基于LCA的水泥路面与沥青路面环境影响评价

发布时间：2018-02-26 20:19

本文关键词： 生命周期评价能源消耗气体排放水泥路面沥青路面　出处：《东南大学》2015年硕士论文　论文类型：学位论文

【摘要】：自改革开放以来,我国的公路基础建设实现了飞跃式的发展。公路的建设在推动经济发展的同时,也带来了很多环境问题。因此,在公路建设过程时,在追求效益的同时需充分考虑公路建设的环境影响。一条公路从原材料的开采到路面的报废,每个阶段都需要消耗能源并排放大量的温室气体和其他污染物。对路面的能源消耗与排放进行量化分析可以帮助设计者意识到各个环节中能耗和排放的详细情况以及一些潜在的影响因素。有利于设计者从源头上认清问题并在设计过程中进行合理的、科学的,系统的节能减排方案设计。为了解决我国优质沥青数量不足,并改善普通水泥混凝土路面行车舒适性差以及损坏后修复难度大等问题,新型水泥混凝土路面,连续配筋混凝土路面(Continuously Reinforced Concrete Pavement,简称CRCP)成为人们新的关注点。虽然连续配筋混凝土路面在使用性能方面的优势已经得到论证,但其在环境影响方面的表现却鲜有研究。因此,本文采用生命周期评价(LCA)方法对连续配筋混凝土路面与得到广泛认可的沥青路面的环境影响进行了对比分析。文中将两种路面的生命周期分为四个阶段,包括原材料生产阶段,路面建设施工阶段、运营养护阶段和结构物拆除阶段等。并针对每个阶段选择合理的计算方法对能耗与排放进行量化分析。其中,能耗的计算方法包括定额法和IRI-车速-油耗模型。定额法适用于路面建设阶段,路面运营养护阶段中的维修以及路面结构拆除阶段施工机械的能耗计算。IRI-车速-油耗模型用于计算运营养护阶段因路面状况变化导致的车辆增加的油耗。排放的计算方法是统一采用排放因子法。由两种路面的生命周期清单数据分析可知,虽然连续配筋混凝土路面在整个生命周期中的能耗大于沥青混凝土路面,但由于连续配筋混凝土路面使用寿命长,折算成每年的能耗后连续配筋混凝土路面能耗低于沥青混凝土路面的能耗。从节能角度将,连续配筋混凝土路面绿色度高于沥青混凝土路面。这将为连续配筋混凝土路面在我国的推广在环境方面做出支持。路面运营养护阶段的环境负荷在两种路面生命周期环境影响中都是最大的。在沥青混凝土路面和连续配筋混凝土路面总能耗中分别占88.14%和73.3%。因此,保证路面状况良好,不仅能保证车辆的稳态行驶还将对路面的节能减排做出重要贡献。在两种路面的环境排放中,三种类别的排放量大小均为全球变暖酸化效应颗粒排放。而且,酸化效应和颗粒排放相比于全球变暖的排放往往相差两个和四个数量级。这说明在路面的整个生命周期内,温室气体的排放问题最为突出,所以应将减少温室气体排放作为减排的重点。本研究的研究成果有利于节能减排新技术的提出和应用并可为政府相关部门制定相应节能减排法规政策提供依据。
[Abstract]:Since the reform and opening up, the highway infrastructure construction of our country has realized the leap development. The highway construction not only promotes the economic development, but also brings a lot of environmental problems. Therefore, in the road construction process, The environmental impact of highway construction should be fully taken into account in the pursuit of efficiency. A highway goes from raw material mining to road scrapping. Each phase requires the use of energy and the release of large quantities of greenhouse gases and other pollutants. A quantitative analysis of energy consumption and emissions from road surfaces can help designers to realize the details of energy consumption and emissions in each link. And some potential influencing factors. It is helpful for designers to recognize the problem from the source and to carry out reasonable design in the course of design. Scientific, systematic energy saving and emission reduction scheme design. In order to solve the problems of insufficient quantity of high quality asphalt in our country, and improve the driving comfort of ordinary cement concrete pavement and the difficulty of repairing after damage, the new cement concrete pavement, Continuous Reinforced Concrete pavements have become a new concern. Although the advantages of continuous reinforced concrete pavement in service performance have been demonstrated, the performance of continuous reinforced concrete pavement in terms of environmental impact has not been studied. In this paper, the life cycle evaluation (LCA) method is used to analyze the environmental impact of continuous reinforced concrete pavement and widely accepted asphalt pavement. In this paper, the life cycle of two kinds of pavement is divided into four stages, including raw material production stage. The pavement construction stage, the operation maintenance stage and the structure demolition stage, etc. According to each stage, the reasonable calculation method is selected to quantify the energy consumption and emission. The calculation methods of energy consumption include quota method and IRI- speed-fuel consumption model. Calculation of energy consumption of construction machinery in the stage of pavement maintenance and removal of pavement structure. IRI- Speed-fuel consumption Model used to calculate increased fuel consumption of vehicles due to changes in Road conditions during Operation and maintenance. The calculation method is the uniform use of the emission factor method. Based on the analysis of the life cycle inventory data of the two kinds of pavement, Although the energy consumption of continuous reinforced concrete pavement is larger than that of asphalt concrete pavement in the whole life cycle, the service life of continuous reinforced concrete pavement is long. The energy consumption of the continuous reinforced concrete pavement is lower than that of the asphalt concrete pavement after the annual energy consumption. The green degree of continuous reinforced concrete pavement is higher than that of asphalt concrete pavement. This will support the popularization of continuous reinforced concrete pavement in our country in environmental aspect. The total energy consumption of asphalt concrete pavement and continuously reinforced concrete pavement is 88.14% and 73.3 percent respectively. Ensuring that the road surface is in good condition will not only guarantee the steady state of the vehicle, but also make an important contribution to the energy saving and emission reduction of the road surface. All three categories of emissions are global warming acidizing effects, particle emissions, and the acidizing effects and particulate emissions tend to differ by two or four orders of magnitude compared to global warming emissions, which means that throughout the road life cycle, The issue of greenhouse gas emissions is most acute, Therefore, reducing greenhouse gas emissions should be the focus of emission reduction. The research results of this study are conducive to the development and application of new technologies for energy conservation and emission reduction, and can provide the basis for the relevant government departments to formulate relevant laws and regulations on energy conservation and emission reduction.
【学位授予单位】：东南大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U416.2;X82

【相似文献】