采用谱单元法计算了典型沥青路面结构的动态弯沉，并与层状弹性体系理论所得的静态弯沉进行了对比；针对5种实际工程路段，分别按动、静态方法和2017版规范方法计算验收弯沉值，并与实测弯沉进行对比分析。结果表明：FWD荷载作用下，路面结构的静态弯沉均大于动态弯沉，沥青层厚度越大、土基模量越小、距荷载中心距离越远，二者相差越大，动态效应越显著；忽略FWD荷载引起的动态效应会导致验收弯沉值偏大，2017版规范所得的静态验收弯沉值可为实测弯沉的近4倍，这在一定程度上放宽了验收标准；动态方法所得弯沉仅为实测弯沉的1.5倍左右，采用动态方法对沥青路面结构进行验收，更能有效控制路面施工质量；2017版规范中用于协调理论弯沉和实测弯沉差异的土基模量调整系数并未起到有效作用，反而加大了二者的差异，其合理性还有待商榷。

The dynamic deflection was calculated with the spectral element method, and the results were compared with the static deflection that was obtained from the layered elastic theory. The acceptance deflections of 5 engineering sections were computed using dynamic, static methods and the specification method of JTG D50—2017, respectively, and the results were compared with the field measured deflections. The results show that under the effect of falling weight deflectometer (FWD) load, the static deflections of pavement structures are greater than the dynamic deflections; the gap between the dynamic and static deflections increases with the increase of asphalt layer thickness, the decrease of subgrade modulus and the increase of distances between the sensors and the loading center, and asphalt pavements dynamic effects are more obvious. The ignorance of the effects of FWD load will lead to a larger acceptance deflection. The static acceptance deflection can be nearly 4 times of the measured deflection, which extends the acceptance criteria to a certain extent. While the dynamic deflection is only about 1.5 times of the measured deflection, and the dynamic method can more effectively control the pavement construction quality. The adjustment coefficient of the subgrade modulus in JTG D50—2017 unexpectedly increases the differences between the theoretical and measured deflections, so its validity remains to be discussed.