【正文】 JTG整個(gè)畢業(yè)設(shè)計(jì)過(guò)程，鍛煉了我自主學(xué)習(xí)和解決問(wèn)題的能力，課本上的專(zhuān)業(yè)知識(shí)能夠綜合運(yùn)用于實(shí)際研究設(shè)計(jì)中，這四年所學(xué)融會(huì)貫通，增強(qiáng)了我對(duì)知識(shí)的靈活運(yùn)用的能力。查三層體系表面彎沉系數(shù)諾謨圖，得：又有 查三層體系表面彎沉系數(shù)諾謨圖，得：則查三層體系表面彎沉系數(shù)諾謨圖，得：則5) 二灰土層厚度取=24cm6) 層底拉應(yīng)力驗(yàn)算將六層路面結(jié)構(gòu)換算為三層體系，按彎拉應(yīng)力等效原理進(jìn)行換算細(xì)粒式瀝青混凝土：由查三層體系表面彎沉系數(shù)諾謨圖，為負(fù)值，結(jié)構(gòu)層受壓。 路面組合及構(gòu)造設(shè)計(jì) 瀝青路面結(jié)構(gòu)組合設(shè)計(jì)的任務(wù)及基本原則瀝青路面結(jié)構(gòu)組合設(shè)計(jì)的任務(wù)是根據(jù)道路等級(jí)，使用要求和設(shè)計(jì)年限內(nèi)標(biāo)準(zhǔn)軸載的累計(jì)當(dāng)量軸次，考慮自然因素影響、施工條件及材料供應(yīng)等情況，安排和布置合理的路面結(jié)構(gòu)層次，確定經(jīng)濟(jì)使用的組合材料和路基路面結(jié)構(gòu)體系。2) 根據(jù)路基設(shè)計(jì)表中有關(guān)數(shù)據(jù)，繪制路幅的位置和寬度。(2) 豎曲線(xiàn)幾何要素計(jì)算1) 計(jì)算公式豎曲線(xiàn)的形式為二次拋物線(xiàn)，其要素主要包括：豎曲線(xiàn)長(zhǎng)度L、切線(xiàn)長(zhǎng)度T和外距E。例如：點(diǎn)坐標(biāo)X ==+=Y ==+= 點(diǎn)坐標(biāo)X ==+=Y = =+=同理，可得其它直線(xiàn)樁號(hào)坐標(biāo)，向詳見(jiàn)逐樁坐標(biāo)表。從橫斷面上來(lái)看，橫向填挖適當(dāng)，沒(méi)有出現(xiàn)由于大填大挖，導(dǎo)致自然環(huán)境破壞的現(xiàn)象。初始年交通量：該公路遠(yuǎn)景設(shè)計(jì)年限為15年，則遠(yuǎn)景設(shè)計(jì)年平均日交通量AADT： = 29587輛/日(2) 計(jì)算車(chē)道數(shù) 單向車(chē)道數(shù)N：式中: K—設(shè)計(jì)小時(shí)交通量系數(shù)。（4） 地震依區(qū)域地質(zhì)構(gòu)造、歷史發(fā)震情況及項(xiàng)目區(qū)地震動(dòng)峰值加速度（≤），相應(yīng)于最大地震基本烈度Ⅶ度，認(rèn)為區(qū)域穩(wěn)定性屬次不穩(wěn)定域。為解決路線(xiàn)與交叉道路和排水問(wèn)題，本路段共設(shè)計(jì)了10處涵洞。本次畢業(yè)設(shè)計(jì)的目的在于培養(yǎng)我們綜合應(yīng)用所學(xué)知識(shí)的能力，是對(duì)各個(gè)教學(xué)階段的繼續(xù)、深化、拓寬和升華。對(duì)路線(xiàn)的平面、縱斷面、橫斷面、路基路面以及橋涵在限定的時(shí)間內(nèi)單獨(dú)完成設(shè)計(jì)。河床內(nèi)樁基施工應(yīng)盡量避開(kāi)雨水季節(jié)，盡量少占?jí)汉拥?，同時(shí)做好雨季的防汛工作。(5) 豎曲線(xiàn)一般最小半徑：凹型為3000m，凸型為4500m。 方案比選(1) 方案概況1) 正線(xiàn)方案 擬建道路為一級(jí)公路，對(duì)平縱橫指標(biāo)要求較高。 平面曲線(xiàn)要素計(jì)算(1) 主點(diǎn)樁的坐標(biāo)讀取本設(shè)計(jì)正線(xiàn)方案的線(xiàn)形如下圖所示：圖31線(xiàn)形示意圖由地形圖讀取起點(diǎn)、交點(diǎn)、終點(diǎn)的坐標(biāo)(,)如下：：（，）：（， ）：（， ）：（， ） (2) 交點(diǎn)間距、方位角的計(jì)算坐標(biāo)增量 DX = DY =交點(diǎn)間距 S =象限角 方位角A DX 0 , DY 0, A =所以，對(duì)于AB段有，DY=﹥0 DX=﹥0= = ==對(duì)于BC段有，DY=﹥0 DX=﹥0 = = 對(duì)于CD 段有，DY=＞0 DX=＞0== (3) 轉(zhuǎn)角計(jì)算轉(zhuǎn)角 (右)轉(zhuǎn)角 (左)(4) 平曲線(xiàn)計(jì)算圖32平曲線(xiàn)計(jì)算圖式曲線(xiàn)幾何元素的計(jì)算公式：內(nèi)移值 p = 偏移值 q =緩和曲線(xiàn)角 切線(xiàn)長(zhǎng) T = 曲線(xiàn)長(zhǎng) L =+ 圓曲線(xiàn)長(zhǎng) =外距 E = 校正值 J = 2T – L式中 R — 圓曲線(xiàn)半徑 — 緩和曲線(xiàn)長(zhǎng)度1) ：R = 1000m，= 100mp === q == T = == ==L =+= E ===J = 2T – L = 主點(diǎn)里程樁號(hào)計(jì)算： ：K0+ ZH=T== HY=ZH+=+100= YH=HY+(L2)=+()= HZ=YH+=+100= QZ=HZL/2=校核：JD=QZ+J/2=+交點(diǎn)校核無(wú)誤。根據(jù)《標(biāo)準(zhǔn)》設(shè)計(jì)時(shí)速為80Km/h時(shí)，最大坡長(zhǎng)為：3%—1100m、4%—900m、5%—700m。路拱及路肩設(shè)計(jì)查《標(biāo)準(zhǔn)》得瀝青混凝土及水泥混凝土路拱坡度，1~2%，取路拱坡度為2%, 土路肩橫坡度為3%。由于該段公路非高填土，所以不需要進(jìn)行邊坡穩(wěn)定性驗(yàn)算。 式中：—— 設(shè)計(jì)彎沉值（）； —— 設(shè)計(jì)年限內(nèi)一個(gè)車(chē)道累計(jì)當(dāng)量軸次； —— 公路等級(jí)系數(shù)，高速公路、三； —— 面層類(lèi)型系數(shù)，；熱拌和冷拌瀝青碎石、上拌下貫或貫入式路面；中、。 設(shè)計(jì)方案選擇設(shè)計(jì)結(jié)果如下：方案一： 細(xì)粒式瀝青混凝土 4 cm 中粒式瀝青混凝土 6 cm 粗粒式瀝青混凝土 7 cm 水泥穩(wěn)定碎石 22cm 二灰土 24 cm 土基 方案二： 細(xì)粒式瀝青混凝土 4 cm 中粒式瀝青混凝土 5 cm 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。特意選了這樣一個(gè)寧?kù)o的夜晚來(lái)寫(xiě)這篇致謝詞。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 i