Anti-rut and anti-crack asphalt pavement structure

Abstract

The utility model discloses an anti-rut and anti-crack asphalt pavement structure which comprises a graded broken stone subbase layer, a cement stabilized broken stone base layer is laid at the upper end of the graded broken stone subbase layer, a sealing layer is laid at the upper end of the cement stabilized broken stone base layer, and a modified asphalt lower surface layer is laid at the upper end of the sealing layer. A first emulsified asphalt bonding layer is laid at the upper end of the modified asphalt lower surface layer, a modified asphalt middle surface layer is laid at the upper end of the first emulsified asphalt bonding layer, a second emulsified asphalt bonding layer is laid at the upper end of the modified asphalt middle surface layer, and a modified asphalt upper surface layer is laid at the upper end of the second emulsified asphalt bonding layer; according to the anti-rutting pavement structure, by optimizing material composition and structural design, traffic load can be better borne, high-strength aggregate and high-performance modified asphalt are adopted, and permanent deformation is not prone to being generated under repeated rolling of vehicles. In a heavy traffic road section, the road surface structure can effectively disperse the wheel load and reduce the compaction deformation of the road surface in the vertical direction, so that the possibility of rutting is reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to bituminous pavement paving technical field, concretely is a kind of anti-rut anti-crack bituminous pavement structure. BACKGROUND

[0002] With the development of economy and the acceleration of urbanization, road traffic volume presents a sustained growth trend. A large number of vehicles travel on the road, especially the proportion of heavy vehicles is increasing, which puts higher requirements on the bearing capacity of the road. The traditional pavement structure is difficult to withstand such a huge and frequent traffic load, and is prone to damage phenomena such as rutting and cracking, which promotes the research and development of anti-rutting and anti-cracking pavement structure technology to meet the growing traffic demand; At the same time, modern traffic has higher requirements for driving speed, and expressway and other rapid road networks are expanding. Vehicles driving at high speed have very high requirements for the flatness and stability of the road, and rutting and cracking can seriously affect the flatness of the road, and thus affect the driving comfort and safety. In order to ensure the safety and comfort of vehicles driving at high speed, it is necessary to develop anti-rutting and anti-cracking pavement structure technology to reduce the adverse effects of pavement diseases on driving.

[0003] The temperature difference in different regions is large, and high temperature and low temperature environment can cause damage to the pavement structure. In high temperature season, the asphalt pavement will become soft due to temperature rise, and is prone to rutting under the action of vehicle load; In cold regions, low temperature will make asphalt hard and brittle, and pavement is prone to shrinkage cracking. This pavement disease problem caused by temperature change promotes researchers to explore anti-rutting and anti-cracking pavement structure technology that can resist temperature influence.

[0004] Rainwater, groundwater and other moisture erosion of pavement structure is also an important problem. When the waterproof performance of pavement structure is poor, moisture enters the inside of pavement structure, which can weaken the adhesion between aggregate and asphalt, cause pavement to be loose, and also cause softening of base material, reduce the bearing capacity of pavement, and accelerate the formation of rutting and cracking. Therefore, it is necessary to develop anti-rutting and anti-cracking pavement structure technology with good waterproof performance and resistance to moisture erosion. SUMMARY

[0005] In view of the above problems, the utility model provides an anti-rutting and anti-cracking bituminous pavement structure; solve the above problems.

[0006] To achieve the above object, the utility model provides the following technical scheme: an anti -rut anti -crack asphalt pavement structure, including graded broken stone bottom base, the upper end of graded broken stone bottom base is paved with cement stabilized broken stone base, the upper end of cement stabilized broken stone base is paved with seal coat, the upper end of seal coat is paved with modified asphalt lower surface layer, the upper end of modified asphalt lower surface layer is paved with first emulsified asphalt adhesive layer, the upper end of first emulsified asphalt adhesive layer is paved with modified asphalt middle surface layer, the upper end of modified asphalt middle surface layer is paved with second emulsified asphalt adhesive layer, the upper end of second emulsified asphalt adhesive layer is paved with modified asphalt upper surface layer,

[0007] The modified asphalt lower surface layer, first emulsified asphalt adhesive layer, modified asphalt middle surface layer, second emulsified asphalt adhesive layer and modified asphalt upper surface layer form an asphalt pavement surface layer, and the graded broken stone bottom base, cement stabilized broken stone base and seal coat form an asphalt pavement base.

[0008] Preferably, the seal coat comprises a lower seal coat, a glass fiber grid and a permeable layer, the lower seal coat is used for sealing water, preventing and absorbing reflection cracks of the base, the glass fiber grid is used for preventing rut fatigue cracks, hot and cold expansion cracks and reflection cracks below, and can disperse pavement bearing stress and prolong pavement service life, and the permeable layer is used for penetrating sprayed liquid into a non-asphalt material base and promoting mutual adhesion of different media.

[0009] Preferably, the cement stabilized broken stone base is composed of cement columns and broken stones, the cement columns are arranged at equal intervals, and the broken stones are filled in the gaps of the cement columns, and the thickness of the cement stabilized broken stone base is greater than that of the graded broken stone bottom base.

[0010] Preferably, the modified asphalt upper surface layer adopts fine-grained asphalt mixture, and the modified asphalt middle surface layer adopts coarse-grained asphalt mixture.

[0011] Preferably, the asphalt pavement surface layer is formed by mutual embedding of coarse aggregates to form a skeleton, and fine aggregates and asphalt mortar are filled in the gaps of the skeleton.

[0012] Compared with the prior art, the utility model has the beneficial effects as follows:

[0013] 1、 The anti -rut pavement structure can better bear traffic load by optimizing material composition and structure design, adopts high -strength aggregate and high -performance modified asphalt, makes pavement not easy to produce permanent deformation under repeated rolling of vehicle.

[0014] 2、 The road surface structure has better stability in high temperature environment, the coarse aggregate is embedded and extruded to form a skeleton in the structure, the fine aggregate and asphalt mortar fill the skeleton gap, when the temperature rises, the viscosity of asphalt decreases, but due to the skeleton effect of the coarse aggregate, the road surface can still maintain its shape and structural integrity, and the rutting is reduced. For example, in the high temperature area in summer, the rutting depth of the road adopting the anti-rutting road surface structure can be significantly reduced compared with the ordinary road surface structure, the flatness of the road surface and the driving safety are ensured, the material with good flexibility is used in the road surface structure, the reflection of the base crack to the surface layer can be effectively delayed; reasonable road surface structure combination, such as multi-layer composite structure, fine-grained asphalt mixture is used in the upper layer, and coarse-grained asphalt mixture is used in the lower layer, so that the road surface can bear force between layers under the repeated action of vehicle load, the structure can effectively resist fatigue failure and reduce cracks caused by fatigue. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0016] Figure 2 It is a schematic diagram of the end ring of the utility model;

[0017] Figure 3 It is a schematic diagram of the silicon steel sheet of the utility model.

[0018] The figure mark description: 1, graded gravel bottom base layer; 2, cement stabilized gravel base layer; 3, seal coat; 4, modified asphalt lower layer; 5, first emulsified asphalt adhesive layer; 6, modified asphalt middle layer; 7, second emulsified asphalt adhesive layer; 8, modified asphalt upper layer; 31, lower seal coat; 32, glass fiber grid; 33, primer. DETAILED DESCRIPTION

[0019] The embodiment of the utility model will be further described in detail in combination with the drawings and examples. The following examples are used to illustrate the utility model, but cannot be used to limit the scope of the utility model.

[0020] Please refer to Figure 1 , Figure 2 and Figure 3The anti-rutting and anti-crack asphalt pavement structure comprises a graded gravel bottom base layer 1, a cement stabilized gravel base layer 2 laid on the upper end of the graded gravel bottom base layer 1, an encapsulating layer 3 laid on the upper end of the cement stabilized gravel base layer 2, a modified asphalt lower surface layer 4 laid on the upper end of the encapsulating layer 3, the modified asphalt lower surface layer 4 is subjected to the vehicle driving load, the bending tensile stress of the lower surface layer is the largest, therefore, the main function of the lower surface layer is to resist the shear deformation, prevent and absorb the reflection cracks of the base layer, a first emulsified asphalt adhesive layer 5 is laid on the upper end of the modified asphalt lower surface layer 4, a modified asphalt middle surface layer 6 is laid on the upper end of the first emulsified asphalt adhesive layer 5, the main function of the modified asphalt middle surface layer 6 is to resist the permanent deformation and anti-rutting, and the modified asphalt middle surface layer 6 also plays a role in resisting water damage, a second emulsified asphalt adhesive layer 7 is laid on the upper end of the modified asphalt middle surface layer 6, the first emulsified asphalt adhesive layer 5 and the second emulsified asphalt adhesive layer 7 are thin asphalt layers for improving the adhesion between the asphalt layers and between the asphalt layer and the cement concrete pavement, the main function of the first emulsified asphalt adhesive layer 5 and the second emulsified asphalt adhesive layer 7 is to improve the interlayer adhesion, so that the overall strength of the pavement structure layers is formed, and the shear deformation of the pavement is resisted, a modified asphalt upper surface layer 8 is laid on the upper end of the second emulsified asphalt adhesive layer 7, the main role of the modified asphalt upper surface layer 8 is to resist wear, anti-skid, resist high-temperature deformation and low-temperature cracking, and improve the driving comfort, etc. For the SMA upper surface layer, the main role is to resist rutting, the modified asphalt lower surface layer 4, the first emulsified asphalt adhesive layer 5, the modified asphalt middle surface layer 6, the second emulsified asphalt adhesive layer 7 and the modified asphalt upper surface layer 8 form the asphalt pavement surface layer, the graded gravel bottom base layer 1, the cement stabilized gravel base layer 2 and the encapsulating layer 3 form the asphalt pavement base layer, high-strength aggregate and high-performance modified asphalt are used, so that the pavement is not easy to produce permanent deformation under the repeated rolling of vehicles. In the heavy traffic section, the pavement structure can effectively disperse the wheel load, reduce the compaction deformation of the pavement in the vertical direction, and thus reduce the possibility of rutting.

[0021] Please refer to Figure 1 , Figure 2 and Figure 3The sealing layer 3 includes a lower sealing layer 31, a glass fiber grid 32 and a penetration layer 33. The lower sealing layer 31 is a thin layer of asphalt and gravel for sealing surface voids and preventing moisture from entering. The lower sealing layer 31 is laid under the asphalt surface layer and on the surface of the base layer. The main function of the lower sealing layer 31 is to seal water and prevent and absorb reflective cracks of the base layer. The glass fiber grid 32 has high tensile strength, low elongation, no long-term creep, good physical and chemical stability, good thermal stability, anti-fatigue cracking, high-temperature rut resistance, low-temperature shrinkage resistance, delay and reduction of reflective cracks, reinforcement of the pavement, prevention of pavement rutting fatigue cracks, thermal and cold expansion cracks and underlying reflective cracks, and dispersion of pavement bearing stress, prolonging the service life of the pavement. The penetration layer 33 is formed by spraying emulsified asphalt on the base layer to form a thin screen that penetrates the surface of the base layer to a certain depth. The main function of the penetration layer 33 is to penetrate the sprayed liquid into the non-asphalt material base layer to promote the mutual adhesion of different media. Penetration is a form, and adhesion is the purpose. The cement stabilized gravel base layer 2 is composed of cement columns and gravel. The cement columns are arranged at equal intervals, and the gravel is filled in the gaps between the cement columns. The thickness of the cement stabilized gravel base layer 2 is greater than the thickness of the graded gravel subbase layer 1. The semi-rigid base layer is the main bearing layer of the pavement, and the semi-rigid subbase is the auxiliary bearing layer of the pavement. These two structural layers provide the required overall bearing capacity for the semi-rigid pavement. The various materials are laid on the roadbed to form a layered structure, which together forms an asphalt pavement structure that resists rutting and cracking for vehicle travel.

[0022] Please refer to Figure 1 , Figure 2 and Figure 3 The modified asphalt upper layer 8 uses fine-grained asphalt mixture, and the modified asphalt middle layer 6 uses coarse-grained asphalt mixture, which allows the layers to work together under the repeated action of vehicle load. This structure can effectively resist fatigue failure and reduce cracks caused by fatigue. The asphalt pavement surface layer is formed by coarse aggregate embedding each other to form a skeleton, and fine aggregate and asphalt mortar fill the skeleton voids. When the temperature rises, the viscosity of asphalt decreases, but due to the skeleton effect of coarse aggregate, the pavement can still maintain its shape and structural integrity, reducing the occurrence of rutting. For example, in high-temperature summer areas, the rutting depth of roads using this anti-rutting pavement structure can be significantly reduced compared to ordinary pavement structures, ensuring the flatness of the pavement and driving safety.

[0023] Although embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the application, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A rut-resistant, crack-resistant asphalt pavement structure, characterized by: The asphalt pavement comprises a graded broken stone bottom base layer (1), a cement stabilized broken stone base layer (2) laid on the upper end of the graded broken stone bottom base layer (1), a seal coat (3) laid on the upper end of the cement stabilized broken stone base layer (2), a modified asphalt lower surface layer (4) laid on the upper end of the seal coat (3), a first emulsified asphalt tack coat (5) laid on the upper end of the modified asphalt lower surface layer (4), a modified asphalt middle surface layer (6) laid on the upper end of the first emulsified asphalt tack coat (5), a second emulsified asphalt tack coat (7) laid on the upper end of the modified asphalt middle surface layer (6), and a modified asphalt upper surface layer (8) laid on the upper end of the second emulsified asphalt tack coat (7). The modified asphalt lower surface layer (4), the first emulsified asphalt tack coat (5), the modified asphalt middle surface layer (6), the second emulsified asphalt tack coat (7) and the modified asphalt upper surface layer (8) form an asphalt pavement surface layer, and the graded broken stone bottom base layer (1), the cement stabilized broken stone base layer (2) and the seal coat (3) form an asphalt pavement base layer.

2. The anti-rut and anti-crack asphalt pavement structure according to claim 1, characterized in that: The seal coat (3) comprises a lower seal coat (31) for sealing water, preventing and absorbing reflection cracks of the base layer, a glass fiber grid (32) for preventing pavement rutting fatigue cracks, hot and cold expansion cracks and reflection cracks below, and dispersing pavement bearing stress and prolonging pavement service life, and a penetration layer (33) for penetrating sprayed liquid into a non-asphalt material base layer and promoting mutual adhesion of different media.

3. The anti-rut and anti-crack asphalt pavement structure according to claim 1, characterized in that: The cement stabilized broken stone base layer (2) is composed of cement columns and broken stones, the cement columns are arranged at equal intervals, and the broken stones are filled in the gaps between the cement columns, and the thickness of the cement stabilized broken stone base layer (2) is greater than the thickness of the graded broken stone bottom base layer (1).

4. The anti-rut and anti-crack asphalt pavement structure according to claim 1, characterized in that: The modified asphalt upper surface layer (8) adopts fine-grained asphalt mixture, and the modified asphalt middle surface layer (6) adopts coarse-grained asphalt mixture.

5. The anti-rut and anti-crack asphalt pavement structure according to claim 1, characterized in that: The asphalt pavement surface layer is formed by coarse aggregates embedded in each other to form a skeleton, and fine aggregates and asphalt mortar fill the gaps of the skeleton.

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