A method of constructing a monolithic pavement

Abstract

The application discloses a kind of integral road pavement construction methods, belong to road pavement construction technical field, to solve the problem of the service life reduction of asphalt concrete pavement caused by poor rutting, interlayer adhesion and crack resistance of asphalt concrete pavement in prior art.The method comprises laying a base layer;Laying a composite mucosa layer on the base layer;A layer of geocell is laid on the composite mucosa layer, and asphalt mixture is filled into the grid of geocell to form a layer of geocell layer, and an adhesive layer is laid on the upper surface of the geocell layer;A layer of geocell is laid on the lower layer, and asphalt mixture is filled into the grid of geocell, and an adhesive layer is laid on the upper surface of the geocell layer;A layer of geocell is laid on the intermediate layer, and asphalt mixture is filled into the grid of geocell, and an adhesive layer is laid on the upper surface of the geocell layer;An abrasion layer is laid on the upper surface of the upper layer.The application can be used for the construction of integral road pavement.

Description

Technical Field

[0001] This invention belongs to the field of road construction technology, and in particular relates to an integral road construction method. Background Technology

[0002] Currently, with the increasing prevalence of vehicles, the demand for roads is also growing, and the requirements for road quality are becoming increasingly stringent. The vast majority of existing high-grade roads are made of asphalt concrete, which offers good flexibility and is seamless.

[0003] However, asphalt concrete pavements suffer from problems such as rutting, poor interlayer bonding, and poor crack resistance, which directly affect the quality of asphalt concrete pavements and reduce their service life. Summary of the Invention

[0004] Based on the above analysis, the present invention aims to provide an integral pavement construction method to solve the problems of reduced service life of asphalt concrete pavements due to rutting, poor interlayer bonding and crack resistance in the prior art.

[0005] The objective of this invention is mainly achieved through the following technical solutions.

[0006] This invention provides a method for constructing an integral road surface, comprising the following steps:

[0007] Step 1: Lay the base layer;

[0008] Step 2: Lay a composite adhesive film layer on the base layer;

[0009] Step 3: Unfold, tension, and fix a layer of geocells onto the composite tack membrane layer to form a geocell layer. Fill the geocell grid with asphalt mixture and lay an adhesive layer on the upper surface of the geocell layer to obtain the lower layer.

[0010] Step 4: Unfold, tension, and fix one layer of geocells on the lower layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the intermediate layer.

[0011] Step 5: Unfold, tension, and fix one layer of geocells on the intermediate layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the upper layer.

[0012] Step 6: Lay a wear-resistant layer on the upper surface of the top layer to complete the construction of the monolithic pavement.

[0013] Furthermore, in step 3, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included:

[0014] The connectors are inserted into the accommodating space of the lower geocell, with some connectors located within the base layer and the remaining connectors located within the accommodating space of the lower geocell.

[0015] Furthermore, in step 4, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included:

[0016] The connectors are inserted into the accommodating space of the middle geocell, with some connectors located in the accommodating space of the lower geocell and the remaining connectors located in the accommodating space of the middle geocell.

[0017] Furthermore, in step 5, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included:

[0018] The connectors are inserted into the accommodating space of the upper geocell, with some connectors located in the accommodating space of the middle geocell and the remaining connectors located in the accommodating space of the upper geocell.

[0019] Furthermore, the following steps are included before step 1:

[0020] Step a: Treat the monolithic pavement as a whole, assume that the top layer, middle layer and bottom layer are completely bonded together, simplify the monolithic pavement as a simply supported beam structure, and calculate the surface layer deflection;

[0021] Step b: Determine whether the surface deflection is within the deflection threshold range;

[0022] If the actual deflection of the surface layer is within the deflection threshold range, it indicates that the design of the monolithic pavement is reasonable; if the actual deflection of the surface layer is not within the deflection threshold range, it indicates that the design of the monolithic pavement is unreasonable.

[0023] Furthermore, in step a, the calculation of deflection includes the following steps:

[0024] Step a1: Calculate the distance between the centroid of the surface layer section and the bottom of the surface layer;

[0025] Step a2: Calculate the moment of inertia of the upper layer section about the centroidal axis of the surface layer, the moment of inertia of the middle layer section about the centroidal axis of the surface layer, and the moment of inertia of the lower layer section about the centroidal axis of the surface layer, respectively;

[0026] Step a3: Calculate the bending stiffness of the simply supported beam based on the moment of inertia of the upper layer section about the centroidal axis of the surface layer, the moment of inertia of the middle layer section about the centroidal axis of the surface layer, the moment of inertia of the lower layer section about the centroidal axis of the surface layer, and the actual measured elastic moduli of the upper layer, the middle layer, and the lower layer.

[0027] Step a4: Calculate the equivalent modulus of elasticity of the simply supported beam based on its bending stiffness;

[0028] Step a5: Calculate the deflection of the simply supported beam based on the equivalent elastic modulus of the beam and the moment of inertia of the surface section about itself.

[0029] Furthermore, the Rayleigh-Ritz method was used to calculate the deflection of the simply supported beam.

[0030] Furthermore, in step a2, the moment of inertia of the upper layer section about the centroidal axis of the surface layer is calculated using the following formula:

[0031] I1=I 1C +M1 2 A1

[0032] In the formula:

[0033] I1 is the moment of inertia of the upper layer section about the centroidal axis of the surface layer, m 4 ;

[0034] I 1C Let m be the moment of inertia of the upper layer about its own centroidal axis. 4 ;

[0035] M1 is the distance from the centroidal axis of the upper layer to the centroidal axis of the surface layer, in meters.

[0036] A1 is the area of ​​the upper layer, m 2。

[0037] Furthermore, in step a2, the moment of inertia of the intermediate layer section about the centroidal axis of the surface layer is calculated using the following formula:

[0038] I2=I 2C +M2 2 A2

[0039] In the formula:

[0040] I2 is the moment of inertia of the mid-surface section about the centroidal axis of the surface layer, m 4 ;

[0041] I 2C Let m be the moment of inertia of the mid-surface layer about its own centroidal axis. 4 ;

[0042] M2 is the distance from the centroidal axis of the intermediate layer to the centroidal axis of the surface layer, in meters.

[0043] A2 is the area of ​​the intermediate layer, in meters. 2 .

[0044] Furthermore, in step a2, the moment of inertia of the lower layer section about the centroidal axis of the surface layer is calculated using the following formula:

[0045] I3 = I 3C +M3 2 A3

[0046] In the formula:

[0047] I3 is the moment of inertia of the lower layer section about the centroidal axis of the surface layer, m 4 ;

[0048] I 3C Let m be the moment of inertia of the lower layer about its own centroidal axis. 4 ;

[0049] M3 is the distance from the centroidal axis of the lower layer to the centroidal axis of the upper layer, in meters (m).

[0050] A3 is the area of ​​the lower layer, in meters. 2 .

[0051] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects.

[0052] A) The integral pavement construction method provided by the present invention uses geocells as the main structure of the surface layer. Under the reinforcement of the geocells, asphalt mixture is further filled, which can effectively increase the surface layer modulus, expand the load distribution range, and enhance the stress diffusion effect. This significantly reduces the stress and strain of the surface layer and the vertical stress transmitted to the subgrade, thereby improving the load-bearing capacity of the surface layer.

[0053] B) The integral pavement construction method provided by the present invention, due to the high lateral confinement effect of geocells, gives the surface layer the characteristics of high structural stiffness and high strength, thereby simultaneously improving the overall flexural tensile performance, shear performance, rutting resistance and crack resistance of the pavement.

[0054] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained through the embodiments described and the accompanying drawings, which are particularly pointed out. Attached Figure Description

[0055] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0056] Figure 1 This is a flowchart illustrating the integral road construction method provided in Embodiment 1 of the present invention.

[0057] Figure 2 A schematic diagram of the integral pavement structure in the integral pavement construction method provided in Embodiment 1 of the invention;

[0058] Figure 3 This is a schematic diagram of the geocell structure in the integral pavement construction method provided in Embodiment 1 of the present invention;

[0059] Figure 4a This is a schematic diagram of the first type of connector structure in the integral road construction method provided in Embodiment 1 of the present invention;

[0060] Figure 4b This is a schematic diagram of a second type of connector structure in the integral road construction method provided in Embodiment 1 of the present invention;

[0061] Figure 5 This is a schematic diagram of the fastener structure in the integral road construction method provided in Embodiment 1 of the present invention;

[0062] Figure 6a This is a schematic diagram showing the deflection calculation simplified to a simply supported beam in the integral pavement construction method provided in Embodiment 1 of the present invention;

[0063] Figure 6b This is a simplified diagram of deflection calculation in the integral pavement construction method provided in Embodiment 1 of the present invention;

[0064] Figure 6c This is a second simplified diagram for deflection calculation in the integral pavement construction method provided in Embodiment 1 of the present invention.

[0065] Figure 7 This is a diagram showing the stress state of micro-elements in the monolithic pavement construction method provided in Embodiment 2 of the present invention.

[0066] Figure 8 This is a stress distribution diagram of the composite reinforced monolithic pavement micro-element in the monolithic pavement construction method provided in Embodiment 2 of the present invention, showing the stress distribution in the limit equilibrium state of the composite reinforced monolithic pavement micro-element under the action of the maximum principal stress and the minimum principal stress.

[0067] Figure 9a This is a three-zone distribution diagram of the heavy medium composite reinforced monolithic pavement in the monolithic pavement construction method provided in Embodiment 2 of the present invention;

[0068] Figure 9b This is a three-zone distribution diagram of the non-weighty medium composite reinforced monolithic pavement in the monolithic pavement construction method provided in Embodiment 2 of the present invention;

[0069] Figure 10 This refers to the sliding wire mesh in Zone I of the integral road construction method provided in Embodiment 2 of the present invention;

[0070] Figure 11 This refers to the sliding netting in Zone III of the integral pavement construction method provided in Embodiment 2 of the present invention.

[0071] Figure 12 This refers to the sliding netting in Zone II of the integral pavement construction method provided in Embodiment 2 of the present invention.

[0072] Figure 13 This refers to the sliding network of the integral pavement without heavy composite reinforcement in the integral pavement construction method provided in Embodiment 2 of the present invention;

[0073] Figure 14 This refers to the sliding area of ​​the heavy-duty composite reinforced monolithic pavement in the monolithic pavement construction method provided in Embodiment 2 of the present invention.

[0074] Figure 15 This is a coordinate transformation diagram for the integral road construction method provided in Embodiment 2 of the present invention.

[0075] Figure label:

[0076] 10-Wearing layer; 11-Top layer; 12-Middle layer; 13-Bottom layer; 14-Base layer; 15-Geocell; 16-Adhesive layer; 17-Connecting column; 18-Connecting pipe; 19-Inner pipe; 20-Outer pipe; 21-Spring; 22-Clamping plate; 23-Connecting plate; 24-Composite adhesive layer. Detailed Implementation

[0077] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which 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 intended to limit the scope of the present invention.

[0078] Example 1

[0079] This embodiment provides a method for constructing an integral road surface; see [link to relevant documentation]. Figure 1 It includes the following steps:

[0080] Step 1: Lay the base layer 14;

[0081] Step 2: Lay the composite adhesive film layer 24 on the base layer 14;

[0082] Step 3: Unfold, tension, and fix a layer of geocell 15 onto the composite adhesive membrane layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer 16 on the upper surface of the geocell layer to obtain the lower layer 13.

[0083] Step 4: Unfold, tension, and fix a layer of geocell 15 on the lower layer 13, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer 16 on the upper surface of the geocell layer to obtain the middle layer 12.

[0084] Step 5: Unfold, tension, and fix a layer of geocell 15 on the intermediate layer 12, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer 16 on the upper surface of the geocell layer to obtain the upper layer 11.

[0085] Step 6: Lay the wear layer 10 on the upper surface of the top layer 11 to complete the construction of the integral pavement.

[0086] Compared with the prior art, the integral pavement construction method provided in this embodiment uses geocells as the main structure of the surface layer. Under the reinforcement of the geocells, asphalt mixture is further filled, which can effectively increase the surface layer modulus, expand the load distribution range, and enhance the stress diffusion effect. This significantly reduces the stress and strain of the surface layer and the vertical stress transmitted to the subgrade, thereby improving the load-bearing capacity of the surface layer.

[0087] In addition, due to the high lateral confinement of geocells, the surface layer has the characteristics of high structural stiffness and high strength, which can simultaneously improve the overall flexural tensile performance, shear performance, rutting resistance and crack resistance of the pavement.

[0088] It is understandable that the aforementioned integral pavement, see Figures 2 to 3 It includes, from top to bottom, a wear layer 10, a top layer 11, a middle layer 12, a bottom layer 13, a composite adhesive layer 24, and a base layer 14. Among them, the top layer 11, the middle layer 12, and the bottom layer 13 have basically the same structure, each including geocells 15, an adhesive layer 16, and an asphalt mixture. Adjacent geocell layers 15 are fixedly connected by the adhesive layer 16, and the asphalt mixture is filled into the grid of the geocells 15.

[0089] In order to further improve the connection stability of two adjacent geocell layers 15 and further improve the overall integrity of the pavement, and realize stress transfer in the longitudinal direction of the pavement, in step 3 above, after the installation of one geocell layer is completed and before the asphalt mixture is filled into the grid of the geocell to form a geocell layer, the following steps are also included:

[0090] The connectors are inserted into the receiving space of the lower layer 13 geocells, with some connectors located in the base layer 14 and the remaining connectors located in the receiving space of the lower layer 13 geocells.

[0091] Similarly, in step 4 above, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included:

[0092] The connectors are inserted into the receiving space of the middle layer 12 geocells, with some connectors located in the receiving space of the lower layer 13 geocells and the remaining connectors located in the receiving space of the middle layer 12 geocells.

[0093] In step 5 above, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included:

[0094] The connectors are inserted into the accommodating space of the upper layer 11 geocells, with some connectors located in the accommodating space of the middle layer 12 geocells and the remaining connectors located in the accommodating space of the upper layer 11 geocells.

[0095] Specifically, the connector is columnar in shape. In two adjacent geocells 15, some connectors are inserted into the accommodating space of the lower geocell 15, while the remaining connectors are inserted into the accommodating space of the upper geocell 15. The two adjacent geocells 15 are connected as a whole by the connectors.

[0096] For the connectors, the following two structures can be adopted:

[0097] The first structure, see [link / reference] Figure 4a The connector includes a connecting column 17 and a connecting pipe 18 sleeved on the outer wall of the connecting column 17. In two adjacent geocells 15, part of the connecting pipe 18 is inserted into the receiving space of the lower geocell 15, and the remaining part of the connecting pipe 18 is inserted into the receiving space of the upper geocell 15. The connecting pipe 18 is fixedly connected to the geocell 15 (e.g., by welding). The top of the connecting column 17 is provided with a groove, and the bottom of the connecting column 17 is an arc-shaped protrusion. In the vertical direction, the arc-shaped protrusion of the upper connecting column 17 is inserted into the groove of the lower connecting column 17, which can connect multiple connecting columns 17 in the vertical direction into a whole, thereby connecting multiple geocells 15 into a whole, so as to realize the stress transfer in the vertical direction of the road surface.

[0098] The second structure, see [link]. Figure 4bThe connector includes a connecting column 17, an inner tube 19, an outer tube 20, and a spring 21. In two adjacent geocells 15, part of the outer tube 20 is inserted into the receiving space of the lower geocell 15, and the remaining part of the outer tube 20 is inserted into the receiving space of the upper geocell 15. The outer tube 20 is fixedly connected to the geocell 15 (e.g., by welding). The inner tube 19 is sleeved on the lower part of the connecting column 17 and is movably connected to the connecting column 17. The upper end of the connecting column 17 is provided with an upper boss, and the lower end of the inner tube 19 is provided with a lower boss. The spring 21 is sleeved on the outer wall of the connecting column 17 and the inner tube 19. The top end of the spring 21 abuts against the upper boss, and the lower end of the spring 21 abuts against the lower boss. The top end of the connecting column 17 is provided with a groove, and the bottom end of the inner tube 19 is an arc-shaped protrusion. In the vertical direction, the arc-shaped protrusion of the upper connecting column 17 is inserted into the groove of the lower inner tube 19. On the one hand, the connectors with this structure can connect multiple vertical connecting columns 17 into a whole, and then connect the multi-layer geocells 15 into a whole, thereby realizing the stress transfer in the vertical direction of the road surface; on the other hand, when the road surface is subjected to vertical force, the spring 21 can buffer the vertical force, and multiple connectors can buffer in stages to achieve the effect of road surface vibration reduction.

[0099] To ensure the rationality of the integral pavement design, the following steps are included before step 1 above:

[0100] Step a: Treating the monolithic pavement as a whole, assume that the top layer 11, middle layer 12, and bottom layer 13 are completely bonded together, simplifying the monolithic pavement into a simply supported beam structure. See [link / reference]. Figure 6a Calculate the surface deflection;

[0101] Step b: Determine whether the surface deflection is within the deflection threshold range. It should be noted that the deflection threshold range is usually determined according to design specifications or engineering requirements.

[0102] If the actual deflection of the surface layer is within the deflection threshold range, it indicates that the design of the monolithic pavement is reasonable; if the actual deflection of the surface layer is not within the deflection threshold range, it indicates that the design of the monolithic pavement is unreasonable.

[0103] Specifically, in step a above, the calculation of deflection includes the following steps:

[0104] Step a1: Calculate the distance between the centroid of the surface layer section and the bottom of the surface layer:

[0105]

[0106] In the formula:

[0107] h0 is the distance from the centroid of the surface layer cross section to the bottom of the surface layer, in meters;

[0108] A1 is the area of ​​the upper layer, m 2 ;

[0109] A2 is the area of ​​the intermediate layer, in meters. 2 ;

[0110] A3 is the area of ​​the lower layer, in meters. 2 ;

[0111] h1' is the distance from the centroid of the upper layer to the centroid axis of the surface layer (i.e., the y-axis), in meters;

[0112] h'2 is the distance from the centroid of the middle layer to the centroidal axis of the surface layer (i.e., the y-axis), in meters;

[0113] h3' is the distance from the centroid of the mid-layer to the centroid axis of the surface layer (i.e., the y-axis), in meters.

[0114] according to Figure 6b It can be seen that, after simplifying Equation 1, we get:

[0115]

[0116] In the formula:

[0117] h0 is the distance from the centroid of the surface layer cross section to the bottom of the surface layer, in meters;

[0118] h1 is the thickness of the upper layer, in meters;

[0119] h2 is the thickness of the intermediate layer, in meters;

[0120] h3 is the thickness of the lower layer, in meters;

[0121] Step a2: Calculate the moment of inertia of the upper layer section 11 about the centroidal axis (y-axis), the middle layer section 12 about the centroidal axis (y-axis), and the lower layer section 13 about the centroidal axis (y-axis).

[0122] The moment of inertia of the upper layer 11 section about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula:

[0123] I1=I 1C +M1 2 Type A1 3

[0124] In the formula:

[0125] I1 is the moment of inertia of the upper layer section about the centroidal axis (y-axis) of the surface layer, m 4 ;

[0126] I 1C Let m be the moment of inertia of the upper layer about its own centroidal axis. 4 ;

[0127] M1 is the distance from the centroidal axis of the upper layer to the centroidal axis of the surface layer, in meters.

[0128] A1 is the area of ​​the upper layer, m 2 .

[0129] The moment of inertia of section 12 of the middle layer about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula:

[0130] I2=I 2C +M2 2 A2 type 4

[0131] In the formula:

[0132] I2 is the moment of inertia of the mid-surface section about the centroidal axis of the surface layer (i.e., the y-axis), m 4 ;

[0133] I 2C Let m be the moment of inertia of the mid-surface layer about its own centroidal axis. 4 ;

[0134] M2 is the distance from the centroidal axis of the intermediate layer to the centroidal axis of the surface layer, in meters.

[0135] A2 is the area of ​​the intermediate layer, in meters. 2 .

[0136] The moment of inertia of section 13 of the lower layer about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula:

[0137] I3 = I 3C +M3 2 A3 type 5

[0138] In the formula:

[0139] I3 is the moment of inertia of the lower layer section about the centroidal axis (y-axis) of the surface layer, m 4 ;

[0140] I 3C Let m be the moment of inertia of the lower layer about its own centroidal axis. 4 ;

[0141] M3 is the distance from the centroidal axis of the lower layer to the centroidal axis of the upper layer, in meters (m).

[0142] A3 is the area of ​​the lower layer, in meters. 2 .

[0143] because Substituting h1, h2, and h3 into equation 3, we obtain equations 6 to 8:

[0144]

[0145]

[0146]

[0147] In the formula:

[0148] b is the width of the surface layer, m.

[0149] Step a3: Based on the moments of inertia of the upper layer 11 section about the centroidal axis of the surface layer, the middle layer 12 section about the centroidal axis of the surface layer, the lower layer 13 section about the centroidal axis of the surface layer, and the measured elastic moduli of the upper layer 11, the middle layer 12, and the lower layer 13, calculate the bending stiffness of the simply supported beam:

[0150] E0I0=E1I1+E2I2+E3I3 Equation 9

[0151] In the formula:

[0152] E0I0 is the bending stiffness of the simply supported beam, in kN·m. 2 ;

[0153] I1 is the moment of inertia of the upper layer section about the centroidal axis (y-axis) of the surface layer, m 4 ;

[0154] I2 is the moment of inertia of the mid-surface section about the centroidal axis of the surface layer (i.e., the y-axis), m 4 ;

[0155] I3 is the moment of inertia of the mid-surface section about the centroidal axis (y-axis) of the surface layer, m 4 ;

[0156] E1 is the elastic modulus of the upper layer, in kN / m. 2 ;

[0157] E2 is the elastic modulus of the mid-layer, in kN / m 2 ;

[0158] E3 is the elastic modulus of the lower layer, in kN / m. 2 ;

[0159] Step a4: Calculate the equivalent modulus of elasticity of the simply supported beam based on its bending stiffness. See [reference needed]. Figure 6c Based on the principle that the bending stiffness of simply supported beams is equal, we obtain:

[0160]

[0161] In the formula:

[0162] E is the equivalent elastic modulus of the simply supported beam, in kN / m. 2 ;

[0163] I y Let m be the moment of inertia of the surface section about itself. 4 ,according to Figure 6c It can be seen that,

[0164] h m Let m and h be the thickness of the surface layer cross section. m =h1+h2+h3;

[0165] b is the width of the surface layer, m.

[0166] Step a5: Based on the equivalent elastic modulus of the simply supported beam and the moment of inertia of the surface section about itself, the deflection w (m) of the simply supported beam is calculated using the Rayleigh-Ritz method: Introduce the coordinate s = x / n. When x = 0 and n = 0, the deflection w of the simply supported beam is 0.

[0167] Let the deflection be:

[0168] w = s(1-s)(a1+a2s+a3s) 2 Formula 11

[0169] Solving for coefficients a1, a2, and a3 using the Rayleigh-Ritz method, from achievable

[0170] a1 = a2 = a, a3 = -a

[0171] but:

[0172] w = s(1-s)(a+as+as) 2 Formula 12

[0173] The total potential energy (J) of the simply supported beam is:

[0174]

[0175] According to the principle of minimum potential energy get:

[0176]

[0177] Substituting equation 14 into equation 12, we get:

[0178]

[0179] In the formula:

[0180] w represents deflection, in meters (m).

[0181] s is the coordinate of a point on a simply supported beam;

[0182] q is the uniformly distributed load on the simply supported beam, in N;

[0183] n is the length of the simply supported beam, in meters;

[0184] E is the equivalent elastic modulus of the simply supported beam, in kN / m. 2 ;

[0185] I y Let m be the moment of inertia of the surface section about itself. 4 .

[0186] Specifically, the structure of geocell 15 includes a honeycomb-like three-dimensional grid structure. The geocell strip connection part has two connection points, and the strips between the two connection points are not connected, thereby forming an accommodating space. Geocells with this structure have characteristics such as high strength, low elongation, strong lateral confinement, and wear resistance.

[0187] In order to allow the asphalt mixture to flow between the strips and to make the asphalt mixture in the geocell 15 form a whole, through holes with a diameter of 1 to 3 cm are opened on the strips. In this way, the asphalt mixture can flow between the strips through the through holes, so that the asphalt mixture in each cell can be connected to each other to form a whole. In addition, the through holes can also serve as drainage holes to guide water in the road surface.

[0188] For example, the through holes are arranged in a triangular pattern. This arrangement of through holes can minimize the impact on the tensile properties of the strip while ensuring effective connection of the asphalt mixture and smooth drainage.

[0189] To ensure the geocells unfold during installation, the aforementioned monolithic pavement also includes fasteners, see [link to details]. Figure 5 The fixing frame includes a clamping plate 22, which clamps the strips of the geocell.

[0190] Taking the geocell grid shape as rhomboid or approximately rhomboid as an example, the above-mentioned fasteners include 4 connecting plates 23 and 4 clamping plates 22. The 4 clamping plates 22 correspond one-to-one with the strips of the grid. That is to say, in each grid of the geocell, each strip of the grid is clamped by the clamping plate 22, and two adjacent clamping plates 22 are fixedly connected by the connecting plate 23.

[0191] Specifically, the composite adhesive layer 24 is a reinforced composite adhesive layer comprising multiple layers of adhesive (e.g., thermoplastic polyurethane adhesive) and a single layer of fiber geogrid (carbon fiber geogrid). The adhesive has a melting point of 80–100°C and a thickness of 0.1–0.2 mm. The adhesive melts into a liquid at asphalt paving temperatures, effectively bonding the geocell layer to the base layer 14. The fiber geogrid has a tensile strength ≥80 kN / m, an elongation at break ≤2%, a mesh size of 20 mm × 20 mm to 40 mm × 40 mm, and a thickness of 0.4–0.8 mm. This composite adhesive layer 24 melts at typical asphalt paving temperatures, enhancing the bond between the geocell layer and the base layer 14. It replaces the use of traditional adhesive layers, eliminating problems such as emulsion spraying, delayed curing, insufficient adhesive layer coverage, or adhesive layer adhering to construction vehicle wheels.

[0192] Example 2

[0193] This embodiment provides a method for constructing an integral pavement, which is basically the same as the method for constructing an integral pavement provided in Embodiment 1, except that:

[0194] To ensure the rationality of the monolithic pavement design and the safety of its practical application, the following steps are included before step 1 above:

[0195] The design bearing capacity is calculated to guide the actual bearing capacity of the road surface in subsequent practical applications.

[0196] Step A: Treat the monolithic pavement as a whole, assume that the top layer, middle layer and bottom layer are completely bonded together, simplify the monolithic pavement into an elastic-ideal plastic body, and obtain the basic partial differential equations of the monolithic pavement in the limit equilibrium state when the cohesion is not considered in the plane problem.

[0197] Step B: Based on the fundamental partial differential equations of the integral pavement in the limit equilibrium state without considering cohesion in a plane problem, calculate the direction angles of the average principal stress and the maximum principal stress on the slip line of the integral pavement.

[0198] Step C: Draw the skid line grid for the integral road surface;

[0199] Step D: Determine the surface forces acting on the monolithic pavement surface;

[0200] Step E: Determine the theoretical formula for the ultimate bearing capacity of the monolithic pavement. Calculate the ultimate bearing capacity based on the theoretical formula, and use 50-80% of the ultimate bearing capacity as the design bearing capacity.

[0201] Specifically, step A above includes the following steps:

[0202] Step A1: Take any infinitesimal element from the monolithic pavement. When the monolithic pavement is in a state of limit equilibrium, the stress acting on the infinitesimal element satisfies the limit equilibrium condition. The limit equilibrium formulas are expressed as follows: (Ignoring cohesion and considering cohesion respectively)

[0203]

[0204] In the formula:

[0205] The internal friction angle of the integral road surface is expressed in °.

[0206] c represents the cohesion of the monolithic pavement, in MPa;

[0207] σ1 is the maximum principal stress of the infinitesimal element, in MPa;

[0208] σ3 is the minimum principal stress of the infinitesimal element, in MPa.

[0209] The relationships between the maximum principal stress, the minimum principal stress, the normal stress along the x-axis, the normal stress along the z-axis, and the shear stress of the infinitesimal element are as follows:

[0210]

[0211] In the formula:

[0212] α is the direction angle of the maximum principal stress, in °;

[0213] σ1 is the maximum principal stress of the infinitesimal element, in MPa;

[0214] σ3 is the minimum principal stress of the infinitesimal element, in MPa;

[0215] σ x Let be the normal stress of the infinitesimal element along the x-axis, in MPa;

[0216] σ z Let be the normal stress of the infinitesimal element along the z-axis, in MPa;

[0217] τ xz Let be the shear stress of the infinitesimal element, in MPa.

[0218] See the stress condition of the micro-element. Figure 7 From the force equilibrium relations, the static equilibrium differential equation for the plane problem is:

[0219]

[0220] In the formula:

[0221] σ x Let be the normal stress of the infinitesimal element along the x-axis, in MPa;

[0222] σ z Let be the normal stress of the infinitesimal element along the z-axis, in MPa;

[0223] τ xz The shear stress of the infinitesimal element is expressed in MPa.

[0224] γ is the unit weight of the monolithic pavement, in kN / m³. 3 .

[0225] Step A2: Substitute the limit equilibrium formula (partial equation 16) neglecting cohesion into the relationship between the maximum principal stress, the minimum principal stress, the normal stress along the x-axis, the normal stress along the z-axis, and the shear stress of the infinitesimal element (equation 17). After simplification, substitute this into the static equilibrium differential equation (equation 18) to obtain the basic partial differential equation for the planar problem of the integral pavement neglecting cohesion in the limit equilibrium state:

[0226]

[0227] In the formula:

[0228] σ0 = 1 / 2(σ1 + σ3), where σ0 is the mean principal stress, in MPa.

[0229] α is the direction angle of the maximum principal stress, in °;

[0230] σ1 is the maximum principal stress of the infinitesimal element, in MPa;

[0231] σ3 is the minimum principal stress of the infinitesimal element, in MPa;

[0232] The internal friction angle of the integral road surface is °.

[0233] It should be noted that the relationship between the shear strength parameters (i.e., cohesion and internal friction angle) of monolithic pavement is determined through triaxial or uniaxial penetration shear tests and unconfined compressive strength tests:

[0234]

[0235] In the formula:

[0236] τ is the shear stress on the shear fracture surface, in MPa, which is the shear strength of the monolithic pavement;

[0237] c represents the cohesion of the monolithic pavement, in MPa;

[0238] The frictional strength is expressed in MPa, and its magnitude is proportional to the normal pressure σ.

[0239] σ is the normal pressure, in MPa;

[0240] The internal friction angle of the integral road surface is °.

[0241] Step B specifically includes the following steps:

[0242] Step B1: Based on the fundamental assumptions, the monolithic pavement is a weightless medium with a unit weight γ = 0. The basic partial differential equations for the monolithic pavement in the limit equilibrium state, neglecting cohesion in the plane problem, are simplified and rearranged as follows:

[0243]

[0244] In the formula:

[0245] σ0 = 1 / 2(σ1 + σ3), where σ0 is the mean principal stress, in MPa.

[0246] α is the direction angle of the maximum principal stress, in °;

[0247] ε is the angle between the sliding surface direction and the direction of the maximum principal stress, in degrees;

[0248] The internal friction angle of the integral road surface is °.

[0249] In the xOz plane (i.e., the plane passing through the x-axis and z-axis), along a continuous line segment z = f(x), given the values ​​of σ0 and α, such as... Figure 8 As shown, their increments are as follows:

[0250]

[0251] In the formula:

[0252] σ0 is the mean principal stress, in MPa;

[0253] α is the direction angle of the maximum principal stress, in °.

[0254] Step B2: The integral pavement micro-element is in a state of limit equilibrium under the action of the maximum principal stress and the minimum principal stress, as shown below. Figure 8 As shown, when the pavement experiences ultimate failure, two sets of slip lines will be generated. These two sets of slip lines are symmetrically arranged with respect to the maximum principal stress, and the angle between the two sets of slip lines is 90°, which is the difference between the angle of internal friction of the integral pavement and the angle of internal friction of the integral pavement.

[0255] On the first set of slip lines S1,

[0256] On the second set of slip lines S2,

[0257] In the formula:

[0258] β1 is the direction angle of the first set of slip lines, in °;

[0259] β2 is the direction angle of the second set of slip lines, in °;

[0260] α is the direction angle of the maximum principal stress, in °;

[0261] ε is the angle between the sliding surface direction and the direction of maximum principal stress, in °.

[0262] Substituting equations 23 and 24 into equation 22 respectively, we get:

[0263] Along the first set of slip lines:

[0264]

[0265] Along the second set of slip lines:

[0266]

[0267] In the formula:

[0268] σ0 is the mean principal stress, in MPa;

[0269] α is the direction angle of the maximum principal stress, in °;

[0270] ε is the angle between the sliding surface direction and the direction of maximum principal stress, in °.

[0271] Step B3: Substitute equations 25 and 26 into equation 21 respectively, and we get:

[0272] First set of slip lines:

[0273]

[0274] Second set of slip lines:

[0275]

[0276] In the formula:

[0277] σ0 is the mean principal stress, in MPa;

[0278] α is the direction angle of the maximum principal stress, in °;

[0279] ε is the angle between the sliding surface direction and the direction of maximum principal stress, in °.

[0280] Solving the above ordinary differential equations (i.e., equations 27 and 28), we get:

[0281] Average principal stress of the first group of slip lines:

[0282] The average principal stress of the second set of slip lines:

[0283] In the formula:

[0284] σ0 is the mean principal stress, in MPa;

[0285] α is the direction angle of the maximum principal stress, in °;

[0286] The internal friction angle of the integral road surface is expressed in °.

[0287] C α C β These are the function coefficients.

[0288] Step C includes the following steps:

[0289] Step C1: Transform the heavy-medium monolithic pavement into a weightless monolithic pavement by applying a surface force to the sliding area of ​​the monolithic pavement to replace its weight, and then applying this force to the surface layer. Figure 9a and 9b As shown, when a monolithic pavement without a heavy medium reaches failure under load, the sliding zone in the pavement is divided into three zones: the load zone is zone I, where the monolithic pavement in zone I reaches plastic failure, which is the Rankine active zone; the zone under uniformly distributed surface force on both sides is zone Ш, where the monolithic pavement in zone Ш is compressed and reaches plastic failure, which is the Rankine passive zone; and the middle zone П is the transition zone.

[0290] Step C2: Draw the sliding mesh for each of the three regions.

[0291] Specifically, the sliding mesh for region I is drawn as follows:

[0292] Assuming the surface under load is perfectly smooth, the surface force is the maximum principal stress.

[0293] The monolithic pavement is in a state of plastic failure, therefore the surface force is the ultimate bearing capacity p. u That is, p u =σ1, α = 0°.

[0294] Along the first set of slip lines S1:

[0295] Depend on And ε is the angle between the sliding surface direction and the direction of the maximum principal stress, i.e. Seeking

[0296] Along the second set of slip lines S2:

[0297] Depend on Seeking

[0298] If the angle between the two sets of slip lines is θ, then

[0299] In the formula:

[0300] β1 is the direction angle of the first set of slip lines, in °;

[0301] β2 is the direction angle of the second set of slip lines, in °;

[0302] α is the direction angle of the maximum principal stress, in °;

[0303] ε is the angle between the sliding surface direction and the direction of the maximum principal stress, expressed in °;

[0304] The internal friction angle of the integral road surface is °.

[0305] Because it is a weightless medium, γ = 0, and the stress does not change with depth; therefore, the magnitude and direction of the principal stresses in region I remain unchanged. The slip mesh is composed of two sets of straight lines, β1 and β2, as shown below. Figure 10 As shown.

[0306] Draw the sliding wire mesh for zone Ш:

[0307] In Zone III, the monolithic pavement is damaged by horizontal compression, and the horizontal stress is greater than the vertical stress. Therefore, the surface force acting on the monolithic pavement surface is f = σ3, MPa, α = 90°.

[0308] Along the first set of slip lines S1:

[0309] Depend on Seeking

[0310] Along the second set of slip lines S2:

[0311] Depend on Seeking

[0312] In the formula:

[0313] β1 is the direction angle of the first set of slip lines, in °;

[0314] β2 is the direction angle of the second set of slip lines, in °;

[0315] α is the direction angle of the maximum principal stress, in °;

[0316] ε is the angle between the sliding surface direction and the direction of the maximum principal stress, expressed in °;

[0317] The internal friction angle of the integral road surface is °.

[0318] Similarly, because it is a weightless medium, the stress in region III remains constant, and the slip net is also composed of two sets of straight lines, β1 and β2, with their intersection angle... like Figure 11 As shown.

[0319] Draw the sliding mesh for region P:

[0320] Region П lies between Region Ⅰ and Region Ш, serving as a transition zone connecting them. A set of slip lines in this region must originate from... Figure 12 Midpoints A and B (i.e., ultimate bearing capacity P) u The first set of slip lines is the ray emanating from the boundary of the external load; the second set of slip lines is the curve connecting the slip lines of region I and region III, and intersects with the first set of slip lines at a point... The properties of the slip lines of this set of curves Figure 12 middle This refers to the slip segment in region П. Take any point M with radius r, and its angle with the boundary AC of region I is ω (rad). Draw a line through point M. tangent and normal The reaction force R at point M and the normal line The included angle is the internal friction angle of the integral road surface. Tangent and normal They are two intersecting slip lines with an angle of intersection of θ. from Figure 12 From the geometric relationships, we can see that the direction of the reaction force R(N) points towards point A. Let the included angle increase by a small amount dω; the corresponding increase in radius is dr. From... Figure 12 The geometric relationships in the equation are:

[0321]

[0322] In the formula:

[0323] r is the distance, in meters, between any point M on the curved slip line of Zone II and the boundary point A under the action of the ultimate bearing capacity.

[0324] ω is the angle between the line connecting any point to the boundary point of the ultimate bearing capacity and the boundary AC of the I-th zone, which is 0.5 rad.

[0325] The internal friction angle of the integral road surface is °.

[0326] Solving equation 31 yields:

[0327]

[0328] When ω=0, r=r0 (that is, the length of AC, m), so the constant C=ln(r0), C is a constant.

[0329] Substitute the value of C into have to Therefore This indicates that the curve slip line in region П is a logarithmic spiral, and the angle between it and the first set of ray slip lines is...

[0330] Through the above steps, the slip network of zones I, II, and III has been obtained. The complete slip network of the zero-weight monolithic pavement is then drawn, as follows: Figure 13 As shown.

[0331] Figure 14 Let OCEF represent the sliding zone of a heavy-medium monolithic pavement. Taking half of OCEF (i.e., polygon OCEF) as the research object, calculate its body force W (kN). Divide polygon OCEF into three parts: OAC, ACE, and AEF. Where AB = b (b is the width of the ultimate bearing capacity, m), AC = r0, γ represents the density of the integral pavement.

[0332] It should be noted that in practical applications, the above method or existing drawing methods can be used to draw the sliding wire mesh. Existing drawing methods will not be described in detail here.

[0333] For step D, the following steps are included:

[0334] Step D1: Calculate the volume of half of region I:

[0335]

[0336] In the formula:

[0337] V OAC For half the volume of region I, m 3 ;

[0338] b is the effective width of the ultimate bearing capacity, in meters;

[0339] The internal friction angle of the integral road surface is °.

[0340] Step D2: Calculate the volume of one of the II regions:

[0341]

[0342] In the formula:

[0343] V ACE Let m be the volume of one of the II regions. 3 ;

[0344] Let AC be the length, in meters.

[0345] The internal friction angle of the integral road surface is °.

[0346] Step D3: Find the volume of one of the III regions of A:

[0347]

[0348] In the formula:

[0349] V AEF Let m be the volume of one of the III regions. 3 ;

[0350] Let AC be the length, in meters.

[0351] The internal friction angle of the integral road surface is °.

[0352] Step D4: Calculate the volume of a half-heavy medium monolithic pavement.

[0353] V OCEF =V OAC +V ACE +V AEF Formula 36

[0354] In the formula:

[0355] V OCEF For half the volume of a heavy medium monolithic pavement, m 3 .

[0356] Step D5: Calculate the body force (kN) of the semi-heavy medium monolithic pavement.

[0357] W OCEF =γ·V OCEF Formula 37

[0358] In the formula:

[0359] W OCEF The mass force of a half-heavy medium monolithic pavement is kN;

[0360] V OCEF For half the volume of a heavy medium monolithic pavement, m 3 ;

[0361] γ is the unit weight of the monolithic pavement, in kN / m³. 3 .

[0362] Step D6: Determine the surface force acting on the monolithic pavement surface:

[0363]

[0364] In the formula:

[0365] f is the surface force acting on the integral pavement surface, in MPa;

[0366] b is the effective width of the ultimate bearing capacity, in meters;

[0367] γ is the unit weight of the monolithic pavement, in kN / m³. 3 ;

[0368] The internal friction angle of the integral road surface is °.

[0369] Step E includes the following steps:

[0370] Step E1: Taking a monolithic pavement considering cohesion as the research object, the monolithic pavement reaches the limit equilibrium condition, such as... Figure 15 As shown. Extend the broken envelope to intersect the σ axis at point O'. Using point O' as the origin of the new coordinate system, the σ values ​​all become...

[0371] According to the limiting equilibrium formula:

[0372]

[0373]

[0374] because Therefore

[0375] Step E2: For the Шth region, since σ3 = f, therefore use σ3=f, have to

[0376]

[0377] Step E3: For region I, since σ1 = p u Similarly, it can be deduced that

[0378] use σ1=p u α=0, therefore

[0379]

[0380] Step E4: On the same slip line, the constant C α They should be equal. Therefore

[0381]

[0382] After adjustment, the ultimate bearing capacity p is obtained. u The expression:

[0383]

[0384] This formula represents the ultimate bearing capacity formula for integral pavement, where...

[0385]

[0386] N c Both are referred to as bearing capacity coefficients.

[0387] The above description is only a preferred 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 conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for constructing an integral road surface, characterized in that, Includes the following steps: Step 1: Lay the base layer; Step 2: Lay a composite adhesive film layer on the base layer; Step 3: Unfold, tension, and fix a layer of geocells onto the composite tack membrane layer. Fill the geocell mesh with asphalt mixture to form a geocell layer. Lay an adhesive layer on the upper surface of the geocell layer to obtain the lower layer. Step 4: Unfold, tension, and fix one layer of geocells on the lower layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the intermediate layer. Step 5: Unfold, tension, and fix one layer of geocells on the intermediate layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the upper layer. Step 6: Lay a wear-resistant layer on the upper surface of the top layer to complete the construction of the monolithic pavement; The following steps are included before step 1: Step a: Treat the monolithic pavement as a whole, assume that the top layer, middle layer and bottom layer are completely bonded together, simplify the monolithic pavement as a simply supported beam structure, and calculate the surface layer deflection; Step b: Determine whether the surface deflection is within the deflection threshold range; If the actual deflection of the surface layer is within the deflection threshold range, it indicates that the design of the monolithic pavement is reasonable; if the actual deflection of the surface layer is not within the deflection threshold range, it indicates that the design of the monolithic pavement is unreasonable.

2. The integral pavement construction method according to claim 1, characterized in that, In step 3, after the installation of one layer of geocells is completed, the asphalt mixture is filled into the grid of the geocells before forming a geocell layer, the following steps are also included: The connectors are inserted into the accommodating space of the lower geocell, with some connectors located within the base layer and the remaining connectors located within the accommodating space of the lower geocell.

3. The integral pavement construction method according to claim 1, characterized in that, In step 4, after the installation of one layer of geocells is completed, the asphalt mixture is filled into the grid of the geocells before forming a geocell layer, the following steps are also included: The connectors are inserted into the accommodating space of the middle geocell, with some connectors located in the accommodating space of the lower geocell and the remaining connectors located in the accommodating space of the middle geocell.

4. The integral pavement construction method according to claim 1, characterized in that, In step 5, after the installation of one layer of geocells is completed, the asphalt mixture is filled into the grid of the geocells before forming a geocell layer, the following steps are also included: The connectors are inserted into the accommodating space of the upper geocell, with some connectors located in the accommodating space of the middle geocell and the remaining connectors located in the accommodating space of the upper geocell.

5. The integral pavement construction method according to claim 1, characterized in that, In step a, the calculation of deflection includes the following steps: Step a1: Calculate the distance between the centroid of the surface layer section and the bottom of the surface layer; Step a2: Calculate the moment of inertia of the upper layer section about the centroidal axis of the surface layer, the moment of inertia of the middle layer section about the centroidal axis of the surface layer, and the moment of inertia of the lower layer section about the centroidal axis of the surface layer, respectively; Step a3: Calculate the bending stiffness of the simply supported beam based on the moment of inertia of the upper layer section about the centroidal axis of the surface layer, the moment of inertia of the middle layer section about the centroidal axis of the surface layer, the moment of inertia of the lower layer section about the centroidal axis of the surface layer, and the actual measured elastic moduli of the upper layer, the middle layer, and the lower layer. Step a4: Calculate the equivalent modulus of elasticity of the simply supported beam based on its bending stiffness; Step a5: Calculate the deflection of the simply supported beam based on the equivalent elastic modulus of the beam and the moment of inertia of the surface section about itself.

6. The integral pavement construction method according to claim 5, characterized in that, The Rayleigh-Ritz method was used to calculate the deflection of a simply supported beam.

7. The integral pavement construction method according to claim 5, characterized in that, In step a2, the moment of inertia of the upper layer cross section about the centroidal axis of the surface layer is calculated using the following formula: In the formula: I 1 represents the moment of inertia of the upper layer section about the centroidal axis of the surface layer, in meters. 4 ; I 1C Let m be the moment of inertia of the upper layer about its own centroidal axis. 4 ; M 1 represents the distance from the centroidal axis of the upper layer to the centroidal axis of the surface layer, in meters (m). A 1 represents the area of ​​the upper layer, in meters. 2 .

8. The integral pavement construction method according to claim 5, characterized in that, In step a2, the moment of inertia of the intermediate layer section about the centroidal axis of the surface layer is calculated using the following formula: In the formula: I 2 represents the moment of inertia of the mid-surface section about the centroidal axis of the surface layer, in meters. 4 ; I 2C Let m be the moment of inertia of the mid-surface layer about its own centroidal axis. 4 ; M 2 represents the distance from the centroidal axis of the intermediate layer to the centroidal axis of the surface layer, in meters (m). A 2 represents the area of ​​the intermediate layer, in meters. 2 .

9. The integral pavement construction method according to claim 5, characterized in that, In step a2, the moment of inertia of the lower layer cross section about the centroidal axis of the surface layer is calculated using the following formula: In the formula: I 3 represents the moment of inertia of the lower layer section about the centroidal axis of the surface layer, in meters. 4 ; I 3C Let m be the moment of inertia of the lower layer about its own centroidal axis. 4 ; M 3 represents the distance from the centroidal axis of the lower layer to the centroidal axis of the upper layer, in meters (m). A 3 represents the area of ​​the lower layer, in meters. 2 .

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