A smart track surface based on original track surface reconstruction and a construction method thereof

Abstract

This invention discloses a smart rail transit pavement based on the reconstruction of existing pavement and its construction method, belonging to the field of highway pavement. It includes a fine-grained asphalt mastic-aggregate surface layer, the existing pavement, and an epoxy asphalt medium-grained asphalt concrete support strip embedded within the existing pavement. The epoxy asphalt medium-grained asphalt concrete support strip comprises the following components in parts by weight: 10-14 parts of 10-20mm coarse aggregate; 12-50 parts of 5-15mm coarse aggregate; 0-18 parts of 3-5mm coarse aggregate; 5-36 parts of 0-3mm fine aggregate; 3-8 parts of filler; 2.4-2.9 parts of asphalt; and 2.4-2.9 parts of epoxy resin additive. This invention addresses the relatively fixed trajectory of smart rail transit vehicles by adding a local support structure to the existing pavement, providing better load-bearing capacity and stability, improving the stress behavior of the existing pavement, effectively alleviating rutting problems in smart rail transit pavements, and exhibiting anti-rutting properties. Meanwhile, compared with the construction method of complete repaving, the structure and construction method described in this invention have better time and economic benefits.

Description

Technical Field

[0001] This invention belongs to the field of highway pavement technology, and more specifically, relates to a smart road surface based on the reconstruction of the original pavement and its construction method. Background Technology

[0002] Intelligent Rail Transit (IRT) is a new type of medium-capacity rail transit system that balances capacity and economy. Its capacity falls between that of traditional buses and trams, effectively alleviating urban traffic congestion. The IRT tram is the core of the system, primarily using rubber-tired wheels for support. It does not require dedicated physical tracks and employs automatic tracking, autonomous guidance, and trajectory following systems, resulting in relatively fixed wheel tracks during operation. However, because IRT trams have a greater load capacity than buses, the IRT system cannot be directly deployed on existing road surfaces; dedicated operating roads must be laid, which undoubtedly increases deployment time and construction costs.

[0003] Most common rutting defects in my country are unstable rutting, caused by lateral flow deformation of pavement materials under traffic loads at high temperatures. These rutting defects mainly occur in the surface layer, with more pronounced defects in the top and middle layers (0-10 cm deep) where traffic loads are applied. Due to the heavy loads and relatively fixed operating trajectories of intelligent rail transit (ART) vehicles, severe rutting defects often appear at the wheel track areas on existing ART surfaces, compromising the comfort and safety of ART vehicle operation. Summary of the Invention

[0004] To solve at least one of the aforementioned technical problems, according to one aspect of the present invention, a smart road surface based on the reconstruction of an existing pavement is provided, comprising, from top to bottom, a fine-grained asphalt mastic aggregate surface layer and the existing pavement, characterized in that it further comprises an epoxy asphalt medium-grained asphalt concrete support strip disposed within the existing pavement, wherein the epoxy asphalt medium-grained asphalt concrete support strip comprises the following components in parts by mass:

[0005] 10-14 parts of 10-20mm coarse aggregate

[0006] 12-50 parts of 5-15mm coarse aggregate;

[0007] 0-18 parts of 3-5mm coarse aggregate;

[0008] 5-36 parts of 0-3mm fine aggregate;

[0009] 3-8 parts of filler;

[0010] 2.4–2.9 parts asphalt;

[0011] 2.4 to 2.9 parts of epoxy resin additive.

[0012] This invention describes a smart rail pavement based on the renovation of existing pavement. It employs a special combined intermediate layer design on top of a portion of the existing pavement, specifically targeting the smart rail vehicle's trajectory. An epoxy asphalt medium-grained asphalt concrete support strip is then laid in the intermediate layer. This paving method reduces the time and cost of upgrading existing pavement to smart rail systems. Simultaneously, the epoxy asphalt medium-grained asphalt concrete support strip can resist significant plastic and shear deformation, improving the high-temperature stability of the asphalt pavement and exhibiting good resistance to high-temperature rutting and structural load-bearing capacity. Through a reasonable gradation design, the support strip can be combined with the existing intermediate layer and the newly laid surface layer to provide strong structural load-bearing capacity. Furthermore, the local reinforcement materials can bond with adjacent materials, exhibiting good durability.

[0013] Existing pavement structure designs for improving rutting resistance mostly involve increasing the modulus of a single layer. This approach is suitable for ordinary highways with more uniform traffic load distribution, but for smart rail transit pavements with relatively fixed vehicle trajectories and heavy loads within those trajectories, this design method struggles to achieve better rutting resistance while controlling costs. For example, using epoxy asphalt binder for the support strip in this application would significantly increase production costs if epoxy asphalt binder were used throughout the entire pavement structure. Therefore, this application considers the stress location and structural depth of the smart rail transit pavement, as well as economic factors, and proposes a localized modification and reinforcement method by adding a partial support structure to the existing pavement to mitigate rutting damage.

[0014] According to an embodiment of the present invention, the intelligent rail surface based on the modification of the original pavement has an epoxy asphalt medium-grained asphalt concrete support strip with a width of 400-600mm, a thickness of 60mm-80mm, and a center-to-center distance of 2m between the two support strips.

[0015] In this scheme, the center laying position of the support structure is first controlled by the wheel track of commonly used intelligent rail transit vehicles. The stress mode of the intelligent rail transit vehicle is analyzed, considering its stress width and response depth. Simultaneously, the required support strip size is determined by comprehensively selecting the layer structure and pavement material conditions of the existing pavement. This thickness range facilitates compaction and integration with other surface materials, providing better compressive and shear resistance.

[0016] According to embodiments of the present invention, for intelligent track surfaces based on the modification of existing track surfaces, requirements are specified for the binder, coarse aggregate, fine aggregate, and filler of the support strip:

[0017] In the epoxy asphalt medium-grained asphalt concrete support strip, the amount of epoxy additive is 30% to 50% of the mass of the binder.

[0018] In the epoxy asphalt medium-grained asphalt concrete support strip, the content of needle-shaped and flaky particles in the coarse aggregate does not exceed 15%, the aggregate crushing value is not greater than 26%, and the adhesion to asphalt is not lower than level 5.

[0019] In the epoxy asphalt medium-grained asphalt concrete support strip, the angularity of fine aggregate is greater than 50%, and the sand equivalent value is not less than 60%.

[0020] In the epoxy asphalt medium-grained asphalt concrete support strip, the filler is limestone powder with a water content of no more than 1%, a hydrophilicity coefficient of less than 1, and a plasticity index of less than 4%.

[0021] The locally reinforced structure in this design needs to ensure excellent high-temperature rutting resistance and good durability in combination with other materials. According to the example, considering both economy and performance, an epoxy additive dosage of 30%–50% of the binder mass can enhance the high-temperature deformation resistance and fatigue durability of the mixture. Under the premise of meeting the above requirements, the coarse aggregate, fine aggregate, and filler are graded using the Bailey method to obtain the usage ratio of each component.

[0022] According to another aspect of the present invention, a method for constructing a smart rail transit road surface is provided as follows:

[0023] Step 1: Mill the surface layer of the existing pavement to create two grooves for laying the support strip;

[0024] Step 2: Clean the existing pavement surface and spray epoxy tack coat onto the groove walls;

[0025] Step 3: Lay the epoxy asphalt medium-grained asphalt concrete mixture in the groove to form an epoxy asphalt medium-grained asphalt concrete support strip;

[0026] Step 4: Lay a fine-grained asphalt mastic gravel surface layer on the existing pavement surface.

[0027] Further, step three: laying the epoxy asphalt medium-grained asphalt concrete mixture in the groove to form an epoxy asphalt medium-grained asphalt concrete support strip, including:

[0028] Add coarse and fine aggregates to the intermittent mixing plant, dry mix for 30 seconds, then add filler and asphalt in sequence and mix again. The total mixing time should not be less than 120 seconds, and the discharge temperature should be maintained at 170℃~185℃.

[0029] The asphalt mixture is paved in the groove using a paver. The paver moves at a constant speed of no more than 2 m / min, the loose paving coefficient is 1.2 to 1.3, and the paving temperature is no less than 165℃.

[0030] Use a small steel wheel roller to follow the paver forward and statically compact once, then back and vibrate once, and then vibrate back and forth 2 to 3 times. The initial compaction temperature should be controlled at 150 to 160℃.

[0031] Use a small rubber-tired roller to compact the surface 2-3 times at a speed of 3-4 km / h;

[0032] The compaction process involves two passes using a small vibratory roller, followed by a final static compaction with a rubber-tired roller. The final temperature should not be lower than 100℃.

[0033] Furthermore, the prepared asphalt mixture is tested, and those that meet the following performance requirements are used for subsequent construction:

[0034] The porosity of the Marshall specimen is no greater than 4%;

[0035] The dynamic stability of the asphalt mixture in the support strip at 60℃ shall not be less than 10,000 cycles / mm;

[0036] The dynamic stability of the surface asphalt mixture at 60℃ shall not be less than 4000 cycles / mm.

[0037] Further, step one: milling the existing pavement surface layer to create two grooves for laying the support strip, including:

[0038] A milling machine is used to mill the top layer of the existing pavement to a depth of 40mm. After the top layer is milled, a cutting machine is used to cut and position the support strip in the existing pavement according to the preset position. Then, the milling machine is used to mill the support strip at the preset position, with a milling width of 400-600mm and a thickness of 60mm-80mm.

[0039] Compared with the prior art, the present invention has at least the following beneficial effects:

[0040] (1) This invention addresses the relatively fixed travel trajectory of intelligent rail transit vehicles by laying local support structures to upgrade and transform the existing rail transit system on the original track, thereby shortening the deployment time of the intelligent rail transit system.

[0041] (2) The local support structure designed in this invention is a viscoelastic material with both mechanical strength and durability, possessing excellent load-bearing capacity and high-temperature rutting resistance. At the same time, the support material has a good bonding effect with the surrounding materials, improving the stress behavior of the original pavement and making it more adaptable to the operation requirements of intelligent rail transit vehicles;

[0042] (3) The intelligent rail surface based on the original pavement of the present invention has better economic efficiency than the commonly used design scheme that improves the overall integrity of each layer of materials to resist high temperature rutting. It is also more suitable for intelligent rail road surfaces with relatively fixed driving trajectories and large loads within the trajectories. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings of the embodiments will be briefly described below. Obviously, the drawings described below only relate to some embodiments of the present invention and are not intended to limit the present invention.

[0044] Figure 1 A schematic diagram of the intelligent rail surface based on the modification of the original track surface is shown.

[0045] Figure label:

[0046] 1. Fine-grained asphalt mastic aggregate surface layer; 2. Epoxy asphalt medium-grained asphalt concrete support strip; 3. Existing pavement; Detailed Implementation

[0047] 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, not all, of the embodiments of the present invention.

[0048] like Figure 1 As shown, this embodiment of a smart rail surface based on the modification of the original pavement includes, from top to bottom, a fine-grained asphalt mastic gravel surface layer 1 and the original pavement 3, and also includes two epoxy asphalt medium-grained asphalt concrete support strips 2, which are respectively embedded in the original pavement 3 and correspond to the two wheel tracks of the smart rail vehicle. The epoxy asphalt medium-grained asphalt concrete support strip 2 comprises the following components in parts by mass:

[0049] 10-14 parts of 10-20mm coarse aggregate

[0050] 12-50 parts of 5-15mm coarse aggregate;

[0051] 0-18 parts of 3-5mm coarse aggregate;

[0052] 5-36 parts of 0-3mm fine aggregate;

[0053] 3-8 parts of filler;

[0054] 2.4–2.9 parts asphalt;

[0055] 2.4 to 2.9 parts of epoxy resin additive.

[0056] The smart rail surface is used for the passage of smart rail trams. The original pavement 3 is the pavement before the renovation, which can be a concrete structure.

[0057] The fine-grained asphalt mastic gravel top layer 1 can adopt existing designs.

[0058] The epoxy asphalt medium-grained asphalt concrete support strip 2 has a width of 400-600mm, a thickness of 60mm-80mm, and a center-to-center distance of 2m between the two support strips.

[0059] In the epoxy asphalt medium-grained asphalt concrete support strip 2, the amount of epoxy additive is 30% to 50% of the mass of the binder.

[0060] In the epoxy asphalt medium-grained asphalt concrete support strip 2, the content of needle-shaped and flaky particles in the coarse aggregate does not exceed 15%, the aggregate crushing value is not greater than 26%, and the adhesion to asphalt is not lower than level 5.

[0061] In the epoxy asphalt medium-grained asphalt concrete support strip 2, the angularity of fine aggregate is greater than 50%, and the sand equivalent value is not less than 60%.

[0062] In the epoxy asphalt medium-grained asphalt concrete support strip 2, the filler is limestone powder with a water content of no more than 1%, a hydrophilicity coefficient of less than 1, and a plasticity index of less than 4%.

[0063] The construction method for intelligent rail transit pavement based on the renovation of existing pavement includes the following steps:

[0064] I. Pre-construction preparation: Drill core samples at the predetermined location of the original pavement support strip to determine the original pavement layer conditions. This allows for the selective determination of the support strip thickness. If the original pavement has a lower layer, it should be done in a way that does not damage the lower layer.

[0065] II. Milling of Existing Pavement: A milling machine is used to mill the top layer of the existing pavement to a depth of 40mm. After the top layer is milled, a cutting machine is used to cut and position the support strip according to the preset position in the existing pavement. Finally, the milling machine is used to mill the support strip at the preset position, with a milling width of 400-600mm and a thickness of 60mm-80mm.

[0066] III. Surface Treatment: Clean all surfaces and spray 1.3-1.5 kg / m² of coating onto the surface and sides of the support belt at the preset positions. 2 Apply epoxy tack coat and seal off traffic for 24 hours to allow it to fully penetrate.

[0067] IV. Processing of epoxy asphalt medium-grained asphalt concrete mixture: A batch mixing machine is used for mixing. First, coarse aggregate and fine aggregate are added to the batch mixing machine and dry-mixed for 30 seconds. Then, filler and asphalt are added in sequence and mixed again. The total mixing time is not less than 120 seconds, and the discharge temperature is maintained at 170℃~185℃.

[0068] V. Material Transportation: Transport the mixed materials to the construction site;

[0069] VI. Paving: The asphalt mixture at the preset position of the support strip is paved using a paver. The paver moves at a constant speed not exceeding 2 m / min, with a loose paving coefficient of 1.2 to 1.3, and a paving temperature not lower than 165℃;

[0070] VII. Compaction:

[0071] For initial compaction, a small steel wheel roller is used to follow the paver forward and apply static compaction once, then reverse and apply vibratory compaction once, and then vibrate compaction back and forth 2 to 3 times. The initial compaction temperature is controlled at 150 to 160℃.

[0072] Secondary compaction involves using a small rubber-tired roller to compact the surface 2-3 times at a speed of 3-4 km / h.

[0073] For final compaction, compact twice using a small vibratory roller with the same process, and then statically compact once using a rubber-tired roller. The temperature at the end of final compaction should not be lower than 100℃.

[0074] 8. Top layer construction: After the support strip is completed, traffic is closed until the temperature naturally cools to 60°C. Epoxy tack coat is sprayed, and the top layer construction is carried out the next day.

[0075] 9. Construction completed: Close traffic and wait for the temperature to cool down naturally before proceeding with other work.

[0076] In this scheme, step one ensures that the selected support strip width and height can be combined with the original pavement conditions.

[0077] In this plan, step two ensures the location of the newly laid structure. Cutting is done to determine the preset position of the support strip and to prevent excessive impact on the material at the same depth during milling operations at that location.

[0078] In this scheme, step three ensures the bonding between the various structures, thereby improving the shear resistance of the pavement structure. The original pavement surface was cleaned to ensure it was rough, clean, and free of loose soil and debris, meeting the requirements for cleanliness and smoothness. Controlling the spraying amount is to prevent the adverse effects of an excessively thick bonding layer.

[0079] In this plan, step four ensures the mixing temperature of the binder, providing the necessary temperature conditions for subsequent construction and the formation of binder strength. Controlling the mixing time is to ensure thorough mixing and improve the quality of the binder's performance.

[0080] In this plan, step six ensures the laying position and quality of the supporting structure. Using a paver and based on the predetermined center position, the required paving speed and thickness are calculated using the volumetric method to ensure that the predetermined structural layer thickness can be achieved during subsequent construction.

[0081] In this plan, step seven ensures the compaction of the pavement structure layer. During the compaction process, small steel-drum rollers should be intermittently sprayed with water to prevent the rollers from sticking. For small rubber-drum rollers, rapeseed oil can be applied first to prevent the rollers from sticking, and then water can be applied after the tires have warmed up. In areas where rollers cannot operate, such as cable troughs and sump pits, manual compaction can be carried out using push rollers or impact rammers.

[0082] In this plan, step eight outlines the subsequent construction schedule for the upper layer. Due to the change in gradation design, steel-drum rollers should be used instead of all rubber-drum rollers to avoid damaging the mixture structure of the upper layer.

[0083] According to the construction method of the anti-rutting intelligent track surface according to an embodiment of the present invention, optionally, the mixture obtained in step four is tested, and those whose performance meets the following requirements are used for subsequent construction:

[0084] The porosity of the Marshall specimen is no greater than 4%;

[0085] The dynamic stability of the asphalt mixture in the support strip at 60℃ shall not be less than 10,000 cycles / mm;

[0086] The dynamic stability of the surface asphalt mixture at 60℃ shall not be less than 4000 cycles / mm;

[0087] Example 1

[0088] In this embodiment, the epoxy asphalt granulated asphalt concrete support strip 2 comprises the following components in parts by weight:

[0089] 13 parts of 10-20mm coarse aggregate

[0090] 33 parts of 5-15mm coarse aggregate;

[0091] 14 parts of 3-5mm coarse aggregate;

[0092] 29 parts of 0-3mm fine aggregate;

[0093] 4.7 parts of filler;

[0094] 2.6 parts asphalt;

[0095] 2.6 parts of epoxy resin additive.

[0096] The specific construction method for the construction site in this embodiment is as follows:

[0097] I. Pre-construction preparation: Core samples were taken from the existing pavement to determine that the existing pavement adopts a structure of 40mm top layer + 60mm middle layer + 80mm bottom layer, and the thickness of the support strip is designed to be 60mm.

[0098] II. Milling of Existing Pavement: A milling machine will be used to mill the top layer of the existing pavement to a depth of 40mm. After the top layer is milled, a cutting machine will be used to cut and position the support strip according to the preset position in the existing pavement. Finally, the milling machine will be used to mill the support strip at the preset position to a width of 400mm and a thickness of 60mm.

[0099] III. Surface Treatment: Clean all surfaces and spray 1.3 kg / m² of coating onto the surface and sides of the support belt at the preset positions. 2 Apply epoxy tack coat and seal off traffic for 24 hours to allow it to fully penetrate.

[0100] IV. Processing of epoxy asphalt medium-grained asphalt concrete mixture: A batch mixing machine is used for mixing. First, coarse aggregate and fine aggregate are added to the batch mixing machine. After dry mixing at 185℃ for 30 seconds, filler and asphalt are added in sequence and mixed again. The total mixing time is not less than 120 seconds, and the discharge temperature is maintained at 170℃~185℃.

[0101] V. Material Transportation: Transport the mixed materials to the construction site;

[0102] VI. Paving: The asphalt mixture at the preset position of the support strip is paved using a paver. The paver moves at a constant speed of 2m / min, with a loose paving coefficient of 1.3, and the paving temperature is controlled to be no less than 165℃;

[0103] VII. Compaction:

[0104] For initial compaction, a small steel wheel roller is used to follow the paver forward and apply static compaction once, then reverse and apply vibratory compaction once, and then vibrate compaction three times in both directions. The initial compaction temperature is controlled at 150-160℃.

[0105] Secondary compaction involves using a small rubber-tired roller to compact the surface three times at a speed of 3-4 km / h.

[0106] For final compaction, compact twice using a small vibratory roller with the same process, and then statically compact once using a rubber-tired roller. The temperature at the end of final compaction should not be lower than 100℃.

[0107] 8. Top layer construction: After the support strip is completed, traffic is closed until the temperature naturally cools to 60°C. Epoxy tack coat is sprayed, and the top layer construction is carried out the next day.

[0108] 9. Construction completed: Close traffic and wait for the temperature to cool down naturally before proceeding with other work.

[0109] The gradation of the large-diameter asphalt aggregate mixture in this embodiment is shown in Table 1 below:

[0110] Table 1. Gradation table of fine-grained asphalt mastic aggregate mixture in Example 1

[0111]

[0112] The road performance evaluation test of asphalt concrete was conducted, and the results are shown in Tables 2 and 3 below:

[0113] Table 2, Performance Evaluation Table for Mixed Material Roads Using Support Strips in Example 1

[0114]

[0115] Table 3. Performance Evaluation Table of Upper Layer Mixture for Example 1

[0116]

[0117] After the construction was completed, the construction site was inspected, and the results are shown in Tables 4 and 5 below:

[0118] Table 4. Inspection Results of Support Strip Construction Completion in Example 1

[0119]

[0120] Table 5. Test Results of Top Layer Construction Completion in Example 1

[0121]

[0122] The examples described herein are merely preferred embodiments of the invention and are not intended to limit the concept and scope of the invention. Any modifications and improvements made by those skilled in the art to the technical solutions of the invention without departing from the design concept of the invention should fall within the protection scope of the invention.

Claims

1. A construction method of a smart track pavement, based on a smart track pavement of a reconstruction of an original pavement, comprising a fine-grained asphalt mastic upper layer and the original pavement arranged from top to bottom, and further comprising two epoxy asphalt medium-grained asphalt concrete supporting belts respectively embedded in the original pavement and corresponding to two wheel tracks of a smart track tramcar, the epoxy asphalt medium-grained asphalt concrete supporting belt comprising the following components in mass fraction: 10-20mm coarse aggregate 10~14 parts 5-15mm coarse aggregate 12~50 parts; 3-5mm coarse aggregate 0~18 parts; 0-3mm fine aggregate 5~36 parts; filler 3~8 parts; asphalt 2.4~2.9 parts; epoxy resin additive 2.4~2.9 parts; characterized in that the construction method comprising the following steps: Step one: milling and planing the upper layer of the original pavement to form two grooves for laying the supporting belts; Step two: cleaning the surface of the original pavement and spraying epoxy adhesive layer on the groove walls; Step three: laying the epoxy asphalt medium-grained asphalt concrete mixture in the grooves to form the epoxy asphalt medium-grained asphalt concrete supporting belts; Step four: laying the fine-grained asphalt mastic upper layer on the surface of the original pavement.

2. The construction method of a smart track surface according to claim 1, characterized in that: The width of the epoxy asphalt medium-grained asphalt concrete supporting belt is 400~600mm, the thickness is 60mm~80mm, and the center distance between the two supporting belts is 2m.

3. The construction method of a smart track surface according to claim 2, characterized in that: In the epoxy asphalt medium-grained asphalt concrete supporting belt, the amount of epoxy resin additive is 30%~50% of the mass of the binder.

4. The construction method of a smart track surface according to claim 3, characterized in that: In the epoxy asphalt medium-grained asphalt concrete supporting belt, the content of needle-like particles of the coarse aggregate is not more than 15%, the aggregate crushing value is not more than 26%, and the adhesion to asphalt is not less than 5 levels.

5. The construction method of a smart track surface according to claim 3, characterized in that: In the epoxy asphalt medium-grained asphalt concrete supporting belt, the angularity of the fine aggregate is greater than 50%, and the sand equivalent value is not less than 60%.

6. The construction method of a smart track surface according to claim 3, characterized in that: In the epoxy asphalt medium-grained asphalt concrete supporting belt, the filler is limestone powder, the water content is not more than 1%, the hydrophilic coefficient is less than 1, and the plasticity index is less than 4%.

7. The method of claim 1, wherein the method further comprises: providing a plurality of rail segments; and coupling the plurality of rail segments to form the track. Step three: laying the epoxy asphalt medium-grained asphalt concrete mixture in the grooves to form the epoxy asphalt medium-grained asphalt concrete supporting belts, comprising: adding coarse aggregate and fine aggregate into an intermittent mixer, dry mixing for 30s, then adding filler and asphalt in turn for further mixing, the total mixing time is not less than 120s, and the discharge temperature is maintained at 170℃~185℃; using a paver to pave the asphalt mixture in the grooves, the paver is uniformly advanced at a speed of not more than 2m / min, the loose paving coefficient is 1.2~1.3, and the paving temperature is not less than 165℃; using a small steel wheel roller to follow the paver to advance and static pressure once, then retreat and vibration pressure once, and then vibration pressure back and forth for 2~3 times, the initial pressure temperature is controlled at 150~160℃; using a small rubber-tired roller to advance back and forth at a speed of 3~4km / h for 2~3 times; using a small vibration roller to compact twice with the same process, then using a rubber-tired roller to static pressure once, and the final pressure temperature is not less than 100℃ at the end of the final pressure.

8. The method of claim 7, wherein the method further comprises: The prepared asphalt mixture is tested, and the performance meets the following requirements for subsequent construction: the Marshall test specimen void ratio is not more than 4%. The dynamic stability of the supporting asphalt mixture at 60°C is not less than 10,000 times / mm; The dynamic stability of the upper layer asphalt mixture at 60°C is not less than 4,000 times / mm.

9. The construction method according to claim 7, characterized in that, Step one: milling operation is performed on the original pavement upper layer to form two grooves for laying supporting belts, comprising: The original pavement upper layer is milled by a milling machine, the milling depth is 40 mm, after the upper layer is milled, a cutting machine is used to cut and position at the preset position of the supporting belt in the original pavement, and then the milling machine is used to mill the preset position of the supporting belt, the milling width is 400-600 mm, and the thickness is 60-80 mm.

Images