RCC+AC pavement structure based on zero-subgrade working zone conditions

Abstract

The application relates to the field of road engineering, in particular to a RCC+AC pavement structure based on zero roadbed working zone conditions, which comprises a roller compacted concrete layer arranged on the upper part of a pavement, an asphalt concrete layer arranged on the upper part of the roller compacted concrete layer, and a stress absorption layer of adhesive layer oil, polyester glass cloth and 3cm sand grain type SBS modified asphalt concrete (AC-5 type) arranged between the roller compacted concrete layer and the asphalt concrete layer from bottom to top.

Description

Technical Field

[0001] This invention relates to the field of road engineering, and specifically to an RCC+AC pavement structure based on zero-subgrade working zone conditions. Background Technology

[0002] Road construction effectively stimulates domestic demand and promotes economic prosperity and development in areas near highways, playing a vital role in my country's national economic and social development. However, road construction still faces many problems. For example, high-grade roads are still mainly asphalt pavements, which have a short service life. After 3-5 years, surface cracking, rutting, shoving, potholes, and other defects severely degrade the service quality. Ordinary cement concrete has high rigidity, high resistance to deformation, high strength, and good durability, with a service life of 20-40 years, low maintenance costs, and high economic benefits. However, it is slow to open to traffic, difficult to repair, and has joints, affecting driving comfort. Rolled cement concrete pavements, in addition to having many advantages of ordinary concrete pavements, also have advantages such as fast construction speed, earlier opening to traffic, and lower cement machinery usage, saving investment compared to ordinary cement concrete pavements. However, its surface performance is poor, lacking in smoothness, skid resistance, and wear resistance.

[0003] With the rapid development of my country's national economy, higher and more urgent demands have been placed on the construction of highways and urban roads. Currently, urban road construction faces the following problems:

[0004] 1. The construction of new urban roads or the reconstruction of old roads, with the use of a lime-soil base layer, generates serious dust, affecting air pollution control;

[0005] 2. The city's groundwater level is high, and water was encountered during excavation;

[0006] 3. When converting green belts into asphalt concrete pavements, it is difficult to perform subgrade treatment in narrow and long areas;

[0007] 4. In the renovation of old urban roads, the underground pipelines are intricate and complex, making it unsuitable to excavate and treat the soil foundation to improve the soil resilient modulus, nor is it suitable to excavate to meet the soil compaction requirements;

[0008] 5. In the roadbed of the cut, there are slope loads on both sides. The roadbed should not be excavated too deeply to avoid roadbed collapse.

[0009] 6. For roads that pass under railways or highways, the roadbed should not be dug too deep to avoid damaging the bridge piers.

[0010] Addressing the common issue of damp road sections with silty soil subgrades frequently affected by groundwater in municipal road construction in the Huaihai region, this study innovatively proposes the concept of a "zero-subgrade working zone." It employs a combination of field measurements, laboratory experiments, numerical simulations, and theoretical analysis to investigate the stress performance of a novel pavement section. The zero-subgrade working zone pavement construction method involves building a specific pavement structure directly on the undisturbed soil, eliminating dust-generating materials such as lime and fly ash, and eliminating the need for subgrade excavation and compaction. Summary of the Invention

[0011] The technical problem to be solved by the present invention is to overcome the defects of road construction under the above working conditions and to provide an RCC+AC pavement structure based on the zero roadbed working zone condition.

[0012] To address the aforementioned technical problems, this invention innovatively proposes the concept of a "zero subgrade working zone." Under this condition, the subgrade soil only bears the self-weight stress of the pavement and soil, typically approximately 20 kPa (2 t / m²). 2 The wheel load stress is only 1.10–2.02 kPa (0.11–0.202 t / m); 2 If the ratio of wheel load stress to self-weight stress is less than 0.1, then the wheel load stress can be ignored.

[0013] The technical solution provided by the present invention is an RCC+AC pavement structure based on zero subgrade working zone conditions, including a roller-compacted concrete layer laid on the subgrade, and an asphalt concrete layer laid on the top of the roller-compacted concrete layer.

[0014] As an improvement, a tack coat, a polyester fiberglass cloth, and a 3cm sand-type SBS modified asphalt concrete (AC-5 type) stress-absorbing layer are sequentially provided between the roller-compacted concrete layer and the asphalt concrete layer from bottom to top.

[0015] Compared to the asphalt and cement concrete pavements commonly used in highways and municipal roads, the RCC+AC composite pavement structure has the following advantages:

[0016] 1. With abundant material sources, local advantages can be fully utilized to drive local economic development to varying degrees. Compared to ordinary concrete, RCC has the advantages of longer service life, lower maintenance costs, less shrinkage, longer joint spacing, and earlier opening to traffic, achieving the effect of early completion, early opening to traffic, and early benefits.

[0017] 2. Cement saving: Under the same strength conditions, roller-compacted concrete can save more than 30% of cement compared with ordinary concrete.

[0018] 3. High efficiency and faster construction progress: Roller-compacted concrete (RCC) can improve the efficiency of road construction by about 2 times compared to ordinary concrete. Furthermore, its high early strength can shorten the curing period, accelerate construction progress, and allow for earlier opening to traffic.

[0019] 4. Reduced construction and maintenance costs: When roller-compacted concrete is used in large-volume concrete projects, its low heat of hydration greatly simplifies cooling measures and saves on cooling costs.

[0020] 5. Roller-compacted concrete has the advantage of good versatility in construction equipment, which can make full use of existing asphalt pavement and stabilized soil mixing plant equipment, thereby reducing the cost of purchasing machinery and equipment and creating certain economic benefits for construction units. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the road surface structure.

[0022] Figure 1 As shown: 1. Road surface, 2. Rolled concrete layer, 3. Asphalt concrete layer, 4. Tack coat, 5. Polyester fiberglass cloth, 6. Stress-absorbing layer. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0024] In the description of the embodiments of the present invention, it should be noted that if terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention 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, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first," "second," and "third" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0025] Furthermore, the use of terms such as "horizontal," "vertical," and "sag" does not imply that the component must be absolutely horizontal or suspended, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0026] In the description of the embodiments of the present invention, "multiple" means at least two.

[0027] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly 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 the present invention according to the specific circumstances.

[0028] The following detailed description, in conjunction with the accompanying drawings, provides an RCC+AC pavement structure based on zero-subgrade working zone conditions according to the present invention.

[0029] Combined with appendix Figure 1 An RCC+AC pavement structure diagram based on zero subgrade working zone conditions, including a roller-compacted concrete layer 2 laid on the pavement 1, and an asphalt concrete layer 3 laid on the roller-compacted concrete layer 2.

[0030] In a preferred embodiment of this invention, a tack coat 4, a polyester fiberglass cloth 5, and a 3cm sand-type SBS modified asphalt concrete (AC-5 type) stress-absorbing layer 6 are sequentially provided from bottom to top between the roller-compacted concrete layer 2 and the asphalt concrete layer 3.

[0031] In the specific implementation of this invention, after leveling the roadbed, a roller-compacted concrete layer 2 is laid on the roadbed. After the roller-compacted concrete layer 2 is cured, a tack coat is sprayed on the surface of the roller-compacted concrete layer 2. Then, a layer of polyester fiberglass cloth is laid on the tack coat. Then, a 3cm sand-type SBS modified asphalt concrete (AC-5 type) stress-absorbing layer is laid on the polyester fiberglass cloth. Next, an asphalt concrete layer is laid on top of the stress-absorbing layer. The road roller is repeatedly compacted to form the final shape.

[0032] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. An RCC+AC pavement structure based on zero-subgrade working zone conditions, characterized in that: It includes a roller-compacted concrete layer (2) laid on the road surface (1), and an asphalt concrete layer (3) laid on top of the roller-compacted concrete layer (2); Between the roller-compacted concrete layer (2) and the asphalt concrete layer (3), from bottom to top, there is a tack coat (4), a polyester fiberglass cloth (5), and a 3cm sand-type SBS modified asphalt concrete AC-5 stress-absorbing layer (6).

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