夜間瀝青鋪面養護工程受交通管制時段限制，若鋪面尚未充分冷卻即開放通車，高溫且低勁度之瀝青混合料可能在交通荷載作用下產生早期永久變形。現行開放通車判定多採固定表面溫度門檻或施工經驗，較少同時考量鋪面內部溫度、材料抗變形能力及實際交通荷載。既有研究多分別建立鋪面降溫模型與定溫定應力條件下之永久變形模型；前者僅能推估鋪面降至特定溫度所需時間，後者無法描述鋪面持續降溫且各軸荷載依序作用之狀態，故仍缺乏可將校正後降溫歷程、材料永久變形行為與實測軸重序列耦合之評估方法。本研究之目的為以累積永久應變取代固定溫度門檻，建立整合鋪面降溫、材料永久變形與交通荷載之增量式評估架構，並據以量化不同材料與開放通車溫度下之早期變形風險及夜間施工效益。本研究以厚度100mm之鋼橋面瀝青鋪面為對象，選用AC-20密級配、改質瀝青密級配及改質緻密性級配三種混合料，於50～80°C及不同應力條件下進行重複載重試驗，並以修正版Burgers模型描述溫度、應力及載重次數與永久應變之關係。鋪面降溫則採一維非穩態熱傳模型，並以四次夜間現地量測資料進行校正；交通荷載採高速公路動態地磅資料建立逐軸荷載序列，並換算50mm深度之等效垂直應力。
結果顯示，在100mm鋪面之64組環境情境下，50mm深度降至50°C約需191～428min。進一步納入鋪面厚度之敏感度分析顯示，納入厚度後以鋪面厚度之影響最大，其次為平均風速、環境氣溫及初始鋪面溫度；若鋪面厚度固定為100mm，則以平均風速之影響最大。累積永久應變隨開放通車溫度提高而增加，且材料抗永久變形能力之影響較降溫速率差異明顯。在氣溫20°C、風速2m/s及內部溫度60°C時開放通車，三種材料之累積永久應變分別為2.91%、0.73%及1.61%。以2%累積永久應變作為早期變形相對風險判定基準時，AC-20密級配之模型建議內部開放通車溫度為53～55°C，改質緻密性級配為64～65°C；改質瀝青密級配於80°C下仍低於2%，惟80°C為本研究分析上限，不代表其實際臨界開放溫度。當鋪面降溫為施工排程之控制因素時，提高材料高溫抗永久變形能力可縮短開放前之冷卻等待時間，並提升夜間施工效率；惟當施工作業本身成為控制因素時，縮短冷卻時間對排程之改善有限。本研究所建立之架構可作為材料選擇、施工排程及開放通車決策之量化參考。惟現地量測與模型校正均以100mm鋼橋面瀝青鋪面為基礎，因此所得降溫歷程與建議開放通車溫度主要適用於本研究材料、鋼橋面底部邊界及乾燥夜間施工條件。

Nighttime asphalt pavement maintenance is constrained by short traffic-closure periods. If a newly paved asphalt layer is opened to traffic before sufficient cooling, the mixture may experience early permanent deformation because of its low stiffness at high temperatures. Current opening-to-traffic decisions are commonly based on fixed temperature thresholds or construction experience, with limited consideration of internal pavement temperature, mixture-specific deformation resistance, and actual traffic loading. Cooling models and permanent deformation models have also been developed largely in isolation: the former predicts when a specified temperature is reached but not the deformation caused by opening at that temperature, whereas the latter is calibrated at constant temperature and stress and does not represent a pavement that cools continuously while successive axles are applied. The objective of this study was therefore to replace the fixed temperature threshold with a cumulative-deformation criterion by developing an incremental framework that couples a calibrated cooling path, mixture-specific permanent deformation, and measured axle loading, and to apply it to quantify early deformation risk and nighttime construction efficiency for different mixtures and opening temperatures.
The study focused on 100 mm asphalt overlays on steel bridge decks. Three mixtures were investigated: an AC-20 dense-graded mixture (AC20DG), a polymer-modified dense-graded mixture (PMDG), and a polymer-modified impervious-graded mixture (PMIG). Repeated-load tests were conducted at 50–80°C under different stress levels, and a modified Burgers model was used to describe permanent strain as a function of temperature, stress, and load repetitions. Pavement cooling was simulated using a one-dimensional transient heat-transfer model calibrated with field measurements from four nighttime paving projects. Weigh-in-motion data were used to establish axle-by-axle loading sequences and corresponding vertical stresses at a depth of 50 mm.
The results showed that, across the 64 scenarios for the 100 mm pavement, the time required for the temperature at 50 mm depth to decrease to 50°C ranged from approximately 191 to 428 min. A subsequent 256-scenario sensitivity analysis including pavement thickness showed variance contributions of 67.68% for pavement thickness, 18.26% for wind speed, 9.30% for air temperature, and 3.14% for initial pavement temperature. Cumulative permanent strain increased with opening temperature, and differences in mixture deformation resistance had a greater influence than differences in cooling rate. At an air temperature of 20°C, a wind speed of 2 m/s, and an internal opening temperature of 60°C, the cumulative permanent strains of AC20DG, PMDG, and PMIG were 2.91%, 0.73%, and 1.61%, respectively.
Using 2% cumulative permanent strain as a relative benchmark for early deformation risk, the model-based candidate internal opening temperatures were 53–55°C for AC20DG and 64–65°C for PMIG. The cumulative permanent strain of PMDG remained below 2% at 80°C, which was the upper limit of the investigated temperature range and should not be interpreted as its actual critical opening temperature. When pavement cooling is the controlling factor, improved high-temperature deformation resistance can shorten the required cooling waiting time before traffic opening and improve nighttime construction efficiency.
The proposed framework provides a quantitative basis for material selection, construction scheduling, and opening-to-traffic decisions. However, the field measurements and model calibration were based on 100 mm asphalt overlays on steel bridge decks. Therefore, the predicted cooling behavior and candidate opening temperatures are primarily applicable to the investigated materials, steel-deck boundary conditions, and dry nighttime construction conditions and should not be directly applied to other pavement structures without further validation.

一般社団法人日本アスファルト協会，アスファルト舗装の施工，一般社団法人日本アスファルト協会，東京。
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