A method of paving a road surface

Abstract

The application discloses a road paving method, and belongs to the technical field of road construction. The method comprises the following steps: 1, preparing first paving material and second paving material; 2, unloading the first paving material into a hopper of a paving machine, and driving the paving machine to pave the first paving material along the extension direction of a to-be-paved road surface; 3, when the remaining amount of the first paving material in the hopper reaches a critical value, installing a baffle in the hopper, the baffle is arranged at a first included angle with the axis of the to-be-paved road surface, the baffle divides the hopper into a first bin body and a second bin body, the first bin body is close to the paving end of the paving machine, the remaining first paving material is distributed into the first bin body, and the second paving material is unloaded into the second bin body; 4, continuously driving the paving machine to pave the first paving material, removing the baffle after the paving of the first paving material is completed, and continuously paving the second paving material to the to-be-paved road surface; and thus, a transition section is formed between the first paving material and the second paving material on the to-be-paved road surface after paving.

Description

Technical Field

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

[0002] With the rapid growth of traffic flow, environmental protection tasks are becoming increasingly challenging, and the requirements for highway pavement performance are rising. my country's highway pavement construction is gradually moving towards greater thickness, specialization, and diversification. Expressways are designed with various asphalt pavement structures, such as AC, PAC, SMA, and SUP, to suit different climates, terrains, and usage needs. The paving method of different asphalt pavement structures directly affects the smoothness and durability of the asphalt pavement. Improper handling can easily lead to early water damage and spalling of the asphalt pavement layer, thus placing higher demands on asphalt mixture paving technology.

[0003] Currently, in road construction, the most common transverse joint treatment measures for alternating construction of two types of asphalt mixtures are as follows: Manual scraping method: At the end of construction, the paver lifts the slab near the end, and the mixture at the end is manually scraped to align before compaction. Then, the flatness is checked, and while still warm, the insufficient thickness at the end is vertically removed to ensure a right-angle connection for the next construction. Timber or steel support method: A thin layer of sand is spread at the end of the predetermined paving section. After paving the mixture, a joint is dug in the paved layer while it is still hot, located at the boundary between the sand-spreaded and unsanded areas. A wooden board or steel section of the same thickness as the compacted layer is embedded in the joint. After compaction, the sand-spreaded portion is removed, the sand is swept away, the wooden board or steel section is removed, a tack coat of asphalt is applied at the end, and then paving continues. The mechanical cutting method involves laying a layer of burlap sacks or kraft paper (or a thin layer of sand) at the end of the predetermined paving section, spreading and compacting it into a slope, and then cutting off the part covered with burlap sacks, kraft paper, or a thin layer of sand with a cutting machine before the mixture has completely cooled and hardened.

[0004] However, the aforementioned existing technical solutions have obvious technical defects. On the one hand, downtime and waiting are unavoidable during construction, affecting construction efficiency and easily causing material waste, increasing construction costs. Furthermore, due to environmental protection requirements, waste materials must be disposed of separately. On the other hand, the smoothness of the joints is difficult to guarantee, which can easily lead to early water damage and spalling of the asphalt surface layer, affecting the durability and performance of the pavement. Summary of the Invention

[0005] The purpose of this invention is to provide a road paving method to solve the technical problems of low efficiency and poor joint smoothness when two types of asphalt mixtures are used alternately in the prior art.

[0006] Based on the above concept, the technical solution adopted by this invention is as follows:

[0007] A road paving method, comprising:

[0008] Step 1: Prepare the first and second layers of material;

[0009] Step 2: Unload the first paving material into the hopper of the paver, and drive the paver to spread the first paving material along the extension direction of the road surface to be paved;

[0010] Step 3: When the remaining amount of the first paving material in the hopper reaches a critical value, a baffle is installed in the hopper. The baffle is set at a first angle to the axis of the road surface to be paved. The baffle divides the hopper into a first compartment and a second compartment. The first compartment is close to the paving end of the paver. The remaining first paving material is distributed into the first compartment, while the second paving material is unloaded into the second compartment.

[0011] Step 4: Continue to drive the paver to spread the first paving material. After the first paving material is spread, remove the baffle and continue to spread the second paving material onto the road surface to be paved; thereby forming a transition section between the first paving material and the second paving material on the road surface to be paved.

[0012] Preferably, in step 4, the paving speed of the paver is reduced first, and then the initial paving speed is restored after the first paving material is laid and the second paving material begins to be laid.

[0013] Preferably, the paving speed is greater than or equal to 2 m / min and less than or equal to 3 m / min.

[0014] Preferably, during actual construction, in step 4, when paving the transition section between the first and second paving materials, the paver adjusts the loose paving thickness every time it travels a first distance.

[0015] Preferably, the first included angle is greater than or equal to 30 degrees and less than or equal to 80 degrees.

[0016] Preferably, the road surface to be paved is swept before step 1.

[0017] Preferably, before step 1, the road surface to be paved is waterproofed and a waterproof adhesive layer is sprayed onto the road surface to be paved.

[0018] Preferably, during the transportation of the first and second paving materials, the first and second paving materials are covered with an insulating tarpaulin.

[0019] Preferably, the transition section is located outside the drainage pavement area of ​​the road surface to be paved.

[0020] Preferably, after step 4, the first and second paving materials are compacted.

[0021] The beneficial effects of this invention are:

[0022] The road paving method proposed in this invention involves the following steps during construction: First, the first and second paving materials are prepared. Then, the first paving material is unloaded into the paver's hopper, and the paver is driven to pave the first paving material along the extension direction of the road surface to be paved. When the remaining amount of the first paving material in the hopper reaches a critical value, a baffle is installed inside the hopper. The baffle is set at a first angle to the axis of the road surface to be paved, dividing the hopper into a first compartment and a second compartment. The first compartment is located near the paving end of the paver. The remaining first paving material is manually shoveled into the first compartment, and then the second paving material is unloaded into the second compartment by a transport vehicle. Afterwards... The paver continues to lay the first paving material. After the first paving material is laid, the baffle is removed, and the second paving material is laid onto the road surface. Because the baffle is set at a first angle, the first and second paving materials form a transition section along the inclination of the baffle during the paving process. This transition section creates a clear sloping drainage interface after the first and second paving materials are laid, thus completing the transition between the two paving materials and ensuring uninterrupted construction. It avoids downtime during the alternation of the two paving materials, enabling continuous paving, shortening construction time, and improving overall construction efficiency. In addition, the formation of the transition section effectively improves the smoothness of the junction between the two different paving materials, reducing the risk of early water damage and peeling of the paving layer due to poor smoothness, and improving the durability and service performance of the road surface. Attached Figure Description

[0023] Figure 1 This is a flowchart of the road paving method provided in the embodiments of the present invention;

[0024] Figure 2 This is a schematic diagram of the paver provided in an embodiment of the present invention.

[0025] In the picture:

[0026] 1. First paving material; 2. Second paving material; 3. Paver; 31. Hopper; 32. Baffle; 4. Transition section. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0028] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0029] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0030] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0031] See Figure 1 and Figure 2 The road paving method provided in this embodiment of the invention includes the following steps: Step 1: preparing first paving material 1 and second paving material 2; Step 2: unloading the first paving material 1 into the hopper 31 of the paver 3 and driving the paver 3 to pave the first paving material 1 along the extension direction of the road surface to be paved; Step 3: when the amount of the remaining first paving material 1 in the hopper 31 reaches a critical value, installing a baffle 32 in the hopper 31, the baffle 32 being set at a first angle with the axis of the road surface to be paved, the baffle 32 dividing the hopper 31 into a first compartment and a second compartment, the first compartment being close to the paving end of the paver 3, the remaining first paving material 1 being allocated into the first compartment, and the second paving material 2 being unloaded into the second compartment; Step 4: continuing to drive the paver 3 to pave the first paving material 1, after the first paving material 1 is paved, removing the baffle 32, and continuing to pave the second paving material 2 onto the road surface to be paved; thereby forming a transition section 4 between the first paving material 1 and the second paving material 2 on the paved road surface.

[0032] In this embodiment, the first paving material 1 is AC-13 asphalt, and the second paving material 2 is PAC-13 asphalt. In other embodiments, the first paving material 1 and the second paving material 2 may also be made of other materials such as gravel and concrete, which are not limited here.

[0033] The road paving method proposed in this invention, through the formation of transition section 4, creates a distinct sloping drainage interface after the first paving material 1 and the second paving material 2 are laid. This not only completes the transition between the two paving materials but also ensures uninterrupted construction, avoiding downtime during the alternation of the two paving materials. This enables continuous paving, shortens construction time, and improves overall construction efficiency. Furthermore, the formation of transition section 4 effectively improves the smoothness of the junction between the two different paving materials, reducing the risk of early water damage and peeling of the paving layer due to poor smoothness, and improving the durability and performance of the road surface.

[0034] It is understandable that the paver 3 uses existing mechanical equipment in this field, and its working principle and specific structure will not be elaborated here.

[0035] The specific steps of the road paving method are described in detail below.

[0036] First, the void ratio of PAC-13 asphalt is between 18% and 25%, while that of AC-13 asphalt is between 3% and 6%. Therefore, the drainage performance of the two paving materials is different. Considering that the drainage facilities for PAC-13 asphalt pavement sections are different from those for ordinary asphalt pavement sections, in order to ensure smooth lateral drainage of PAC-13 asphalt pavement, transition section 4 is set outside the drainage pavement area of ​​the pavement to be paved.

[0037] Before step 1, to ensure the performance of the paving material after laying, the surface to be paved must first be cleaned. Specifically, cleaning equipment is used for sweeping first, followed by dust removal using blower equipment or other effective measures to clean the surface.

[0038] In addition, before step 1, the road surface to be paved needs to be waterproofed, and a waterproof adhesive layer needs to be sprayed onto the road surface to be paved. Since the materials of the first paving material 1 and the second paving material 2 are different, the treatment methods for the road surfaces to be paved with the two paving materials are also different. For PAC-13 asphalt sections, to avoid flow during the application of SBS modified emulsified asphalt, the SBS modified emulsified asphalt should be applied in two stages. The first application rate is approximately 0.4 kg / m², and the second application rate is approximately 0.4 kg / m². During application, the sprayer should maintain a constant speed and a stable rotation speed to ensure uniform application. During the application of SBS modified emulsified asphalt, attention should be paid to the construction treatment of joints, specifically divided into transverse joints and longitudinal joints. At the transverse joint location, the subsequent construction should not only be tightly connected to the previous construction but also avoid overlapping with the previous construction section. For AC-13 asphalt sections, the amount of pure asphalt in the SBS modified emulsified asphalt tack coat spraying emulsion should be greater than 0.3 kg / m². The specific spraying amount should be determined after trial spraying. The sprayed tack coat must be a uniform mist, evenly distributed as a film across the entire width of the road surface, without any spray gaps, streaks, or accumulations. Insufficient spraying should be replenished, and excessive spraying should be scraped off. After the tack coat is sprayed, material transport vehicles and pedestrians are strictly prohibited from passing through.

[0039] It is worth noting that the tack coat should be applied on the same day. After the SBS modified emulsified asphalt has broken down and the water has evaporated, the next layer of paving material should be laid immediately to ensure that the tack coat is not contaminated.

[0040] Step 1 involves preparing the first paving material (1) and the second paving material (2). The paving parameters need to be adjusted and the mixture stirred according to the actual working conditions. Specifically, the stirring time is determined by trial mixing, aiming for a uniform mixture where all aggregate particles are completely coated with asphalt. During the mixing process, operators should observe the color and approximate gradation of the finished product, measure the oil temperature and asphalt dosage, and ensure the mixture has a black surface with a slight brownish sheen, is not dry, and does not collapse or segregate when loaded onto a truck.

[0041] After the first and second paving materials (1 and 2) are prepared, they need to be transported to the construction site. To reduce frequent unloading at paver 3, large dump trucks are used. The truck beds should have tight, clean, and smooth metal bottoms that are thoroughly cleaned. A layer of oil-water mixture is applied to the side panels and bottom of the truck beds. The oil-water mixture is applied using a sprayer, ensuring even spraying without leaving any residue. During loading, the trucks should move back and forth in a front-rear-middle-front-rear sequence to avoid segregation of the mixture. The transport trucks should be well-covered and insulated to prevent contamination. To avoid paver 3 downtime due to insufficient material supply, the finished product storage silos in the mixing plant should store sufficient mixture. During construction, at least four trucks of paving material should be kept ready for unloading at paver 3 to ensure continuous paving.

[0042] To prevent the mixture from overheating and causing crusting and contamination on the surface, the first paving material 1 and the second paving material 2 are covered with insulating tarpaulins during transportation. This minimizes temperature loss during transport; trucks heading to the paving site must not stop en route, and paving materials already delivered to the site should be spread as quickly as possible to avoid temperature loss and clumping.

[0043] After the material preparation is completed, step 2 is performed. First, the first paving material 1 is spread onto the road surface to be paved. Then, step 3 is performed. When the amount of the remaining first paving material 1 in the hopper 31 reaches a critical value, a baffle 32 is installed in the hopper 31. The baffle 32 is set at a first angle with the axis of the road surface to be paved. The baffle 32 divides the hopper 31 into a first compartment and a second compartment. The first compartment is close to the paving end of the paver 3. The remaining first paving material 1 is distributed into the first compartment, while the second paving material 2 is unloaded into the second compartment. The paving end is used to spread the paving material in the hopper 31 onto the road surface to be paved.

[0044] The first included angle is greater than or equal to 30 degrees and less than or equal to 80 degrees. Within this angle range, it helps to better control the distribution and connection of the first paving material 1 and the second paving material 2 in the transition section 4, thereby further improving the smoothness of the road surface paving, so that the distribution of the first paving material 1 and the second paving material 2 during the alternation process is more precise and efficient.

[0045] In step 4, during the paving process of paver 3, the paving speed of paver 3 is initially reduced. After the first paving material 1 is laid and the second paving material 2 begins to be laid, the initial paving speed is restored. This helps to more precisely control the paving of transition section 4, making the connection between the two paving materials smoother, thereby improving the construction quality of transition section 4. Reducing the paving speed can reduce material segregation that may occur due to excessive speed during paving material alternation, ensuring the uniformity of materials in different parts of the road surface and improving the overall performance of the road surface. By adjusting the speed, the thickness and uniformity of the paving material can be better controlled, thereby further improving the smoothness of the road surface and reducing the possibility of bumps and uneven settlement.

[0046] Specifically, the paving speed should be greater than or equal to 2 m / min and less than or equal to 3 m / min. Minimize the frequency of hopper closing to avoid flaky segregation of the paved material. When closing the hopper, the previous material truck should have just finished unloading and left, and the next material truck should not yet have arrived. The hopper 31 should be closed before the scraper in the receiving hopper 31 is exposed and approximately 50 cm of hot paved material remains, ensuring continuous material supply and preventing coarse aggregate segregation.

[0047] It is worth noting that paver 3 must pave slowly, evenly, and continuously without interruption, and must not arbitrarily change speed or stop midway, in order to improve smoothness and reduce segregation of the mixture. The screed should be preheated to above 120°C, and a medium-strength compaction grade should be used to ensure that the initial compaction degree of the pavement is not less than 85%. The paving temperature must not be lower than 160°C.

[0048] Furthermore, considering the different loose paving coefficients of the first paving material 1 and the second paving material 2, in actual construction, during step 4, when paving the transition section 4 between the first paving material 1 and the second paving material 2, the paver 3 adjusts the loose paving thickness after traveling the first distance. This allows for precise control of the paving thickness of each material, ensuring paving accuracy and quality. Timely and frequent thickness adjustments help eliminate unevenness caused by differences in the loose paving coefficient, making the transition between the first paving material 1 and the second paving material 2 smoother, thereby improving the road surface smoothness.

[0049] Following step 4, the first paving material 1 and the second paving material 2 are compacted. Compaction of the first paving material 1 and the second paving material 2 effectively reduces voids in the mixture, increases road surface density, and improves the road's load-bearing capacity and stability. Furthermore, compaction ensures a more even distribution of the paving material, eliminating minor undulations and unevenness that may occur during paving, further improving road surface smoothness and providing a more comfortable driving experience.

[0050] Specifically, in this embodiment, four double-drum rollers and two rubber-tired rollers are used for compaction. Compaction should be carried out in the following order: initial compaction, intermediate compaction, supplementary compaction, and final compaction, following the principle of "close following, slow compaction, uniform speed, and minimal water." That is, the rollers must closely follow behind the paver 3 and advance forward, compacting in a sequence from light to heavy and from low to high. The compaction direction is parallel to the centerline of the road, and static compaction should be used. The length of the compaction zone should be controlled between 20-40m.

[0051] The above embodiments merely illustrate the basic principles and characteristics of the present invention. The present invention is not limited to the above embodiments. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A road paving method, characterized in that, include: Step 1: Prepare the first layer of material (1) and the second layer of material (2); Step 2: Unload the first paving material (1) into the hopper (31) of the paver (3) and drive the paver (3) to pave the first paving material (1) along the extension direction of the road surface to be paved; Step 3: When the amount of the first paving material (1) remaining in the hopper (31) reaches the critical value, a baffle (32) is installed in the hopper (31). The baffle (32) is set at a first angle with the axis of the road surface to be paved. The baffle (32) divides the hopper (31) into a first compartment and a second compartment. The first compartment is close to the paving end of the paver (3). The remaining first paving material (1) is distributed into the first compartment, while the second paving material (2) is unloaded into the second compartment. Step 4: Continue to drive the paver (3) to pave the first paving material (1). After the first paving material (1) is paved, remove the baffle (32) and continue to pave the second paving material (2) onto the road surface to be paved. This will create a transition section (4) between the first paving material (1) and the second paving material (2) on the pavement to be paved.

2. The road paving method according to claim 1, characterized in that, In step 4, the paving speed of the paver (3) is reduced first, and the initial paving speed is restored after the first paving material (1) is laid and the second paving material (2) begins to be laid.

3. The road paving method according to claim 2, characterized in that, The paving speed is greater than or equal to 2 m / min and less than or equal to 3 m / min.

4. The road paving method according to claim 1, characterized in that, In actual construction, in step 4, when paving the transition section (4) between the first paving material (1) and the second paving material (2), the paver (3) adjusts the loose paving thickness every time it travels a first distance.

5. The road paving method according to claim 1, characterized in that, The first included angle is greater than or equal to 30 degrees and less than or equal to 80 degrees.

6. The road paving method according to any one of claims 1-5, characterized in that, Before step 1, the road surface to be paved is swept.

7. The road paving method according to any one of claims 1-5, characterized in that, Before step 1, the road surface to be paved is waterproofed, and a waterproof adhesive layer is sprayed onto the road surface to be paved.

8. The road paving method according to any one of claims 1-5, characterized in that, During the transportation of the first paving material (1) and the second paving material (2), the first paving material (1) and the second paving material (2) are covered with thermal insulation tarpaulin.

9. The road paving method according to any one of claims 1-5, characterized in that, The transition section (4) is located outside the drainage pavement area of ​​the road surface to be paved.

10. The road paving method according to any one of claims 1-5, characterized in that, After step 4, the first paving material (1) and the second paving material (2) that have been laid are compacted.

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