Asphalt pavement structure and construction method for heavy-load traffic highway

Abstract

The present invention relates to a crack-resistant asphalt pavement structure for heavy-duty traffic highways, belonging to the field of road engineering technology. It addresses the problem of cracks in existing asphalt pavements and deficiencies in pavement structures, and is particularly suitable for heavy-duty traffic-grade highways. The crack-resistant asphalt pavement structure for heavy-duty traffic highways comprises, from top to bottom, a surface wearing layer, a high-modulus asphalt concrete layer, a base layer, and a subbase layer. The high-modulus asphalt concrete layer has a compressive dynamic modulus of 18,000 to 20,000 MPa at 15°C and 10 Hz. This structure achieves the beneficial effects of improving crack resistance, load-bearing capacity, reducing pavement thickness, and extending service life for heavy-duty traffic highways.

Description

Technical Field

[0001] The present invention relates to the technical field of road engineering, and in particular to an asphalt pavement structure and a construction method for a heavy-load traffic highway. Background Art

[0002] Asphalt pavements, both domestically and internationally, are elastically layered structures, generally consisting of a surface layer, base layer, subbase layer, and cushion layer. The surface layer directly bears vehicle loads and the influence of natural environmental factors. Depending on the highway grade, traffic volume, and functional requirements, it is composed of one to three layers of asphalt concrete. The base layer is located beneath the surface layer and, together with the surface layer, transfers vehicle loads to the subbase layer, cushion layer, and subgrade. It is the primary load-bearing structural layer of the asphalt pavement. The subbase layer is located beneath the base layer and, together with the surface layer and base layer, bears vehicle loads, playing a secondary load-bearing role. The cushion layer is located between the subbase layer and subgrade, providing drainage, water isolation, and frost protection.

[0003] Based on the type and rigidity of the base material, asphalt pavements can be divided into four types: flexible base asphalt pavement, semi-rigid base asphalt pavement, composite pavement (rigid base), and combined base asphalt pavement. Flexible base asphalt pavement refers to a pavement with a base material of asphalt-stabilized graded crushed stone or graded crushed stone. Flexible base asphalt pavement with a base of asphalt-stabilized graded crushed stone is also known as full-thickness asphalt pavement. Semi-rigid base asphalt pavement usually refers to a pavement with a base of cement-stabilized graded crushed stone. Composite pavement refers to a pavement with a base of cement concrete, and its base strength is significantly improved compared to flexible and semi-rigid bases. As the name suggests, combined base asphalt pavement refers to a pavement structure with a base composed of different types of materials, usually a combination of a semi-rigid base and a flexible base, such as a structure with graded crushed stone as the upper base and a semi-rigid base as the lower and subbase (also known as an inverted structure).

[0004] Semi-rigid base asphalt pavement is the most widely used type of asphalt pavement in my country, accounting for over 90% of all highway projects. Cracks are a typical symptom of this type of asphalt pavement, with transverse cracks being the most common symptom on Chinese highways. Furthermore, network cracks caused by water intrusion are also common on national and provincial trunk highways and lower-grade roads. The primary cause of pavement cracking is shrinkage cracking (drying and thermal shrinkage) within the semi-rigid base material itself, which causes reflective cracking in the asphalt pavement. Secondly, the semi-rigid base material is highly load-sensitive. Its strength and modulus degrade due to fatigue under heavy vehicle loads coupled with drying, wetting, and freeze-thaw cycles. The material gradually degrades from a solid mass to large fragments, and from large fragments to small pieces and fragments, resulting in a decrease in the pavement's bearing capacity and the appearance of cracks. Summary of the Invention

[0005] In view of the above analysis, the embodiments of the present invention aim to provide a crack-resistant heavy-duty traffic highway asphalt pavement structure and construction method to solve the problem of cracks in existing highway asphalt pavements and deficiencies in the pavement structure, and are particularly suitable for heavy-duty traffic grade highways.

[0006] The purpose of the present invention is mainly achieved through the following technical solutions:

[0007] A crack-resistant heavy-load traffic highway asphalt pavement structure comprises, from top to bottom, a surface wearing layer, a high-modulus asphalt concrete layer, a base layer and a subbase layer. The high-modulus asphalt concrete layer has a compression dynamic modulus of 18,000-20,000 MPa at 15°C and 10 Hz.

[0008] Furthermore, the base layer includes an upper base layer and a lower base layer, the compression dynamic modulus of the surface wear layer is 7500-12000 MPa, the compression dynamic modulus of the upper base layer is 18000-28000 MPa, the compression dynamic modulus of the lower base layer is 18000-28000 MPa, and the compression dynamic modulus of the bottom base layer is 14000-20000 MPa.

[0009] Furthermore, the compression dynamic modulus M of each layer satisfies the following relationship:

[0010] M=-3000×L2+21000×L-12000

[0011] Where, M is the compression dynamic modulus at 15℃ and 10Hz, MPa;

[0012] L is the layer number of the pavement structure from top to bottom, with values of 2, 3, 4, and 5, representing the high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

[0013] Furthermore, an intermediate connecting layer is provided between the surface wearing layer and the high modulus asphalt concrete layer, and the compression dynamic modulus M satisfies the following relationship:

[0014] M=-2400×L2+21500×L-24000

[0015] Where, M is the compression dynamic modulus at 15℃ and 10Hz, MPa;

[0016] L is the layer sequence number of the pavement structure from top to bottom, with values of 2, 3, 4, 5, and 6, representing the intermediate bonding layer, high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

[0017] Furthermore, a modified asphalt waterproof bonding layer is provided between the surface wear layer and the intermediate connecting layer.

[0018] Furthermore, a fiber-resistant crack-resistant modified asphalt waterproof bonding layer is provided between the high modulus asphalt concrete layer and the base layer.

[0019] Furthermore, an emulsified asphalt penetration layer is provided between the base layer and the fiber anti-cracking modified asphalt waterproof bonding layer.

[0020] Furthermore, the composition of the surface wearing layer is SMA-13, the composition of the high modulus asphalt concrete layer is high modulus asphalt concrete HMAC-20, and the composition of the base layer and the subbase layer is cement stabilized graded crushed stone CBG-25.

[0021] Furthermore, the high modulus asphalt concrete layer uses road petroleum asphalt with a needle penetration of 20 / 0.1mm, an oil-stone ratio of 5.0%, and a mineral aggregate particle size gradation range of 5% to 8% of the total mineral aggregate in terms of mass percentage: mineral aggregate with a particle size of less than 0.075mm accounts for 11% to 20% of the total mineral aggregate, mineral aggregate with a particle size of less than 1.18mm accounts for 18% to 30% of the total mineral aggregate, and mineral aggregate with a particle size of less than 2.36mm accounts for 11% to 20% of the total mineral aggregate. mm accounts for 28% to 0% of the total amount of mineral materials, the mineral materials with particle size less than 4.75mm accounts for 42% to 58% of the total amount of mineral materials, the mineral materials with particle size less than 9.5mm accounts for 63% to 76% of the total amount of mineral materials, the mineral materials with particle size less than 13.2mm accounts for 75% to 87% of the total amount of mineral materials, the mineral materials with particle size less than 16mm accounts for 86% to 95% of the total amount of mineral materials, and the mineral materials with particle size less than 19mm accounts for 100% of the total amount of mineral materials.

[0022] In addition, a construction method of the crack-resistant heavy-load traffic highway asphalt pavement structure includes the following steps:

[0023] Step 1: Lay the subbase;

[0024] Step 2: After the subbase construction and curing are completed, the base layer is laid;

[0025] Step 3: After the base layer construction and curing are completed, the fiber anti-cracking modified asphalt waterproof bonding layer is constructed;

[0026] Step 4: After the fiber crack-resistant modified asphalt waterproof bonding layer is completed, a high modulus asphalt concrete layer is laid;

[0027] Step 5: Lay the bonding layer and surface wearing course, or directly lay the surface wearing course.

[0028] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0029] 1. Improve the bearing capacity of the pavement structure and is suitable for heavy-load traffic-grade highways.

[0030] The high modulus asphalt concrete layer of the pavement structure proposed by the present invention has a compression dynamic modulus range of 18,000 to 20,000 MPa at 15°C and 10 Hz, which is nearly 1 times higher than the lower layer of the traditional structure. Therefore, it helps to improve the bearing capacity of the pavement structure and is more suitable for heavy-load traffic-grade highways.

[0031] 2. Improve the stress state of the pavement structure and enhance the pavement's crack resistance.

[0032] The proposed pavement structure features a step-by-step coordinated transition of the dynamic compressive modulus of the materials in each structural layer, facilitating coordinated stress response across the various structural layers. The high-modulus asphalt mixture used in the high-modulus asphalt concrete layer achieves fatigue failure rates approximately double those of conventional No. 70 or No. 90 asphalt mixtures. Furthermore, a fiber-resistant, crack-resistant modified asphalt waterproof bonding layer is placed between the base layer and the high-modulus asphalt concrete layer, absorbing reflected stress from cracking in the base layer while also enhancing the pavement structure's waterproofing. Consequently, the proposed structure significantly improves its crack resistance.

[0033] 3. Reduce the thickness of the road surface, be low-carbon and environmentally friendly, and reduce initial construction costs.

[0034] Due to the improved bearing capacity of the pavement, the asphalt layer thickness of the pavement structure of this invention can be reduced by 2-4 cm compared to traditional structures under the same traffic volume. This reduces the amount of stone and asphalt used, achieving energy conservation and environmental protection while also reducing construction costs. Under the same traffic volume, the number and length of cracks in the high-modulus asphalt pavement proposed by this invention can be reduced by over 80% compared to currently used asphalt pavements.

[0035] 4. Extend the service life of the road surface and reduce the cost of the entire life cycle.

[0036] The high-modulus asphalt concrete layer of this invention achieves fatigue failure rates approximately double those of commonly used No. 70 or No. 90 asphalt mixtures, significantly delaying the onset of fatigue cracking in the high-modulus asphalt concrete layer. This improved pavement structure's load-bearing capacity and crack resistance help delay the onset of pavement cracking, water damage, and other problems, ensuring the pavement's continued durability and extending its service life. This reduces daily maintenance workload and lowers overall lifecycle costs.

[0037] In the present invention, the above-mentioned technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of the present invention will be described in the following description, and some advantages will become apparent from the description or be learned through practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like parts throughout the drawings.

[0039] Figure 1 This is a pavement structure diagram of Example 1 of the present invention;

[0040] Figure 2 This is a pavement structure diagram of Example 2 of the present invention;

[0041] Figure 3 This is a pavement structure diagram of Example 3 of the present invention;

[0042] Figure 4 This is a pavement structure diagram of Example 4 of the present invention.

[0043] Reference numerals:

[0044] 11: SMA-13 mastic macadam asphalt; 12: SBS modified asphalt waterproofing bond coat; 13: AC-20 modified asphalt concrete; 14: Modified emulsified asphalt bond coat; 15: HMAC-20 high modulus asphalt concrete; 16: Permeation layer + fiber-resistant crack-resistant modified asphalt waterproofing bond coat; 17: CBG-25 cement-stabilized graded macadam upper base; 18: Dry cement; 19: CBG-25 cement-stabilized graded macadam lower base; 10: CBG-25 cement-stabilized graded macadam subbase.

[0045] 21: SMA-13 mastic macadam asphalt; 22: SBS modified asphalt waterproofing bond coat; 23: HMAC-16 high modulus asphalt concrete; 24: Modified emulsified asphalt bond coat; 25: HMAC-20 high modulus asphalt concrete; 26: Permeation layer + fiber-resistant modified asphalt waterproofing bond coat; 27: CBG-25 cement-stabilized graded macadam upper base; 28: Dry cement; 29: CBG-25 cement-stabilized graded macadam lower base; 20: CBG-25 cement-stabilized graded macadam subbase.

[0046] 31: SMA-13 mastic macadam asphalt; 32: SBS modified emulsified asphalt tack coat; 33: HMAC-20 high modulus asphalt concrete; 34: Permeation coat + fiber-resistant crack-resistant modified asphalt waterproofing tack coat; 35: CBG-25 cement-stabilized graded macadam upper base; 36: Dry cement; 37: CBG-25 cement-stabilized graded macadam lower base; 38: CBG-25 cement-stabilized graded macadam subbase.

[0047] 41: Multi-gravel asphalt concrete SAC-13; 42: SBS modified emulsified asphalt tack coat; 43: High modulus asphalt concrete HMAC-16; 44: Permeable layer + fiber anti-cracking modified asphalt waterproof bonding layer; 45: Cement-stabilized graded gravel base CBG-25; 46: Dry cement; 47: Cement-stabilized graded gravel subbase CBG-25. DETAILED DESCRIPTION

[0048] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0049] The present invention proposes a crack-resistant semi-rigid base asphalt pavement structure for heavy-duty traffic highways, which includes, from top to bottom, a surface wearing layer, a high-modulus asphalt concrete layer, a base layer and a subbase layer. The compressive dynamic modulus of the high-modulus asphalt concrete layer at 15°C and 10Hz is 18,000-20,000 MPa.

[0050] The compression dynamic modulus of the surface wearing layer is 7500-12000 MPa, the compression dynamic modulus of the high modulus asphalt concrete layer is 18000-20000 MPa, the compression dynamic modulus of the base layer is 18000-28000 MPa, and the compression dynamic modulus of the subbase layer is 14000-20000 MPa.

[0051] Specifically, the base layer may include an upper base layer and a lower base layer, and may be multi-layer or single-layer. At 15°C and 10 Hz, the surface wear layer has a compression dynamic modulus of 7,500-12,000 MPa; at 10 Hz, the upper base layer has a compression dynamic modulus of 18,000-28,000 MPa, the lower base layer has a compression dynamic modulus of 18,000-28,000 MPa, and the subbase layer has a compression dynamic modulus of 14,000-20,000 MPa.

[0052] In order to coordinate the transition of the dynamic modulus of compression of each structural layer material step by step and realize the coordinated stress of each structural layer of the pavement structure,

[0053] When there is no tie layer, the compression dynamic modulus of each structural layer and the layer sequence number satisfy the following relationship:

[0054] M=-3000×L 2 +21000×L-12000

[0055] Where, M is the compression dynamic modulus at 15℃ and 10Hz, MPa;

[0056] L is the layer number of the pavement structure layer from top to bottom, and takes the values of 2, 3, 4, and 5, representing the high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

[0057] An intermediate bonding layer may be provided between the surface wearing layer and the high modulus asphalt concrete layer. When a bonding layer is provided, the compressive dynamic modulus of each structural layer and the layer sequence number satisfy the following relationship:

[0058] M=-2400×L 2 +21500×L-24000

[0059] Where M is the compression dynamic modulus at 15°C and 10 Hz, MPa;

[0060] L is the layer sequence number of the pavement structure layer from top to bottom, with values of 2, 3, 4, 5, and 6, representing the bonding layer, high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

[0061] For example, the surface wearing layer is composed of SMA-13, the high modulus asphalt concrete layer uses high modulus asphalt mixture HMAC-20, and the base layer and subbase layer are composed of cement-stabilized graded crushed stone CBG-25.

[0062] It should be noted that the high-modulus asphalt mixture used in the high-modulus asphalt concrete layer of the pavement structure of this invention has a compressive dynamic modulus of no less than 18,000 MPa at 15°C and 10 Hz, exceeding the control standard of 14,000 MPa for conventional high-modulus asphalt mixtures. Furthermore, its four-point bending fatigue failure times at 10°C, 10 Hz, and 240 με can reach over one million cycles.

[0063] The penetration of asphalt binder has a significant impact on the modulus of the mixture. The smaller the penetration, the higher the modulus of the mixture. The void ratio has a significant impact on the modulus and fatigue resistance of the mixture. The larger the void ratio, the worse the modulus and fatigue resistance of the mixture.

[0064] Taking into account the influence of the needle penetration and void ratio of asphalt binder, in order to meet the technical requirements, the void ratio of the above-mentioned high modulus asphalt concrete is required to be 2%-4%, and a suspended dense mineral aggregate grading is adopted. The asphalt binder preferably uses road petroleum asphalt with a needle penetration of no more than 30 / 0.1mm. When using road petroleum asphalt with a needle penetration greater than 30 / 0.1mm, additives that help to increase the modulus of the mixture need to be added to the asphalt mixture.

[0065] For example, the composition of high modulus asphalt concrete HMAC20 is: using road petroleum asphalt with a needle penetration of 20 / 0.1 mm, an asphalt-stone ratio of 5.0%, and the gradation range of the mineral aggregate particle size D in mass percentage is shown in Table 1, specifically: 5% ≤ D 0.075 ≤8%, 11%≤D 0.6 ≤20%, 18%≤D 1.18 ≤30%, 28%≤D2.36 ≤40%, 42%≤D 4.75 ≤58%, 63%≤D 9.5 ≤76%, 75%≤D 13.2 ≤87%, 86%≤D 16 ≤95%, D 19 =100%. For example, 42%≤D 4.75 ≤58% means that the mineral material with a particle size range of less than 4.75 mm accounts for 42%-58% of the total amount.

[0066] Table 1 Mineral aggregate gradation range of high modulus asphalt concrete HMAC20 (wt%)

[0067]

[0068] Furthermore, in order to improve the crack resistance and waterproof performance of the pavement structure, a fiber crack-resistant modified asphalt waterproof bonding layer is set between the high modulus asphalt concrete layer and the base layer.

[0069] It's important to note that compared to existing waterproof bonding layers, the fiber-resistant crack-modified asphalt waterproof bonding layer incorporates fibers. The fibers are distributed throughout the asphalt, bonding it to the asphalt, which in turn bonds to the upper and lower structural layers. This allows the fibers to act as reinforcement, absorbing stress at the crack tips of the underlying layer and improving crack resistance. Construction of the fiber-resistant crack-modified asphalt waterproof bonding layer requires a fiber-chip sealant, while conventional waterproof bonding layers can be constructed using a chip sealant.

[0070] Furthermore, in order to improve the bonding effect between the high modulus asphalt concrete layer and the cement-stabilized gravel base layer, an emulsified asphalt penetration layer can be set on the top surface of the base layer. After the emulsified asphalt in the penetration layer is demulsified, a fiber-resistant crack-resistant modified asphalt waterproof bonding layer is set.

[0071] Furthermore, taking into account the environmental conditions, traffic volume and actual road grade, an intermediate bonding layer is provided between the surface wearing course and the high modulus asphalt concrete layer.

[0072] It should be noted that the intermediate bonding layer plays the role of transferring load and protecting the high modulus asphalt concrete layer, which can improve the bearing capacity and durability of the pavement structure.

[0073] Furthermore, in order to ensure the integrity and durability of the structure, a modified asphalt waterproof bonding layer can be set between the surface wear layer and the intermediate bonding layer. Its function is to bond the surface wear layer to the bonding layer, and at the same time prevent moisture from entering the bonding layer and the high modulus asphalt concrete layer from top to bottom.

[0074] To ensure road stability and durability, an improvement layer is added below the subbase to enhance the roadbed's resistance to plastic deformation. Cement or lime is used to improve the roadbed within 80-120cm below the subbase. After the cement or lime-improved soil is constructed and cured, the subbase is laid.

[0075] In order to enhance the interlayer bonding effect of cement stabilized materials, a dry cement bonding layer is provided on the surface of the lower bearing layer of the base. Preferably, the dry cement spreading amount is 1.5±0.1kg / m 2 The main purpose of spreading dry cement is to increase the bond between cement-stabilized crushed stone materials and improve the integrity of the pavement structure.

[0076] The present invention also provides a construction method for a crack-resistant heavy-load traffic highway asphalt pavement structure, comprising the following steps:

[0077] Step 1: Lay the subbase.

[0078] Specifically, to ensure the stability and durability of the road surface, the roadbed within 80-120cm below the subbase is improved with cement or lime. After construction and curing are completed, the subbase is paved with cement-stabilized graded crushed stone;

[0079] The subbase layer is made of cement-stabilized graded gravel, which is paved in a single layer with a thickness of 16-20cm.

[0080] Step 2: After the subbase construction and curing are completed, the base layer is laid.

[0081] Specifically, after the subbase construction and curing are completed, dry cement is spread on the surface of the underlying layer. The amount of cement spread is 1.5±0.1kg / m 2 After 1-2 hours, cement stabilized graded crushed stone is used to pave the base layer. The thickness is preferably 16-40cm, and the thickness of a single layer is 16cm to 20cm. It can be paved in layers if necessary according to the specific design thickness.

[0082] Step 3: After the base construction and curing are completed, the fiber anti-cracking modified asphalt waterproof bonding layer is constructed.

[0083] Specifically, after the base construction and curing are completed, an emulsified asphalt penetration layer is spread on the top surface of the base. PC-2 emulsified asphalt is used with a spreading rate of 1.1±0.1L / m 2 The penetration depth of emulsified asphalt shall not be less than 5mm. After the emulsified asphalt in the penetration layer has broken for 1-2 days, the fiber anti-cracking modified asphalt waterproof bonding layer shall be constructed.

[0084] Step 4: After the construction of the fiber-resistant crack-resistant modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is laid.

[0085] Specifically, after the construction of the fiber anti-cracking modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is paved immediately. The compaction thickness of the high modulus asphalt concrete layer is 5-15cm, and the average compaction thickness is H average , minimum compaction thickness H min Matching with the nominal maximum particle size D of the ore is shown in Table 2, specifically: 6≤H average (D 9.5 )≤8,H min (D 9.5 )=5;7≤H average (D 13.2 )≤13,H min (D 13.2 )=6;8≤H average (D 16 )≤14,H min (D 16 )=7;9≤H average (D 19 )≤15,H min (D 16 )=8. Where 8≤H average (D 16 )≤14,H min (D 16 )=7 means: when the nominal maximum particle size of the mineral material used is 16mm, the average compaction thickness is 8-14cm and the minimum compaction thickness is 7cm.

[0086] Table 2 Relationship between the compacted thickness of high modulus asphalt concrete layer and the nominal maximum particle size of mineral aggregate

[0087] Nominal maximum particle size / mm 9.5 13.2 16.0 19.0 Minimum compaction thickness / cm 5 6 7 8 Average compaction thickness / cm 6-8 7-13 8-14 9-15

[0088] The preferred range of mineral aggregate gradation for high modulus asphalt concrete with different nominal maximum particle sizes D is shown in Table 3:

[0089] Table 3 Aggregate gradation range of high modulus asphalt concrete with different nominal maximum particle sizes (wt%)

[0090]

[0091] Where HMAC10: 6.5% ≤ D 0.075 ≤7.5%, 13%≤D 0.6 ≤30%, 20%≤D 1.18 ≤35%, 31%≤D 2.36 ≤43%, 45%≤D 4.75 ≤70%, D 9.5 =100%;

[0092] HMAC13: 5% ≤ D 0.075 ≤8%, 12%≤D0.6 ≤22%, 18%≤D 1.18 ≤28%, 28%≤D 2.36 ≤42%, 43%≤D 4.75 ≤60%, 60%≤D 9.5 ≤75%, D 13.2 =100%;

[0093] HMAC16: 5% ≤ D 0.075 ≤8%, 13%≤D 0.6 ≤22%, 20%≤D 1.18 ≤32%, 30%≤D 2.36 ≤44%, 44%≤D 4.75 ≤60%, 63%≤D 9.5 ≤78%, 78%≤D 13.2 ≤90%, D 16 =100%;

[0094] HMAC20: 5% ≤ D 0.075 ≤8%, 11%≤D 0.6 ≤20%, 18%≤D 1.18 ≤30%, 28%≤D 2.36 ≤40%, 42%≤D 4.75 ≤58%, 63%≤D 9.5 ≤76%, 75%≤D 13.2 ≤87%, 86%≤D 16 ≤95%, D 19 =100%.

[0095] If 42%≤D 4.75 ≤58% means that the mineral material with a particle size range of less than 4.75 mm accounts for 42%-58% of the total amount.

[0096] Step 5: Lay the bonding layer and surface wearing course, or directly lay the surface wearing course.

[0097] Specifically, after the high modulus asphalt concrete layer is constructed, a tack coat is applied. The tack coat preferably uses PCR modified emulsified asphalt, and the application rate is 0.4±0.1L / m 2 After the modified emulsified asphalt tack coat is demulsified and the water evaporates, the intermediate bonding layer and surface wearing course are laid in sequence, or the surface wear-resistant course can be laid directly. The intermediate bonding layer is made of asphalt concrete, or high-modulus asphalt concrete can also be used. The surface wear-resistant course can be any existing asphalt pavement material in the highway industry, preferably SMA-13, SMA-10, SAC-13, or SAC-10, which have a high structural depth.

[0098] It should be noted that in the above step 3, the fiber-resistant crack-resistant modified asphalt waterproof bonding layer is composed of modified asphalt, glass fiber and crushed stone. It can be formed by spreading it once using a fiber-synchronized crushed stone sealing vehicle. The modified asphalt can be polymer-modified asphalt such as SBS modified asphalt and rubber modified asphalt. The spreading amount is 1.8-2.0 kg / m 2 ; Glass fiber length 40-60mm, spreading amount 80-120g / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 5-8m 3 / 1000m 2 , the coverage rate is preferably 55%-60%.

[0099] The modified asphalt in the fiber-resistant crack-resistant modified asphalt waterproof bonding layer is polymer-modified asphalt, including any one or two of SBS modified asphalt and rubber modified asphalt.

[0100] The fiber-resistant crack-resistant modified asphalt waterproof bonding layer uses the above parameters to ensure the waterproof, bonding, and crack-resistant properties of the functional layer while ensuring easy construction and strong operability. If the crushed stone specifications and spreading rate are implemented according to the above requirements, the asphalt spread during construction will be effectively prevented from being carried away by construction vehicles.

[0101] It should be noted that in the above step 4, the porosity of the high modulus asphalt concrete layer serving as the high modulus asphalt concrete layer is 2%-4%; the high modulus asphalt concrete layer is composed of asphalt binder and mineral material, and adopts a suspended dense mineral material grading. The asphalt binder preferably uses road petroleum asphalt with a penetration of no more than 30 / 0.1mm. When using road petroleum asphalt with a penetration greater than 30 / 0.1mm, a high modulus modifier needs to be added to the asphalt mixture.

[0102] It should be noted that in the above step 5, when the intermediate tie layer and the surface wear layer are paved in sequence, a modified asphalt waterproof bonding layer is spread after the tie layer is completed. The modified asphalt waterproof bonding layer is composed of SBS modified asphalt and crushed stone. The amount of SBS modified asphalt spread is 1.6-2.0 kg / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 5-8m 3 / 1000m 2 , with a coverage rate of 50%-70%, and then the surface wearing course is paved.

[0103] First, the pavement structure prepared by the above method has a high-modulus asphalt concrete layer with a compression dynamic modulus range of 18,000-20,000 MPa at 15°C and 10Hz, while the compression dynamic modulus of the traditional material No. 70 asphalt mixture is generally around 12,000 MPa, and the compression dynamic modulus of No. 90 asphalt mixture is around 11,000 MPa. Therefore, it is nearly 1 times higher than the lower layer of the traditional structure, which helps to improve the bearing capacity of the pavement structure and is more suitable for heavy-load traffic-grade highways.

[0104] Secondly, the compressive dynamic modulus of the surface wearing layer of the pavement structure of the present invention is 7500-12000 MPa, the compressive dynamic modulus of the lower high modulus asphalt concrete layer is 18000 MPa-20000 MPa, the compressive dynamic modulus of the base layer is 18000-28000 MPa, and the modulus of the subbase layer is 14000-20000 MPa. The compressive dynamic modulus of the high modulus asphalt concrete layer is 1 times higher than the average compressive dynamic modulus of the surface wearing layer, the compressive dynamic modulus of the base layer is 0.21 times higher than the average compressive dynamic modulus of the high modulus asphalt concrete layer, and the compressive dynamic modulus of the subbase layer is 0.25 times lower than the average compressive dynamic modulus of the base layer. The compressive dynamic modulus of the materials of each structural layer of this pavement structure presents a gradient change and a coordinated transition, which is conducive to reducing the interlayer shear effect of each structural layer under the action of vehicle loads and improving the working performance of each structural layer under coordinated force, that is, improving the overall workability of the pavement structure, thereby helping to reduce the stress and strain at the bottom of each structural layer, especially the asphalt mixture layer, and improving the crack resistance.

[0105] Again, the results of the four-point bending fatigue test show that under the conditions of 10°C, 10Hz, and 240με, the fatigue failure number of the high modulus asphalt mixture of the high modulus asphalt concrete layer is not less than 1 million times, while the fatigue failure number of the commonly used No. 70 or No. 90 asphalt mixture is about 450,000 times. That is, the time for fatigue cracking of the high modulus asphalt concrete layer of the pavement structure proposed by the present invention will be significantly delayed, and the service life will be significantly extended.

[0106] Finally, the present invention sets a fiber anti-cracking modified asphalt waterproof bonding layer between the base layer and the high modulus asphalt concrete layer, so that the coordinated transition of the compressive dynamic modulus of the materials of each structural layer is more optimized, thereby improving the stress state of the pavement structure. On the one hand, it plays a role in absorbing the reflected stress of the base layer cracking, and on the other hand, it also enhances the waterproof effect of the pavement structure.

[0107] Since the bearing capacity of the pavement is greatly improved by the above-mentioned preparation scheme, the thickness of the asphalt layer in the pavement structure can be reduced by 2-4 cm compared with the traditional structural scheme under the same traffic volume conditions, thereby reducing the construction cost.

[0108] The following are several specific embodiments of the present invention.

[0109] Example 1

[0110] The pavement structure from top to bottom includes: 4cm mastic asphalt macadam SMA-13, 6cm modified asphalt concrete AC-20, 8cm high modulus asphalt concrete HMAC-20, 20cm cement-stabilized graded macadam upper base CBG-25, 20cm cement-stabilized graded macadam lower base CBG-25, and 20cm cement-stabilized graded macadam subbase CBG-25.

[0111] The construction method of the above-mentioned pavement structure includes:

[0112] Step 1: To ensure the stability and durability of the road surface, the roadbed within 80cm below the subbase of the pavement structure is improved with cement or lime to improve the roadbed's ability to resist plastic deformation. After the construction and curing of the cement or lime improved soil are completed, the subbase is paved.

[0113] The subbase layer is made of cement-stabilized graded gravel with a thickness of 20 cm. It is paved in a single layer at a time. After the construction and curing of the subbase layer are completed, the base layer is paved.

[0114] Step 2: The base layer is made of cement-stabilized graded gravel, which is laid in two layers, with each layer being 20 cm thick.

[0115] Before the construction of the base material, the lower bearing layer should be cleaned and traffic should be closed. Dry cement should be spread on the surface of the lower bearing layer 1-2 hours before the construction of the base material to enhance the interlayer bonding effect of the cement stabilized material. The cement spreading amount should be 1.5±0.1kg / m 2 .

[0116] Step 3: After the base construction and curing are completed, one day before the high modulus asphalt concrete layer is paved, an emulsified asphalt penetration layer is spread on the top surface of the base. PC-2 emulsified asphalt is used with a spreading amount of 1.1±0.1L / m2 and an emulsified asphalt penetration depth of 5mm. After the emulsified asphalt in the penetration layer is demulsified, the fiber-resistant crack-resistant modified asphalt waterproof bonding layer is constructed. The modified asphalt in the fiber-resistant crack-resistant modified asphalt waterproof bonding layer uses SBS modified asphalt with a spreading amount of 1.8kg / m 2 ; Glass fiber length 40mm, spreading amount 80g / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 5m 3 / 1000m 2 The coverage rate is 55%. The fiber synchronous chip sealer is used to spread and form the seal in one step.

[0117] Step 4: After the construction of the fiber anti-cracking modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is paved immediately. The compacted thickness of the high modulus asphalt concrete HMAC-20 high modulus asphalt concrete layer is 8 cm.

[0118] Step 5: After the high modulus asphalt concrete layer is constructed, apply the tack coat. The tack coat is made of PCR modified emulsified asphalt with a spreading rate of 0.4±0.1L / m 2 After the modified emulsified asphalt tack coat is broken and the water evaporates, the bonding coat, modified asphalt concrete AC-20, is laid with a compaction thickness of 6 cm.

[0119] After the construction of the bonding layer is completed, the modified asphalt waterproof bonding layer is constructed. The modified asphalt waterproof bonding layer is composed of SBS modified asphalt and crushed stone. The amount of SBS modified asphalt sprayed is 1.8kg / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 6m 3 / 1000m 2 , coverage rate of 60%.

[0120] Finally, the surface wearing course is paved using SMA-13 mastic asphalt with a thickness of 4 cm.

[0121] Testing revealed that at 15°C and 10Hz, the surface layer of the pavement structure in this embodiment exhibited a compressive dynamic modulus of 9,000 MPa, the high-modulus asphalt concrete layer exhibited a compressive dynamic modulus of 19,000 MPa, the base layer exhibited a compressive dynamic modulus of 25,000 MPa, and the subbase layer exhibited a compressive dynamic modulus of 16,000 MPa. Four-point bending fatigue testing revealed that at 10°C, 10Hz, and 240με, the high-modulus asphalt mixture in the high-modulus asphalt concrete layer experienced fatigue failure 1.1 million times. Post-opening testing revealed that while the pavement structure was 4cm thinner than the previous structure, the crack length of this embodiment was 24 m / km, and the number of cracks was 6.8 / km. The crack length and number of adjacent normal sections were 138 m / km and 37.6 / km, respectively. This represents a reduction of 82.6% and 81.9%, respectively, in the crack-resistant, heavy-duty traffic pavement structure compared to the original design.

[0122] Example 2

[0123] The pavement structure from top to bottom is: 4cm mastic asphalt macadam SMA-13, 8cm high modulus asphalt concrete HMAC-16, 10cm high modulus asphalt concrete HMAC-20, 18cm cement-stabilized graded macadam upper base CBG-25, 18cm cement-stabilized graded macadam lower base CBG-25, and 18cm cement-stabilized graded macadam subbase CBG-25.

[0124] The construction method of the above-mentioned pavement structure includes:

[0125] Step 1: To ensure the stability and durability of the road surface, the roadbed within 100cm below the subbase of the pavement structure is improved with cement or lime to improve the roadbed's ability to resist plastic deformation. After the construction and curing of the cement or lime improved soil are completed, the subbase is paved.

[0126] The subbase layer is made of cement-stabilized graded gravel with a thickness of 18 cm. It is paved in a single layer at a time. After the construction and curing of the subbase layer are completed, the base layer is paved.

[0127] Step 2: The base layer is made of cement-stabilized graded gravel, which is laid in two layers, with each layer being 18 cm thick.

[0128] Before the construction of the base material, the lower bearing layer should be cleaned and traffic should be closed. Dry cement should be spread on the surface of the lower bearing layer 1-2 hours before the construction of the base material to enhance the interlayer bonding effect of the cement stabilized material. The cement spreading amount should be 1.5±0.1kg / m 2 .

[0129] Step 3: After the base layer is constructed and cured, apply an emulsified asphalt penetration coat to the top of the base layer two days before paving the high-modulus asphalt concrete layer. Use PC-2 emulsified asphalt at a rate of 1.1 ± 0.1 L / m², with an emulsified asphalt penetration depth of 8 mm. After the emulsified asphalt in the penetration coat is demulsified, apply a fiber-resistant, crack-resistant modified asphalt waterproofing bond coat.

[0130] The modified asphalt in the fiber crack-resistant modified asphalt waterproof bonding layer uses SBS modified asphalt, and the spreading amount is 2.0kg / m 2 ; Glass fiber length 60mm, spreading amount 100g / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 8m 3 / 1000m 2 The coverage rate is 60%. The fiber synchronous chip sealer is used to spread and form the seal in one step.

[0131] Step 4: After the construction of the fiber anti-cracking modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is paved immediately. The compaction thickness of the high modulus asphalt concrete HMAC-20 high modulus asphalt concrete layer is 10 cm.

[0132] Step 5: After the high modulus asphalt concrete layer is constructed, apply the tack coat. The tack coat is made of PCR modified emulsified asphalt with a spreading rate of 0.4±0.1L / m 2 After the modified emulsified asphalt tack coat is demulsified and the water evaporates, the bonding coat is laid using high modulus asphalt concrete HMAC-16 with a compaction thickness of 8 cm.

[0133] After the construction of the bonding layer is completed, the modified asphalt waterproof bonding layer is constructed. The modified asphalt waterproof bonding layer is composed of SBS modified asphalt and crushed stone. The amount of SBS modified asphalt sprayed is 1.6kg / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 5m 3 / 1000m 2 , coverage rate 50%.

[0134] Finally, the surface wearing course is paved using SMA-13 mastic asphalt with a thickness of 4 cm.

[0135] Testing revealed that at 15°C and 10Hz, the surface layer of the pavement structure in this embodiment exhibited a compressive dynamic modulus of 9,100 MPa, the high-modulus asphalt concrete layer exhibited a compressive dynamic modulus of 19,500 MPa, the base layer exhibited a compressive dynamic modulus of 23,000 MPa, and the subbase layer exhibited a compressive dynamic modulus of 15,900 MPa. Four-point bending fatigue testing revealed that at 10°C, 10Hz, and 240με, the high-modulus asphalt mixture in the high-modulus asphalt concrete layer experienced fatigue failure 1.08 million times. Post-opening testing revealed that while the pavement structure was 2cm thinner than the previous structure, the crack length of this embodiment was 18.2 m / km, and the number of cracks was 8.3 / km. The crack length and number of adjacent normal sections were 129 m / km and 40.2 / km, respectively. This represents a reduction of 85.9% and 79.3%, respectively, in the crack-resistant, heavy-duty traffic pavement structure compared to the original design.

[0136] Example 3

[0137] The pavement structure from top to bottom is: 4cm mastic asphalt macadam SMA-13, 8cm high modulus asphalt concrete HMAC-20, 18cm cement stabilized graded macadam upper base CBG-25, 18cm cement stabilized graded macadam lower base CBG-25, and 18cm cement stabilized graded macadam subbase CBG-25.

[0138] The construction method of the above-mentioned pavement structure includes:

[0139] Step 1: To ensure the stability and durability of the road surface, the roadbed within 120 cm below the subbase of the pavement structure is improved with cement or lime to improve the roadbed's ability to resist plastic deformation. After the construction and curing of the cement or lime improved soil are completed, the subbase is paved.

[0140] The subbase layer is made of cement-stabilized graded gravel with a thickness of 18 cm. It is paved in a single layer at a time. After the construction and curing of the subbase layer are completed, the base layer is paved.

[0141] Step 2: The base layer is made of cement-stabilized graded gravel, which is laid in two layers, with each layer being 18 cm thick.

[0142] Before the construction of the base material, the lower bearing layer should be cleaned and traffic should be closed. Dry cement should be spread on the surface of the lower bearing layer 1-2 hours before the construction of the base material to enhance the interlayer bonding effect of the cement stabilized material. The cement spreading amount should be 1.5±0.1kg / m 2 .

[0143] Step 3: After the base layer is constructed and cured, apply an emulsified asphalt penetration coat to the top of the base layer two days before paving the high-modulus asphalt concrete layer. Use PC-2 emulsified asphalt at a rate of 1.1 ± 0.1 L / m², with an emulsified asphalt penetration depth of 7 mm. After the emulsified asphalt in the penetration coat is demulsified, apply a fiber-resistant, crack-resistant modified asphalt waterproofing bond coat.

[0144] The modified asphalt in the fiber crack-resistant modified asphalt waterproof bonding layer uses SBS modified asphalt, and the spreading amount is 1.9kg / m 2 ; Glass fiber length 50mm, spreading amount 120g / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 6m 3 / 1000m 2 The coverage rate is 57%. The fiber synchronous chip sealer is used to spread and form the seal in one step.

[0145] Step 4: After the construction of the fiber anti-cracking modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is paved immediately. The compacted thickness of the high modulus asphalt concrete HMAC-20 high modulus asphalt concrete layer is 8 cm.

[0146] Step 5: After the high modulus asphalt concrete layer is constructed, apply the tack coat. The tack coat is made of PCR modified emulsified asphalt with a spreading rate of 0.4±0.1L / m 2 After the modified emulsified asphalt tack coat is broken and the water evaporates, the surface wearing course is laid using SMA-13 mastic asphalt with a thickness of 4 cm.

[0147] Testing revealed that at 15°C and 10Hz, the surface layer of the pavement structure in this embodiment exhibited a compressive dynamic modulus of 10,000 MPa, the high-modulus asphalt concrete layer exhibited a compressive dynamic modulus of 18,700 MPa, the base layer exhibited a compressive dynamic modulus of 19,000 MPa, and the subbase layer exhibited a compressive dynamic modulus of 18,000 MPa. Four-point bending fatigue testing revealed that at 10°C, 10Hz, and 240με, the high-modulus asphalt mixture in the high-modulus asphalt concrete layer experienced fatigue failure 1.2 million times. Post-opening testing revealed that while the pavement structure was 4cm thinner than the previous structure, the crack length in this embodiment was 34 m / km, and the number of cracks was 11.2 / km. The crack length and number of adjacent normal sections were 148.2 m / km and 45.8 / km, respectively. This represents a 77% and 75.5% reduction in the crack length and number of cracks in the crack-resistant, heavy-duty traffic pavement structure compared to the original design.

[0148] Example 4

[0149] The pavement structure from top to bottom is: 5cm multi-gravel asphalt concrete SAC-13, 7cm high modulus asphalt concrete HMAC-16, 20cm cement-stabilized graded gravel base CBG-25, and 20cm cement-stabilized graded gravel subbase CBG-25.

[0150] The construction method of the above-mentioned pavement structure includes:

[0151] Step 1: To ensure the stability and durability of the road surface, the roadbed within 80cm below the subbase of the pavement structure is improved with cement or lime to improve the roadbed's ability to resist plastic deformation. After the construction and curing of the cement or lime improved soil are completed, the subbase is paved.

[0152] The subbase layer is made of cement-stabilized graded gravel with a thickness of 20 cm. It is paved in a single layer at a time. After the construction and curing of the subbase layer are completed, the base layer is paved.

[0153] Step 2: The base layer is made of cement-stabilized graded gravel, paved in a single layer with a thickness of 20 cm.

[0154] Before the construction of the base material, the lower bearing layer should be cleaned and traffic should be closed. Dry cement should be spread on the surface of the lower bearing layer 1-2 hours before the construction of the base material to enhance the interlayer bonding effect of the cement stabilized material. The cement spreading amount should be 1.5±0.1kg / m 2 .

[0155] Step 3: After the base construction and curing are completed, one day before the high modulus asphalt concrete layer is paved, an emulsified asphalt penetration layer is spread on the top surface of the base. PC-2 emulsified asphalt is used with a spreading amount of 1.1±0.1L / m2 and an emulsified asphalt penetration depth of 5mm. After the emulsified asphalt in the penetration layer is demulsified, the fiber-resistant crack-resistant modified asphalt waterproof bonding layer is constructed. The modified asphalt in the fiber-resistant crack-resistant modified asphalt waterproof bonding layer uses SBS modified asphalt with a spreading amount of 1.8kg / m 2 ; Glass fiber length 40mm, spreading amount 80g / m 2 The crushed stone adopts S10, i.e. 10-15 single-size coarse aggregate, and the spreading amount is 5m 3 / 1000m 2 The coverage rate is 55%. The fiber synchronous chip sealer is used to spread and form the seal in one step.

[0156] Step 4: After the construction of the fiber anti-cracking modified asphalt waterproof bonding layer is completed, the high modulus asphalt concrete layer is paved immediately. The compacted thickness of the high modulus asphalt concrete HMAC-16 high modulus asphalt concrete layer is 7 cm.

[0157] Step 5: After the high modulus asphalt concrete layer is constructed, apply the tack coat. The tack coat is made of PCR modified emulsified asphalt with a spreading rate of 0.4±0.1L / m 2 After the modified emulsified asphalt tack coat is broken and the water evaporates, the surface wearing course is laid using SMA-13 crushed stone asphalt concrete with a thickness of 5 cm.

[0158] Testing revealed that at 15°C and 10Hz, the surface layer of the pavement structure in this embodiment exhibited a compressive dynamic modulus of 11,000 MPa, the high-modulus asphalt concrete layer exhibited a compressive dynamic modulus of 20,000 MPa, the base layer exhibited a compressive dynamic modulus of 27,000 MPa, and the subbase layer exhibited a compressive dynamic modulus of 19,000 MPa. Four-point bending fatigue testing revealed that at 10°C, 10Hz, and 240με, the high-modulus asphalt mixture in the high-modulus asphalt concrete layer experienced fatigue failure 1.14 million times. Post-opening testing revealed that while the pavement structure was 3cm thinner than the previous structure, the crack length in this embodiment was 28 m / km, and the number of cracks was 8 / km. The crack length and number of adjacent normal sections were 130.9 m / km and 40 / km, respectively. The crack length and number of the crack-resistant heavy-load traffic pavement structure were reduced by 78.6% and 80%, respectively, compared to the original design.

[0159] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection of the present invention.

Claims

1. A crack-resistant heavy-duty highway semi-rigid base asphalt pavement structure, characterized in that: From top to bottom, it includes a surface wearing layer, a high modulus asphalt concrete layer, a base layer and a subbase layer; the compression dynamic modulus of the materials of each structural layer of the pavement structure is coordinated and transitioned step by step, and the compression dynamic modulus of the surface wearing layer is 7500-10000MPa at 15°C and 10Hz; the compacted thickness of the high modulus asphalt concrete layer is 5-15cm, and any one of the high modulus asphalt mixtures HMAC-10, HMAC-13, HMAC-16 and HMAC-20 is used, and the compression dynamic modulus of the materials of each structural layer of the pavement structure is coordinated and transitioned step by step, and the compression dynamic modulus of the surface wearing layer is 7500-10000MPa at 15°C and 10Hz The compression dynamic modulus under the condition of 18,000-20,000 MPa is; the base layer and the subbase layer are made of cement-stabilized graded crushed stone, the base layer is 16-40 cm thick, and the compression dynamic modulus at 15°C and 10 Hz is 18,000-28,000 MPa; the subbase layer is paved in one layer, with a thickness of 16-20 cm, and the compression dynamic modulus at 15°C and 10 Hz is 14,000-20,000 MPa; the compression dynamic modulus of the materials of each structural layer shows a gradient change and a coordinated transition; Through the four-point bending fatigue test, the fatigue failure number of the high modulus asphalt mixture of the high modulus asphalt concrete layer is not less than 1 million times; A fiber-resistant crack-modified asphalt waterproof bonding layer is set between the high modulus asphalt concrete layer and the base layer. The fiber-resistant crack-modified asphalt waterproof bonding layer is composed of modified asphalt, glass fiber and crushed stone, and is formed by spreading it in one go using a fiber-synchronized crushed stone sealing vehicle. The modified asphalt is polymer-modified asphalt, including any one or both of SBS modified asphalt and rubber modified asphalt, and the spreading amount is 1.8-2.0 kg / m 2 ; Glass fiber length 40-50mm, spreading amount 80-120g / m 2 The crushed stone adopts S10 single-size coarse aggregate, and the spreading amount is 5 to 8m 3 / 1000m 2 , with a coverage rate of 55%-57%.

2. The anti-cracking heavy-load traffic highway semi-rigid base asphalt pavement structure according to claim 1 is characterized in that: The base layer includes an upper base layer and a lower base layer. The compression dynamic modulus of the surface wear layer is 7500-9000 MPa, the compression dynamic modulus of the upper base layer is 18000-25000 MPa, the compression dynamic modulus of the lower base layer is 18000-25000 MPa, and the compression dynamic modulus of the bottom base layer is 16000-20000 MPa.

3. The anti-cracking heavy-load traffic highway semi-rigid base asphalt pavement structure according to claim 2 is characterized in that: The compression dynamic modulus M satisfies the following relationship: M= -3000×L 2 +21000×L-12000 Where M is the compressive dynamic modulus at 15°C and 10 Hz, MPa; L is the layer number of the pavement structure from top to bottom, with values of 2, 3, 4, and 5, representing the high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

4. The crack-resistant heavy-load traffic highway semi-rigid base asphalt pavement structure according to claim 2 is characterized in that: An intermediate connecting layer is further provided between the surface wearing layer and the high modulus asphalt concrete layer, and the compression dynamic modulus M satisfies the following relationship: M= -2400×L 2 +21500×L-24000 Where M is the compressive dynamic modulus at 15°C and 10 Hz, MPa; L is the layer sequence number of the pavement structure from top to bottom, with values of 2, 3, 4, 5, and 6, representing the intermediate bonding layer, high modulus asphalt concrete layer, upper base layer, lower base layer, and subbase layer, respectively.

5. The crack-resistant heavy-load highway semi-rigid base asphalt pavement structure according to claim 4 is characterized in that: A modified asphalt waterproof bonding layer is provided between the surface wear layer and the intermediate connecting layer.

6. The anti-cracking heavy-load traffic highway semi-rigid base asphalt pavement structure according to claim 1 is characterized in that: An emulsified asphalt penetration layer is provided between the base layer and the fiber anti-cracking modified asphalt waterproof bonding layer.

7. The anti-cracking heavy-duty traffic highway semi-rigid base asphalt pavement structure according to any one of claims 1 to 6, characterized in that: The composition of the surface wearing layer is SMA-13, the composition of the high modulus asphalt concrete layer is high modulus asphalt concrete HMAC-20, and the composition of the base and subbase is cement-stabilized graded crushed stone CBG-25.

8. The crack-resistant heavy-duty highway semi-rigid base asphalt pavement structure according to any one of claims 1 to 6, characterized in that: The high modulus asphalt concrete layer uses road petroleum asphalt with an oil-stone ratio of 5.0%. The mineral aggregate particle size gradation range, calculated by mass percentage, is as follows: mineral aggregate with a particle size less than 0.075 mm accounts for 5% to 8% of the total mineral aggregate, mineral aggregate with a particle size less than 0.6 mm accounts for 11% to 20% of the total mineral aggregate, mineral aggregate with a particle size less than 1.18 mm accounts for 18% to 30% of the total mineral aggregate, mineral aggregate with a particle size less than 2.36 mm accounts for 28% to 40% of the total mineral aggregate, mineral aggregate with a particle size less than 4.75 mm accounts for 42% to 58% of the total mineral aggregate, mineral aggregate with a particle size less than 9.5 mm accounts for 63% to 76% of the total mineral aggregate, mineral aggregate with a particle size less than 13.2 mm accounts for 75% to 87% of the total mineral aggregate, mineral aggregate with a particle size less than 16 mm accounts for 86% to 95% of the total mineral aggregate, and mineral aggregate with a particle size less than 19 mm accounts for 100% of the total mineral aggregate.

9. A method for constructing a crack-resistant heavy-duty highway semi-rigid base asphalt pavement structure according to any one of claims 4 to 5, comprising the following steps: Step 1: Lay the subbase; Step 2: After the subbase construction and curing are completed, the base layer is laid; Step 3: After the base layer construction and curing are completed, the fiber anti-cracking modified asphalt waterproof bonding layer is constructed; Step 4: After the fiber crack-resistant modified asphalt waterproof bonding layer is completed, a high modulus asphalt concrete layer is laid; Step 5: Lay the bonding layer and surface wearing course, or directly lay the surface wearing course.

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