Rapidly consolidated traffic-open road surface layer and laying method

Abstract

The invention provides a rapid consolidation traffic road surface layer and a laying method, and the method comprises the following steps: S1, spraying foamed asphalt and laying a first stone material on an original road surface, and wrapping and bonding the first stone material with the foamed asphalt to form a loose bonding layer; s2, the loose bonding layer is ground, the first stone materials are mutually embedded and extruded, and an anti-sliding framework layer is formed; s3, emulsified asphalt and second stone are sprayed on the anti-sliding framework layer, the emulsified asphalt wraps the first stone and the second stone and adheres to the foamed asphalt, the first stone and the second stone, gaps of the anti-sliding framework layer are filled with the second stone, and a loose filling layer is formed; s4, the filling layer is rolled and loosened, the first stone is embedded and extruded by the second stone, the second stone is mutually embedded and extruded in the gap, and an anti-falling filling layer is formed; wherein the nominal particle size of the first stone is larger than that of the second stone. According to the method, the time consumed in the curing process is greatly shortened, and traffic delay and social and economic cost caused by construction can be greatly reduced.

Description

Technical Field

[0001] This application relates to the field of road engineering technology, specifically to a road surface layer that can be quickly consolidated for traffic and a method for its paving. Background Technology

[0002] With the continuous improvement of my country's transportation infrastructure, road maintenance has entered an era of "equal emphasis on construction and maintenance." Timely and efficient preventive maintenance and rapid repair are crucial for extending road life, ensuring traffic safety, and improving operational efficiency. However, existing road surface paving or maintenance technologies have many bottlenecks and cannot meet the growing demand for efficient, environmentally friendly, and all-weather construction.

[0003] Currently, widely used maintenance techniques such as micro-surfacing and slurry seal all use emulsified asphalt as the core binder. Their working principle involves mixing emulsified asphalt with aggregates and then spreading it on the road surface, relying on the demulsification of the emulsified asphalt and the evaporation of moisture to achieve curing. However, solutions using emulsified asphalt as the core binder require a long curing time, typically necessitating traffic closures for 4-10 hours or even longer. For high-traffic sections, this can cause severe traffic congestion and economic losses. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, this application provides a road surface layer for rapid consolidation and opening to traffic, and a method for its paving.

[0005] The specific technical solution is as follows: A method for laying a road surface layer that allows for rapid consolidation and opening to traffic includes the following steps: S1. Spray foamed asphalt and lay the first aggregate on the original road surface. The foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer. S2. Roll the loose bonding layer, and the first stones interlock to form an anti-slip skeleton layer; S3. Spray emulsified asphalt and second aggregate onto the anti-skid skeleton layer. The emulsified asphalt coats the first aggregate and the second aggregate and bonds the foamed asphalt, the first aggregate and the second aggregate. The second aggregate fills the gaps in the anti-skid skeleton layer to form a loose filling layer. S4. The loose filling layer is compacted, and the second stone material is embedded in the first stone material and the second stone material is interlocked with each other in the gap to form an anti-detachment filling layer. The nominal particle size of the first stone is larger than that of the second stone.

[0006] In one embodiment, the original road surface is an asphalt road surface; Before step S1, step S0 is also included: spraying asphalt reducing agent on the original road surface, the asphalt reducing agent penetrating and repairing the original road surface and forming a reducing adhesive layer.

[0007] In one embodiment, step S1 includes: mixing hot asphalt and a foaming agent at a temperature of 120-230°C to obtain the foamed asphalt; spraying the foamed asphalt and laying the first aggregate on the original road surface, wherein the foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer.

[0008] In one embodiment, the amount of hot asphalt used is 0.5-2 kg / m²; And / or, the foaming agent comprises more than 90% water, and the amount of water used is 5-100 g / m².

[0009] In one embodiment, the expansion rate of the foamed asphalt is between 5 and 15 times; And / or, the amount of emulsified asphalt used is 0.5-1.5 kg / m².

[0010] In one embodiment, the laying method is carried out under conditions where the ambient temperature is greater than 5°C.

[0011] A road surface layer for rapid consolidation and opening to traffic, obtained according to any of the above-described methods for laying a road surface layer for rapid consolidation and opening to traffic, wherein the road surface layer is laid on the original road surface and comprises, from bottom to top, the following: The anti-skid skeleton layer includes foamed asphalt and a first aggregate, wherein the foamed asphalt wraps and bonds the first aggregate and is formed by rolling. The anti-detachment filling layer includes emulsified asphalt and second aggregate. The emulsified asphalt wraps around the first aggregate and the second aggregate, and bonds the foamed asphalt, the first aggregate and the second aggregate, and is compacted into the gaps of the anti-skid skeleton layer.

[0012] In one embodiment, the original road surface is an asphalt road surface, and the road surface layer further includes a reducing adhesive layer. The reducing adhesive layer is located between the original road surface and the anti-skid skeleton layer. The reducing adhesive layer includes an asphalt reducing agent for penetrating and repairing the original road surface and bonding the original road surface and the anti-skid skeleton layer.

[0013] In one embodiment, the penetration bonding thickness of the reduced adhesive layer is between 3 and 30 mm.

[0014] In one embodiment, the thickness of the anti-slip skeleton layer is between 6-20 mm; And / or, the thickness of the anti-detachment filler layer is between 5-20 mm; And / or, the foamed asphalt covers more than 80% of the surface of the first aggregate; And / or, the first stone is one or more combinations of basalt, diabase, bluestone or granite; And / or, the nominal particle size of the first stone is between 3 and 15 mm; And / or, the nominal particle size of the second stone is between 1 and 9 mm.

[0015] This application has at least the following beneficial effects: This application provides a method for laying a road surface layer for rapid consolidation and traffic opening, comprising the following steps: S1, spraying foamed asphalt and laying first aggregate on the original road surface, the foamed asphalt wrapping and bonding the first aggregate to form a loose bonding layer; S2, rolling the loose bonding layer, the first aggregate interlocking with each other to form an anti-skid skeleton layer; S3, spraying emulsified asphalt and second aggregate on the anti-skid skeleton layer, the emulsified asphalt wrapping the first aggregate and bonding the foamed asphalt, the first aggregate, and the second aggregate, the second aggregate filling the gaps in the anti-skid skeleton layer to form a loose filling layer; S4, rolling the loose filling layer, the second aggregate interlocking with the first aggregate and the second aggregate interlocking with each other in the gaps to form an anti-detachment filling layer; wherein, the nominal particle size of the first aggregate is larger than the nominal particle size of the second aggregate.

[0016] This application also provides a road surface layer for rapid consolidation and opening to traffic, obtained according to the road surface layer laying method for rapid consolidation and opening to traffic described above. The road surface layer is laid on the original road surface and includes the following layers arranged from bottom to top: an anti-skid skeleton layer, including foamed asphalt and first aggregate, wherein the foamed asphalt wraps and bonds the first aggregate and is compacted to form the anti-skid skeleton layer; and an anti-detachment filling layer, including emulsified asphalt and second aggregate, wherein the emulsified asphalt wraps the first aggregate and the second aggregate and bonds the foamed asphalt, the first aggregate and the second aggregate, and is compacted and embedded into the surface gaps of the anti-skid skeleton layer.

[0017] This application utilizes the physical properties of foamed asphalt. When foamed asphalt covers the first aggregate and is laid on a relatively low-temperature road surface, it rapidly cools and transforms from a liquid state to a semi-solid or even solid state. Compared to traditional emulsified asphalt that relies on water evaporation for curing, this application shortens the curing time by more than 2 hours, significantly reducing the time spent on the curing process. This greatly reduces the total time required for laying the road surface layer, significantly minimizing traffic delays and socio-economic costs caused by construction.

[0018] Secondly, emulsified asphalt demulsifies slowly and has poor bonding strength at low temperatures. The foamed asphalt used in this application is far less sensitive to low temperatures than emulsified asphalt. Low temperatures will not disrupt the process of foamed asphalt encapsulating and bonding the first aggregate, effectively extending the annual construction time by 1-2 months. Moreover, the foamed asphalt in this application has a large volume and specific surface area, giving it extremely strong adhesion and enabling it to encapsulate and bond the first aggregate to a greater extent.

[0019] Furthermore, the foamed asphalt encapsulates and binds the first aggregate, and after compaction, a strong interlocking and interlocking effect is generated between the first aggregates, so that the vehicle load is directly transmitted through the hard anti-skid skeleton layer, and the mechanical interlocking and friction between the first aggregates resists deformation, avoiding ruts caused by asphalt slippage between the first aggregates. It is especially suitable for harsh environments with high temperature and heavy traffic. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating the method for laying a road surface layer for rapid consolidation and opening to traffic provided in this embodiment. Figure 1 ; Figure 2 A flowchart illustrating the method for laying a road surface layer for rapid consolidation and opening to traffic provided in this embodiment. Figure 2 ; Figure 3 A flowchart illustrating the method for laying a road surface layer for rapid consolidation and opening to traffic provided in this embodiment. Figure 3 ; Figure 4 This is a schematic diagram of the structure of the road surface layer for rapid consolidation and opening to traffic provided in this embodiment.

[0022] Figure label: 1-Original road surface; 2-Restored bonding layer; 3-Anti-skid skeleton layer; 4-Anti-detachment filler layer; 21-Asphalt reducing agent; 31-Foamed asphalt; 32-First aggregate; 41-Emulsified asphalt; 42-Second aggregate. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0024] In the description of this application, it should be noted that the terms "vertical", "up", "down", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0025] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0026] like Figures 1 to 4 As shown in the figure, this embodiment provides a method for laying a road surface layer that can be quickly consolidated and opened to traffic, including the following steps: S1. Spray foamed asphalt 31 and lay the first stone material 32 on the original road surface 1. The foamed asphalt 31 wraps and bonds the first stone material 32 to form a loose bonding layer. S2, the loose bonding layer is compacted and the first stone 32 is interlocked to form an anti-slip skeleton layer 3; S3. Spray emulsified asphalt 41 and second stone 42 on the anti-skid skeleton layer 3. The emulsified asphalt 41 wraps the first stone 32 and the second stone 42 and bonds the foamed asphalt 31, the first stone 32 and the second stone 42. The second stone 42 fills the gaps in the anti-skid skeleton layer 3 to form a loose filling layer. S4. The loose filling layer is compacted, and the second stone 42 is embedded in the first stone 32 and the second stone 42 are interlocked in the gap to form an anti-detachment filling layer 4. Among them, the nominal particle size of the first stone material 32 is larger than the nominal particle size of the second stone material 42.

[0027] Specifically, after the foamed asphalt 31 bonds the first stone 32, gaps in the skeleton interlocking layer 3 are formed between the unbonded surfaces of each first stone 32.

[0028] This embodiment utilizes the physical properties of foamed asphalt 31. When foamed asphalt 31 covers the first aggregate 32 and is laid on a relatively low-temperature road surface, it rapidly cools and transforms from a liquid state to a semi-solid or even solid state. Compared to traditional emulsified asphalt 41, which relies on water evaporation for curing, this embodiment shortens the curing time by more than 2 hours, strictly controlling the laying time of the anti-skid skeleton layer to within one hour. This significantly reduces the time spent in the curing process, thereby greatly shortening the total laying time of the road surface layer and greatly reducing traffic delays and socio-economic costs caused by construction.

[0029] Secondly, emulsified asphalt 41 demulsifies slowly and has poor bonding strength at low temperatures. The foamed asphalt 31 used in this embodiment is far less sensitive to low temperatures than emulsified asphalt 41. Low temperatures will not fundamentally disrupt the process of foamed asphalt 31 encapsulating and bonding the first aggregate 32, effectively extending the annual construction time by 1-2 months. Moreover, the foamed asphalt 31 in this embodiment has a large volume and specific surface area, giving it extremely strong adhesion and enabling it to encapsulate and bond the first aggregate 32 to a greater extent.

[0030] Furthermore, the foamed asphalt 31 encapsulates and bonds the first stone 32. After being rolled, the first stone 32 generates a strong interlocking and interlocking effect, so that the vehicle load is directly transmitted through the hard anti-skid skeleton layer 3, and the mechanical interlocking and friction between the first stone 32 resists deformation, avoiding ruts caused by asphalt slippage between the first stone 32. It is especially suitable for harsh environments with high temperature and heavy traffic.

[0031] In one embodiment, the method for laying the road surface layer for rapid consolidation and traffic opening is carried out under conditions where the ambient temperature is greater than 5°C. This embodiment overcomes the limitations of traditional emulsified asphalt 41 processes in low temperatures, greatly extending the effective construction period each year and providing significant convenience for construction in high-latitude regions.

[0032] In one embodiment, an asphalt-gravel synchronous vehicle is used to simultaneously spread foamed asphalt 31 and the first aggregate 32 on the original road surface 1.

[0033] In one embodiment, the expansion rate of foamed asphalt 31 is between 5 and 15 times. This embodiment uses foamed asphalt 31 with a large expansion rate, which causes the asphalt volume to expand, a large number of air bubbles to form inside the asphalt, the asphalt viscosity to decrease, and the surface area to increase significantly. This allows for rapid and sufficient encapsulation and bonding of the first aggregate 32, thereby increasing the strong interlocking and interlocking effect between the first aggregate 32 after compaction.

[0034] In one embodiment, the amount of emulsified asphalt 41 used is 0.5-1.5 kg / m². This embodiment forms a strong, non-detachable filler layer 4 while avoiding material waste, achieving an optimal balance between cost and performance.

[0035] like Figures 2 to 4 As shown, in one embodiment, the original road surface 1 is an asphalt road surface. Before step S1, step S0 is also included: spraying asphalt reducing agent 21 (CAP material) on the original road surface 1. The asphalt reducing agent 21 penetrates and repairs the original road surface to restore the asphalt properties of the original road surface 1 and form a reduction bonding layer 2.

[0036] This embodiment adds the step of spraying asphalt reducing agent 21 on the original road surface 1, which not only repairs the aged original road surface 1, but also enhances the interfacial bonding strength between the original road surface 1 and the newly laid anti-skid skeleton layer 3. It is particularly suitable for roads in poor condition, can effectively prevent interlayer peeling, and thus significantly extend the service life of the road.

[0037] like Figures 3 to 4 As shown, in one embodiment, step S1 includes: mixing hot asphalt and foaming agent at a temperature of 120-230°C to obtain foamed asphalt; spraying foamed asphalt and laying first aggregate on the original road surface, wherein the foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer; This embodiment ensures that the foamed asphalt 31 is sprayed at a high temperature (120-230℃), thus guaranteeing that the foamed asphalt 31 has good fluidity and encapsulation properties during spraying.

[0038] In one embodiment, step S2 includes: rolling the loose bonding layer when the foamed asphalt cools to 120°C or below, causing the first aggregate to interlock with each other to form an anti-skid skeleton layer. In this embodiment, the foamed asphalt 31 and the first aggregate 32 are rolled at a specific temperature (120°C or below) to ensure that a strong interlocking and interlocking effect is generated between the first aggregate 32 after rolling.

[0039] In one embodiment, foamed asphalt and the first aggregate are sprayed and laid simultaneously on the original road surface using an asphalt-mash synchronous vehicle.

[0040] Specifically, the asphalt-aggregate synchronous vehicle is equipped with a foamed asphalt 31 generator, which is used to mix hot asphalt and a foaming agent to form foamed asphalt 31. Specifically, the foamed asphalt 31 generator can adjust the amount of hot asphalt and foaming agent to output the required foamed asphalt 31.

[0041] In one embodiment, when the foamed asphalt 31 cools to 80°C, the foamed asphalt 31 and the first aggregate 32 are rolled together to form an anti-skid skeleton layer 3.

[0042] In one embodiment, the anti-skid skeleton layer 3 is formed by compacting the foamed asphalt 31 and the first aggregate 32 2-5 times with a road roller. Specifically, the road roller weighs 3-20 tons and operates at a speed of 3-5 km / h.

[0043] In one embodiment, the amount of hot asphalt used is 0.5-2 kg / m². This embodiment avoids material waste and reduces costs while ensuring that the foamed asphalt 31 adheres to and encapsulates the first aggregate 32.

[0044] In one embodiment, the laying method is as follows: S1. Hot asphalt and foaming agent are mixed at 180℃. The amount of hot asphalt is 0.8 kg / m², and the foaming agent contains more than 95% water. The amount of water is 20 g / m². Foamed asphalt is obtained with an expansion rate of 10 times. At an ambient temperature of 10℃, foamed asphalt is sprayed on the original road surface and the first aggregate is laid. The foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer. S2. When the foamed asphalt cools to 100°C or below, compact the loose bonding layer. The first aggregates interlock to form an anti-skid skeleton layer. S3. Spray emulsified asphalt and second aggregate on the anti-skid skeleton layer. The amount of emulsified asphalt is 1.1 kg / m². The emulsified asphalt coats the first aggregate and bonds the foamed asphalt, the first aggregate and the second aggregate. The second aggregate fills the gaps in the anti-skid skeleton layer to form a loose filling layer. S4. The loose filling layer is compacted, and the second stone material is embedded in the first stone material. The second stone material is embedded in each other in the gap to form an anti-detachment filling layer. The nominal particle size of the first type of stone is between 7-10 mm, and the dosage is 16 kg / m²; the nominal particle size of the second type of stone is between 3-5 mm.

[0045] like Figure 4 As shown, this embodiment also provides a road surface layer, obtained according to the method for laying a road surface layer for rapid consolidation and opening to traffic described in any of the above embodiments. The road surface layer is laid on the original road surface 1 and includes the following components arranged sequentially from bottom to top: The anti-skid skeleton layer 3 includes foamed asphalt 31 and first stone 32. The foamed asphalt 31 wraps and bonds the first stone 32 and is compacted to form the anti-skid skeleton layer 3. The anti-detachment filling layer 4 includes emulsified asphalt 41 and second stone 42. The emulsified asphalt 41 wraps and bonds the first stone 32 and the second stone 42, bonds the foamed asphalt 31, the first stone 32 and the second stone 42, and is embedded into the gap of the anti-skid skeleton layer 3 by rolling.

[0046] The road surface layer provided in this embodiment, by setting an anti-skid skeleton layer 3, utilizes the characteristics of foamed asphalt 31, which has good fluidity and fast cooling and curing speed, so that the entire construction process can be completed in a very short time and traffic can be opened quickly.

[0047] At the same time, the strong interlocking and interlocking effect between the first stones 32 of the anti-skid skeleton layer 3 is utilized to allow the vehicle load to be directly transmitted through the hard skeleton interlocking layer, and to resist deformation by relying on the mechanical interlocking and friction between the first stones 32, thus avoiding ruts caused by the asphalt sliding of the first stones 32. It is especially suitable for harsh environments with high temperature and heavy traffic.

[0048] Furthermore, by using foamed asphalt 31 to wrap and bond the first aggregate 32, the same specification requirements can be met with less asphalt, which greatly improves the utilization efficiency of asphalt and directly reduces production costs.

[0049] In one embodiment, the thickness of the anti-skid skeleton layer 3 is between 6 and 20 mm. This embodiment ensures that the anti-skid skeleton layer 3 can withstand sufficient vehicle loads.

[0050] In one specific embodiment, the thickness of the anti-slip skeleton layer 3 is 12 mm.

[0051] In one embodiment, the thickness of the anti-detachment filler layer 4 is between 5 and 20 mm. This embodiment allows the anti-detachment filler layer 4 to fully fill the surface of the anti-skid skeleton layer 3 to form a smooth road surface layer.

[0052] In one specific embodiment, the thickness of the anti-detachment filler layer 4 is 15 mm.

[0053] In one embodiment, foamed asphalt 31 covers more than 80% of the surface of the first aggregate 32. This embodiment strengthens the interlocking force between the first aggregates 32, thereby enhancing the overall structural strength of the anti-skid skeleton layer 3, eliminating the risk of aggregate detachment due to insufficient bonding, and greatly improving the rutting resistance and structural durability of the road surface layer.

[0054] In one embodiment, the first stone material 32 is one or more combinations of basalt, diabase, bluestone, or granite. This embodiment specifies that the first stone material 32 is composed of a rock type with high hardness and wear resistance. This stone material has high strength and good angularity, which can form a skeleton with extremely strong mechanical interlocking force, greatly enhancing the anti-rutting ability and long-term wear resistance of the anti-skid skeleton layer 3, and extending the service life of the road surface.

[0055] In one embodiment, the nominal particle size of the first stone 32 is between 3 and 15 mm. This embodiment makes the nominal particle size of the first stone 32 similar, which facilitates the formation of a dense anti-slip skeleton layer 3 and avoids the skeleton structure being interrupted due to the mixing of large and small particles, thereby providing the anti-slip skeleton layer 3 with maximum mechanical strength and deformation resistance.

[0056] Preferably, the nominal particle size of the first stone 32 is between 3-15 mm.

[0057] In one embodiment, the amount of the first stone 32 used is 5-8 kg / m².

[0058] In one embodiment, the nominal particle size of the second stone 42 is between 1 and 9 mm. Preferably, the nominal particle size of the second stone 42 is between 1 and 2 mm.

[0059] This embodiment enables the second stone 42 to effectively fill the surface voids of the anti-skid skeleton layer 3, forming a dense, flat, and anti-skid driving surface, which not only improves waterproofness but also significantly reduces tire rolling noise and improves driving comfort.

[0060] like Figure 4 As shown, in one embodiment, the original road surface 1 is an asphalt road surface, and the road surface layer also includes a reduction bonding layer 2. The reduction bonding layer 2 is located between the original road surface 1 and the anti-skid skeleton layer 3. The reduction bonding layer 2 includes an asphalt reducing agent 21, which is used to penetrate and repair the original road surface 1 and bond the original road surface 1 and the anti-skid skeleton layer 3.

[0061] In this embodiment, the asphalt reducing agent 21 deeply penetrates into the interior of the original pavement 1, effectively softening and activating the aged asphalt components, restoring their original viscoelasticity and bonding properties, and compensating for early defects such as micro-cracks in the original pavement 1. Simultaneously, the reduced bonding layer 2 establishes a strong bonding interface with a continuous transition in composition and properties between the original pavement 1 and the anti-skid skeleton layer 3, significantly enhancing interlayer bond strength, effectively resisting the horizontal shear force generated by traffic loads, and preventing the shoving, bulging, or peeling of the new pavement layer.

[0062] In one embodiment, the penetration bonding thickness of the reduced adhesive layer 2 is between 3 and 30 mm.

[0063] Note that the above description is merely a preferred embodiment and the technical principles employed in this application. Those skilled in the art will understand that this application is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this application. Therefore, although this application has been described in detail through the above embodiments, this application is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of this application, and the scope of this application is determined by the scope of the appended claims.

[0064] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for laying a road surface layer that allows for rapid consolidation and traffic opening, characterized in that, Includes the following steps: S1. Spray foamed asphalt and lay the first aggregate on the original road surface. The foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer. S2. Roll the loose bonding layer, and the first stones interlock to form an anti-slip skeleton layer; S3. Spray emulsified asphalt and second aggregate onto the anti-skid skeleton layer. The emulsified asphalt coats the first aggregate and the second aggregate and bonds the foamed asphalt, the first aggregate and the second aggregate. The second aggregate fills the gaps in the anti-skid skeleton layer to form a loose filling layer. S4. The loose filling layer is compacted, and the second stone material is embedded in the first stone material and the second stone material is interlocked with each other in the gap to form an anti-detachment filling layer. The nominal particle size of the first stone is larger than that of the second stone.

2. The method for laying a road surface layer for rapid consolidation and opening to traffic according to claim 1, characterized in that, The original road surface was an asphalt road surface; Before step S1, step S0 is also included: spraying asphalt reducing agent on the original road surface, the asphalt reducing agent penetrating and repairing the original road surface and forming a reducing adhesive layer.

3. The method for laying a road surface layer for rapid consolidation and opening to traffic according to claim 1, characterized in that, Step S1 includes: mixing hot asphalt and foaming agent at a temperature of 120-230℃ to obtain foamed asphalt; spraying foamed asphalt and laying first aggregate on the original road surface, wherein the foamed asphalt wraps around and binds the first aggregate to form a loose bonding layer.

4. The method for laying a road surface layer for rapid consolidation and opening to traffic according to claim 3, characterized in that, The amount of hot asphalt used is 0.5-2 kg / m²; And / or, the foaming agent comprises more than 90% water, and the amount of water used is 5-100 g / m².

5. The method for laying a road surface layer for rapid consolidation and opening to traffic according to claim 1, characterized in that, The expansion rate of the foamed asphalt is between 5 and 15 times. And / or, the amount of emulsified asphalt used is 0.5-1.5 kg / m².

6. The method for laying a road surface layer for rapid consolidation and opening to traffic according to claim 1, characterized in that, The laying method is carried out under conditions where the ambient temperature is greater than 5°C.

7. A road surface layer that rapidly consolidates for traffic, characterized in that, The road surface layer is obtained by the method for laying a rapid consolidation road surface layer according to any one of claims 1-6, wherein the road surface layer is laid on the original road surface and comprises, from bottom to top, the following: The anti-skid skeleton layer includes foamed asphalt and a first aggregate, wherein the foamed asphalt wraps and bonds the first aggregate and is formed by rolling. The anti-detachment filling layer includes emulsified asphalt and second aggregate. The emulsified asphalt wraps around the first aggregate and the second aggregate, and bonds the foamed asphalt, the first aggregate and the second aggregate, and is compacted into the gaps of the anti-skid skeleton layer.

8. The road surface layer for rapid consolidation and opening to traffic according to claim 7, characterized in that, The original road surface is an asphalt road surface, and the road surface layer also includes a reduction bonding layer. The reduction bonding layer is located between the original road surface and the anti-skid skeleton layer. The reduction bonding layer includes an asphalt reducing agent, which is used to penetrate and repair the original road surface and bond the original road surface and the anti-skid skeleton layer.

9. The road surface layer for rapid consolidation and opening to traffic according to claim 8, characterized in that, The penetration bonding thickness of the reduced adhesive layer is between 3 and 30 mm.

10. The road surface layer for rapid consolidation and opening to traffic according to claim 7, characterized in that, The thickness of the anti-slip skeleton layer is between 6-20mm; And / or, the thickness of the anti-detachment filler layer is between 5-20 mm; And / or, the foamed asphalt covers more than 80% of the surface of the first aggregate; And / or, the first stone is one or more combinations of basalt, diabase, bluestone or granite; And / or, the nominal particle size of the first stone is between 3 and 15 mm; And / or, the nominal particle size of the second stone is between 1 and 9 mm.

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