1 總    則

　　1 General Provisions

　　1.1  冷再生是一種利于和節約能源的道路維修方式。為推廣此項技術，保證冷再生設計施工質量，特制定本指南。

　　1.1 Cold regeneration is a road maintenance method that is beneficial for environmental protection and energy conservation. To promote this technology and ensure the quality of cold recycling design and construction, this guide is specially formulated.

　　1.2  本指南規定了水泥穩定就地冷再生的設計方法、設計要點及施工工藝和質量控制要求。

　　1.2 This guideline specifies the design methods, key points, construction techniques, and quality control requirements for on-site cold recycling of cement stabilization.

　　1.3  本指南適用于采用水泥穩定就地冷再生技術進行大修、改建的各等級公路的底基層和二級及二級以下公路、城市出口路基層的施工。

　　1.3 This guide is applicable to the construction of sub base layers and sub base layers of various grades of highways, as well as urban exit road bases, that undergo major repairs and renovations using cement stabilized in-situ cold recycling technology.

　　1.4  本指南中的規定、要求與《遼寧省“十一五”公路技術政策（試行）》中相應內容不一致時，以本指南為準。

　　In case of any inconsistency between the provisions and requirements in this guide and the corresponding content in the "Eleventh Five Year Plan" Highway Technology Policy (Trial) of Liaoning Province, this guide shall prevail.

　　1.5  水泥穩定就地冷再生路面設計應采用設計與施工緊密結合的半剛性基層設計理論，設計內容包括交通量預測與分析、舊路混合料分析、混合料配合比設計、設計參數確定、路面結構組合設計與厚度計算，在進行路面結構技術經濟綜合評價的基礎上提出設計方案。

　　The design of 1.5 cement stabilized in-situ cold recycled pavement should adopt a semi-rigid base design theory that closely combines design and construction. The design content includes traffic volume prediction and analysis, analysis of old road mixtures, mix design, determination of design parameters, pavement structure combination design and thickness calculation. Based on the comprehensive evaluation of pavement structure technology and economy, a design scheme should be proposed.

　　1.6  就地冷再生機的再生深度一般為15cm -30cm。損壞深度大于30cm或需要提高或改善路面使用功能時，采用水泥穩定就地冷再生基層后，應加鋪滿足設計強度的半剛性上基層，路面結構按《公路瀝青路面設計規范》有關規定，通過交通量預測計算設計彎沉值后，進行路面結構厚度計算，并進行彎拉應力驗算。

　　The regeneration depth of the on-site cold regeneration machine is generally 15cm -30cm. When the depth of damage is greater than 30cm or when it is necessary to improve or enhance the functionality of the road surface, after using cement stabilized on-site cold recycled base layer, a semi-rigid upper base layer that meets the design strength should be added. The road surface structure should be designed according to the relevant provisions of the "Design Specification for Asphalt Pavement of Highways". After calculating the design deflection value through traffic volume prediction, the thickness of the road surface structure should be calculated, and the bending tensile stress should be verified.

　　1.7  本指南涉及的試驗方法應符合現行有關試驗規程的規定。

　　1.7 The test methods involved in this guideline shall comply with the current relevant test regulations.

　　1.8  再生前建議進行路況調查，確定路面損壞是于路面面層，還是屬于路面結構問題，了解路面結構損壞的范圍和深度。

　　Before regeneration, a road condition survey must be conducted to determine whether the road damage is limited to the surface layer or a structural issue, and to understand the scope and depth of the road structure damage.

　　1.9  再生施工中除進行路面混合料級配檢測外，應避免預破碎，在建議采用預破碎的路段，應嚴格控制銑刨深度。

　　In addition to conducting gradation testing on road mixtures during the 1.9 recycling construction, pre crushing should be avoided. In sections where pre crushing is necessary, the milling depth should be strictly controlled.

　　1.10  進行室內材料配合比設計所需混合料原則上應用再生機進行現場取料（即舊路混合料）。不同結構路段應獨立進行結構組合設計和混合料配合比設計。

　　The required mixture for indoor material mix design should generally be collected on-site using a recycling machine (i.e. old road mixture). Different structural sections should be independently designed for structural combinations and mix proportions.

　　1.11  就地再生設備應能準確控制再生深度，誤差不宜超過10mm；應能根據要求調整橫坡，適當調整再生料的級配；應能控制添加料的比例并根據需要自動調節。

　　1.11 The on-site regeneration equipment should be able to accurately control the regeneration depth, with an error not exceeding 10mm; it should be able to adjust the cross slope according to requirements and adjust the grading of the regenerated material appropriately; Should be able to control the proportion of additives and automatically adjust as needed.

　　1.12  下列情況原則上不宜采用就地水泥穩定就地冷再生技術：

　　1.12 In principle, on-site cement stabilization and on-site cold recycling technology should not be used in the following situations:

　　（1）在預估的再生深度范圍內，存在過多超粒徑顆粒（粒徑超過10cm的砂礫或鐵渣等），會對銑刨轉子造成損害的道路；

　　(1) Within the estimated regeneration depth range, there are too many oversized particles (such as gravel or iron slag with a maximum particle size exceeding 10cm) that can cause damage to the milling rotor on the road;

　　（2）病害較多，變形嚴重，強度不足的道路；

　　(2) Roads with multiple diseases, severe deformation, and insufficient strength;

　　（3）舊路結構層總厚度（面層、基層及墊層之和）小于25cm的道路。

　　(3) Roads with a total thickness of less than 25cm for the structural layer of the old road (the sum of the surface layer, base layer, and cushion layer).

　　1.13  瀝青路面面層厚度不大于7cm可采用水泥穩定就地冷再生，面層厚度大于7cm 宜在水泥穩定就地冷再生和泡沫瀝青穩定就地冷再生兩個方案之間進行技術經濟比較后確定。

　　1.13 Cement stabilized in-situ cold recycling can be used for asphalt pavement with a thickness of no more than 7cm. For pavement with a thickness of more than 7cm, it should be determined after technical and economic comparison between cement stabilized in-situ cold recycling and foam asphalt stabilized in-situ cold recycling.

　　1.14  施工中應認真整理相關資料，不斷總結施工方法和實踐經驗，以提高冷再生施工技術水平，并為本指南的修訂提供真實可靠的實踐依據。

　　During construction, relevant materials should be carefully organized, and construction methods and practical experience should be continuously summarized to improve the level of cold recycling construction technology and provide real and reliable practical basis for the revision of this guide.

　　2 術    語

　　2 Terminology

　　2.1  冷再生技術（Cold recycling）

　　2.1 Cold Recycling Technology

　　將需要改建或大修的舊路面，經過翻挖回收、破碎、篩分，并加入適量的穩定劑（水泥、乳化瀝青、泡沫瀝青等），在常溫情況下重新拌和，形成具有一定路用性能的再生混合料，用于鋪筑路面基層或底基層的整套工藝技術。

　　The old pavement to be reconstructed or overhauled shall be excavated, recycled, crushed, screened, and added with a proper amount of stabilizer (cement, emulsified asphalt, foam asphalt, etc.), and remixed at normal temperature to form a recycled mixture with certain road performance, which is used for the whole process technology of paving the pavement base or subbase.

　　2.2  舊混合料（Recycled mixtures）

　　2.2 Recycled mixtures

　　對需要再生的道路按規定要求進行整形處理，經再生機（或銑刨機）按規定的深度、行進速度和轉子速度進行銑刨后得到的具有一定級配的混合料。

　　The mixture with a certain gradation is obtained by shaping the road that needs to be regenerated according to the prescribed requirements, and milling it with a recycling machine (or milling machine) according to the prescribed depth, travel speed, and rotor speed.

　　2.3  水泥穩定就地冷再生（Cold recycling with cement as stabilizing agent）

　　2.3 Cold recycling with cement as stabilizing agent

　　在舊混合料（必要時加入一定比例的新料）中，加入一定劑量的水泥，在含水量狀態下拌和形成再生混合料，通過整形、突出、養生形成符合設計要求的道路基層或底基層。

　　In the old mixture (with a certain proportion of new material added if necessary), a certain amount of cement is added and mixed at the optimal moisture content to form a recycled mixture. Through shaping, rolling, and curing, a road base or subbase that meets the design requirements is formed.

　　2.4  再生深度（Recycling depth）

　　2.4 Recycling depth

　　再生機設定的銑刨深度，一般指原道路標高與再生層底部標高之差。

　　The milling depth set by the regeneration machine generally refers to the difference between the original road elevation and the bottom elevation of the regeneration layer.

　　2.5  再生厚度（Recycling thickness）

　　2.5 Recycling thickness

　　再生層設計頂面標高與底面標高之差，指再生層突出成型后的頂面標高與底面標高之差。

　　The difference between the top and bottom elevations of the recycled layer design refers to the difference between the top and bottom elevations of the recycled layer after rolling and forming.

　　2.6  均勻路段（Homogeneous road section）

　　2.6 Homogeneous Road Section

　　舊路中結構組成及各結構層材料相同或相似并且具有相似結構承載力的路段。

　　The old road section has the same or similar structural composition and materials of each structural layer, and has similar structural bearing capacity.

　　3  一般規定

　　3 General Provisions

　　3.1  水泥穩定就地冷再生混合料用做基層或底基層時，水泥劑量可采用4%-5%，一般不宜超過5.5%。

　　When using cement stabilized in-situ cold recycled mixture as base or subbase, the cement dosage can be 4% -5%, and generally should not exceed 5.5%.

　　3.2  水泥穩定就地冷再生結構層宜在春末和氣溫較高季節組織施工。施工期的日氣溫應在5℃以上，在有冰凍的地區，并應在次重冰凍（-3~-5℃）到來之前半個月到一個月完成。

　　3.2 Cement stabilized in-situ cold recycling structural layer should be constructed in late spring and high temperature seasons. The daily minimum temperature during the construction period should be above 5 ℃, in areas with freezing, and should be completed half a month to a month before the first heavy freezing (-3~-5 ℃) arrives.

　　3.3  在雨季施工時，應非常注意氣候變化，勿使水泥和混合料遭雨淋。降雨時應停止施工，已經攤鋪的水泥混合料應盡快突出密實。

　　3.3 During rainy season construction, special attention should be paid to climate change to prevent cement and mixtures from being exposed to rain. Construction should be stopped during rainfall, and the already spread cement mixture should be compacted as soon as possible.

　　3.4  水泥穩定就地冷再生結構層施工時，應遵守下列規定：

　　When constructing the cement stabilized in-situ cold recycling structural layer, the following regulations should be followed:

　　（1） 添加的碎石等外摻料和水泥應撒布均勻。

　　(1) The added crushed stone and other additives, as well as cement, should be evenly spread.

　　（2） 應嚴格控制基層厚度和高程，其路拱橫坡應與面層基本一致。

　　(2) The thickness and elevation of the base layer should be strictly controlled, and the cross slope of the road arch should be basically consistent with the surface layer.

　　（3） 應在混合料處于或略大于含水量（氣候炎熱干燥時，基層混合料可大1%~2%）時進行突出，壓實度應達到《公路路面基層施工技術規范》（JTJ 034-2000）的有關要求。當使用大噸位壓路機時，壓實度宜提高1%~2%。

　　(3) Rolling should be carried out when the mixture is at or slightly above the optimal moisture content (when the climate is hot and dry, the base layer mixture can be 1% to 2% higher), and the compaction degree should meet the relevant requirements of the "Technical Specification for Construction of Highway Pavement Base Layer" (JTJ 034-2000). When using a large tonnage roller, the compaction degree should be increased by 1% to 2%.

　　（4） 水泥穩定就地冷再生結構層宜采用18t以上的振動壓路機突出。壓實厚度15-20cm，采用18~20t振動壓路機突出；超過20 cm以上壓實厚度應采用25t以上振動壓路機。冷再生結構層突出工序應在水泥初凝前完成。

　　(4) The cement stabilized in-situ cold recycling structural layer should be compacted with a vibratory roller weighing at least 18 tons. The compaction thickness is 15-20cm, and a 18-20t vibratory roller is used for rolling; For compaction thickness exceeding 20 cm, a vibratory roller with a capacity of 25 tons or more should be used. The rolling process of the cold recycled structural layer should be completed before the initial setting of the cement.

　　3.5  各級公路用水泥穩定就地冷再生混合料的壓實度、7d齡期無側限抗壓強度應符合表3.1的規定。

　　The compaction degree and 7-day unconfined compressive strength of cement stabilized in-situ cold recycled mixtures used for highways at all levels shall comply with the provisions of Table 3.1.

　　3.6  水泥穩定就地冷再生混合料的組成設計應根據表3.1的強度標準，通過試驗確定必需的水泥劑量和混合料的含水量，在需要改善混合料的物理力學性質或級配時，還應確定摻加新料的規格和比例。

　　3.6 The composition design of cement stabilized in-situ cold recycled mixture should be based on the strength standards in Table 3.1, and the necessary cement dosage and optimal moisture content of the mixture should be determined through experiments. When it is necessary to improve the physical and mechanical properties or gradation of the mixture, the specifications and proportions of adding new materials should also be determined.

　　3.7  水泥穩定就地冷再生的各項試驗應按《公路工程無機結合料穩定材料試驗規程》（JTJ057）進行。

　　The various tests for on-site cold recycling of cement stabilization should be conducted in accordance with the "Test Code for Inorganic Bonding Materials in Highway Engineering" (JTJ057).

　　表3.1    水泥穩定就地冷再生混合料的抗壓強度標準

　　Table 3.1 Compressive Strength Standards for Cement Stabilized In situ Cold Recycled Mixtures

　　4 路況調查

　　4 Road condition investigation

　　4.1  收集查閱相關資料

　　4.1 Collect and review relevant materials

　　（1） 原路面設計情況以及路面設計的明顯變化；

　　(1) The original pavement design and any changes in pavement design;

　　（2） 路面各結構層厚度及材料的詳細情況；

　　(2) Detailed information on the thickness and materials of each structural layer on the road surface;

　　（3） 施工記錄的施工工藝和質檢測試結果；

　　(3) Construction process and quality inspection test results recorded in the construction records;

　　（4） 路面使用過程中維修養護的詳細情況（包括工藝、材料等）；

　　(4) Detailed information on maintenance and upkeep during the use of road surfaces (including processes, materials, etc.);

　　（5） 歷史交通量資料。

　　(5) Historical traffic volume data.

　　4.2  劃分均勻路段

　　4.2 Division of Uniform Road Sections

　　4.2.1  通過獲取的歷史資料初步判定原道路的均勻路段，道路結構組合相差較大或結構層材料相差較大的路段不宜作為一個均勻路段。

　　4.2.1 Based on the obtained historical data, it is preliminarily determined that the original road section is uniform. Road sections with significant differences in road structure combinations or structural layer materials should not be considered as uniform sections.

　　4.2.2  對原道路進行彎沉測量，根據累積總和法初步確定均勻路段。

　　4.2.2 Conduct deflection measurement on the original road and preliminarily determine the uniform road section based on the cumulative sum method.

　　較大彎沉值（即兩輪讀數中的較大值）的累積總和法采用公式4.1計算：

　　The cumulative sum method of larger deflection values (i.e. the larger of the two readings) is calculated using formula 4.1:

　　（4.1）

　　（4.1）

　　——i點的累積彎沉總和值

　　——Accumulated total deflection of point i

　　——i點的較大彎沉值

　　——The larger deflection value of point i

　　——整個路段較大彎沉的平均值

　　——The average value of significant deflection for the entire road section

　　——i點前一點的累積彎沉總和值（i=1時，其值為0）

　　——The cumulative total deflection of the point before point i (when i=1, its value is 0)

　　將累積總和值繪制在相應路段上，相對恒定的斜坡值表明這些路段具有相似的路面反應。示例見圖4.1（圖中彎沉值單位為0.01mm）。

　　Plot the cumulative total value on the corresponding road sections, where relatively constant slope values indicate similar road surface responses. See Figure 4.1 for an example (the deflection value in the figure is in 0.01mm).

　　4.2.3  視覺評價

　　4.2.3 Visual evaluation

　　1. 視覺評價通常徒步進行。對于較長的路段，可采用慢速駕車完成評價。當駕車時，為了近距離仔細觀察，需要經常停車。

　　Visual evaluation is usually conducted on foot. For longer road sections, slow driving can be used to complete the evaluation. When driving, frequent parking is necessary for close observation.

　　2. 視覺評價時，要記錄整幅路面內所有明顯的損壞以及其它觀測結果，諸如排水、地質變化以及路段幾何特征（比如陡坡、急轉彎以及高填方路堤）。

　　When conducting visual evaluation, it is necessary to record all obvious damages and other observation results within the entire road surface, such as drainage, geological changes, and geometric features of the road section (such as steep slopes, sharp turns, and high fill embankments).

　　3. 檢查過程中，損壞模式分為三類，表面損壞、結構損壞、功能損壞，各種損壞模式、損壞類型及具體描述見表4.1。在視覺調查中，依據損壞嚴重程度、頻率和位置，對道路損壞的不同模式和類型進行具體描述。

　　During the inspection process, the damage modes are divided into three categories: surface damage, structural damage, and functional damage. The various damage modes, types, and specific descriptions are shown in Table 4.1. In visual surveys, different patterns and types of road damage are described in detail based on the severity, frequency, and location of the damage.

　　表4.1   損壞模式和類型

　　Table 4.1 Damage Modes and Types

　　4. 對視覺調查資料進行總結，明確路面的破壞模式，為道路損壞的原因提供有價值的線索。

　　4. Summarize the visual survey data, clarify the damage mode of the road surface, and provide valuable clues for the causes of road damage.

　　4.4  均勻路段的再評估

　　4.4 Re evaluation of Uniform Road Sections

　　結合視覺調查中獲取的資料，以及所有其他可能的相關資料對由彎沉分析限定的“均勻路段”進行再次評價，以更加準確地描述各類均勻路段，更準確地對相似的“相同路段”進行識別和歸類。

　　Based on the data obtained from visual surveys and all other possible relevant information, re evaluate the "uniform road sections" defined by deflection analysis to more accurately describe various types of uniform road sections and more accurately identify and classify similar "same road sections".

　　4.5  詳細調查

　　4.5 Detailed Investigation

　　對每一相似的“均勻路段”，需要進行詳細調查，以便對原路面結構進行評價（組成與損壞模式），確定舊路地基承載力。

　　For each similar 'uniform road section', a detailed investigation is required to evaluate the original pavement structure (composition and damage mode) and determine the bearing capacity of the old road foundation.

　　4.5.1 開挖測試坑

　　4.5.1 Excavation of Test Pit

　　1. 對每一均勻路段，測試坑每每車道應不少于一個。通常在車道外側輪跡帶開挖，也可在硬路肩（或路緣帶）與行車道的交界線處開挖。

　　For each uniform road section, there should be no less than one test pit per kilometer per lane. Excavation is usually carried out on the outer side of the lane's wheelbase, but can also be done at the boundary between the hard shoulder (or curb) and the lane.

　　2. 測試坑用于確定舊路各結構層厚度和材料、現場含水量、各結構層的性狀（如開裂程度、水泥穩定層的水泥粘結度或碳酸化程度）等舊路基本信息。

　　2. Test pits are used to determine basic information about the old road, such as the thickness and materials of each structural layer, on-site moisture content, and the characteristics of each structural layer (such as cracking degree, cement bonding degree or carbonation degree of cement stabilized layer).

　　3. 測試坑通常長1.2m、寬1m、深0.5-1m，具體尺寸可根據道路結構進行調整。

　　3. The test pit is usually 1.2m long, 1m wide, and 0.5-1m deep, and the specific size can be adjusted according to the road structure.

　　4. 測試坑需仔細開挖，每層材料應分開堆放，以便取樣。樣品應放置在密封的容器內，用于測定含水量。測試坑開挖完畢，應拍照并詳細記錄測試坑的路面輪廓。

　　4. The test pit needs to be carefully excavated, and each layer of material should be stacked separately for sampling. The sample should be placed in a sealed container for measuring moisture content. After the excavation of the test pit is completed, photos should be taken and the road surface contour of the test pit should be recorded in detail.

　　4.5.2  現場承載板試驗

　　4.5.2 On site bearing plate test

　　1. 現場承載板試驗宜選在一年中的不利季節進行。測點位置與測試坑相同，也可在試驗的基礎上兩者同步進行。

　　1. The on-site bearing plate test should be conducted during the most unfavorable season of the year. The location of the measuring point is the same as that of the testing pit, and the two can also be synchronized based on the experiment.

　　2. 對每一均勻路段，每車道應不少于兩個測點，同一均勻路段中若某一測點的數值高于（或低于）平均值的30%，應增加測點數量，同時對數值過低點附近的路段應仔細調查，看是否存在路基沉陷等下部結構層損壞問題。

　　2. For each uniform road section, each lane should have no less than two measuring points. If the value of a measuring point in the same uniform road section is higher (or lower) than 30% of the average value, the number of measuring points should be increased. At the same time, the road section near the low point of the value should be carefully investigated to see if there are any problems such as roadbed subsidence or damage to the lower structural layer.

　　3. 將道路面層認真去除，測定其下部結構層復合回彈模量。同理將道路基層、墊層完全去除，測定其下部結構層復合回彈模量，直模量測定點處的結構層深度大于預估的可能銑刨深度。

　　3. Carefully remove the road surface layer and measure the composite rebound modulus of its lower structural layer. Similarly, completely remove the road base and cushion layer, and measure the composite rebound modulus of the lower structural layer until the depth of the structural layer at the modulus measurement point is greater than the estimated maximum possible milling depth.

　　4.6  綜合資料，初步確定再生厚度

　　4.6 Comprehensive data, preliminary determination of regeneration thickness

　　綜合分析以上獲得的信息，推測該路面的剩余使用壽命，并識別出承載力的關鍵層，在明確已經損壞結構層的基礎上初步確定再生層的厚度。

　　Based on the comprehensive analysis of the information obtained above, the remaining service life of the road surface is speculated, and the key layer with the lowest bearing capacity is identified. On the basis of clarifying the damaged structural layer, the thickness of the regeneration layer is preliminarily determined.

　　5 結構組合設計

　　5. Structural combination design

　　5.1  舊路大修、改建時，應根據收集調查的交通量數據，確定交通量增長率，計算設計年限內一個車道的累計當量軸次，結合路面等級及路面類型，采用瀝青路面半剛性設計理論，計算設計彎沉值。

　　During the major repair and reconstruction of old roads, the traffic growth rate should be determined based on the collected and surveyed traffic volume data, and the cumulative equivalent number of axles for one lane within the design period should be calculated. Combined with the pavement grade and type, the semi-rigid design theory of asphalt pavement should be adopted to calculate the design deflection value.

　　5.2   初步確定的道路結構組合方案。根據原路面設計強度和路況調查中得到的路面損壞情況，預估冷再生結構層厚度，并挖驗檢測冷再生結構層下承層的當量回彈模量，試算后確定