1987[3]（第二版）[M].人民交通出版社，1987[4][M].人民交通出版社，2008[5][M].重慶大學(xué)出版社，1990[6] 5016292[S].人民交通出版社，1993[7]金仲秋,. 北京:人民交通出版社,2002[8]:人民交通出版社,2004[9]:人民交通出版社,2003[10]周亦唐,張維全,:重慶大學(xué)出版社,2003[11]鄧學(xué)鈞,. 北京:人民交通出版社,2002[12]:人民交通出版社,2005[13]:人民交通出版社,2002[14]:人民交通出版社,2004[15]黃曉明,:人民交通出版社,2002[16]公路路線設(shè)計(jì)規(guī)范JTG D20—2006. 北京:人民交通出版社,2006[17] 012003[S]．人民交通出版社，2003[18]論文，便是如此。從拿到課題到確定設(shè)計(jì)思路、設(shè)計(jì)方法、搜集資料，到初步設(shè)計(jì)、詳細(xì)設(shè)計(jì)到初稿完成，我們都在董老師的指導(dǎo)下，認(rèn)真細(xì)心的進(jìn)行，并獨(dú)立完成設(shè)計(jì)任務(wù)書(shū)中的各項(xiàng)任務(wù)。二灰穩(wěn)定砂礫：由 查三層體系表面彎沉系數(shù)諾謨圖，故：上述計(jì)算結(jié)果滿足設(shè)計(jì)要求。計(jì)算所得修正系數(shù)為3) 理論彎沉系數(shù)4) 計(jì)算結(jié)構(gòu)層總厚度由。驗(yàn)算層底拉應(yīng)力時(shí)，瀝青混合料采用15℃抗壓回彈模量、15℃劈裂強(qiáng)度。(2) 本設(shè)計(jì)涵洞的布設(shè)本設(shè)計(jì)所設(shè)涵洞均采用鋼筋混凝土結(jié)構(gòu)，涵洞位置及尺寸見(jiàn)下表表45涵洞設(shè)計(jì)表序號(hào)類型尺寸中心樁號(hào)1鋼筋混凝土圓管涵1—K0+6552鋼筋混凝土蓋板通道64mK1+3003鋼筋混凝土蓋板通道6K1+7254鋼筋混凝土蓋板涵4K1+8005鋼筋混凝土蓋板通道64mK2+0106鋼筋混凝土蓋板涵22mK2+1807鋼筋混凝土蓋板通道43mK2+4208鋼筋混凝土圓管涵1—K2+5009鋼筋混凝土蓋板通道6K3+02010鋼筋混凝土蓋板通涵4K3+19043第5章 路面結(jié)構(gòu)設(shè)計(jì). 路面結(jié)構(gòu)類型選定考慮到瀝青路面的設(shè)計(jì)年限為15年，路面平整度好，噪音低，可進(jìn)行大面積機(jī)械化施工，施工質(zhì)量易得到保證，環(huán)境污染小等優(yōu)點(diǎn)，偃師顧縣至黃蟒崖段一級(jí)公路選用瀝青混凝土路面比較合適。 路基坡度確定根據(jù)《公路路基設(shè)計(jì)規(guī)范》規(guī)定，路堤及路塹坡度設(shè)計(jì)控制指標(biāo)如下表表43路堤邊坡坡度控制指標(biāo)表填料種類邊坡高度邊坡坡度全部高度上部高度下部高度全部高度上部高度下部高度粘質(zhì)土、粉質(zhì)土、砂類土20812——1：1：表44土質(zhì)挖方邊坡坡度控制指標(biāo)表密實(shí)程度邊坡高度（m）＜2020～30膠結(jié)1：～1:1:～1:本段公路，擬定坡度如下：對(duì)于路堤，取坡度為1：。 (2) 路基標(biāo)準(zhǔn)橫斷面圖 圖41一級(jí)公路標(biāo)準(zhǔn)橫斷面示意圖（單位：cm）(3) 繪制路基橫斷面圖1) 繪制橫斷面地面線.。 路基寬度的確定根據(jù)道路等級(jí)、設(shè)計(jì)時(shí)速、車道數(shù)查《標(biāo)準(zhǔn)》得，一級(jí)公路設(shè)計(jì)時(shí)速為80Km/。在本設(shè)計(jì)中，為獲得連續(xù)而平順的線形及滿足視覺(jué)上的需要，凸豎曲線半徑分別取10000m和15000m，凹型豎曲線半徑分別取19000m和22000m，本設(shè)計(jì)共四個(gè)豎曲線，凸形、凹形各兩個(gè)。最短坡長(zhǎng)以不小于計(jì)算行車速度9s的行程為宜，根據(jù)《標(biāo)準(zhǔn)》，設(shè)計(jì)時(shí)速為80Km/h時(shí)，公路最小坡長(zhǎng)極限值為200m，最小坡長(zhǎng)一般值為250m。HY ~ YH任意點(diǎn)坐標(biāo)