Construction method for asphalt drainage isolation layer of airport
The macroporous asphalt concrete isolation layer addresses water leakage and structural issues in airport pavements by using controlled mixing and paving processes, enhancing drainage and structural integrity.
Patent Information
- Application Number
- CN202411519728.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-29
- Publication Date
- 2024-12-13
AI Technical Summary
The existing airport pavement isolation layers, primarily using composite geotextile, allow surface water to leak into the bottom, leading to water accumulation, mud pumping, and structural damage in cold areas, while also causing significant slippage due to a smooth surface.
A construction method for a macroporous asphalt concrete isolation layer using emulsified asphalt, limestone, and polyester fiber, with controlled mixing and paving processes to ensure proper drainage and structural integrity.
The macroporous asphalt concrete layer effectively drains water, reduces maintenance frequency, lowers non-stop construction costs, and ensures stable airport operations by preventing structural damage and slippage.
Smart Images
Figure CN119121733A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of building construction, in particular to a construction method for an airport asphalt drainage isolation layer. Background Art
[0002] The isolation layer of the airport pavement is directly located under the pavement surface layer. It is mainly used to ensure the performance of the pavement. It is set between the cement concrete surface layer and the rigid, semi-rigid base or old concrete slab. It has the functions of isolation, waterproofing, stress buffering, and erosion resistance. There are stone chip isolation layer, geotextile isolation layer, concrete isolation layer, etc. In the traditional construction process, the composite geotextile isolation layer is mainly used. The surface of the composite geotextile is smooth and has good impermeability, but it also causes the surface water to leak into the bottom and cannot be discharged, causing water accumulation. In the long run, mud pumping phenomenon is formed, and even in cold areas, the bottom of the board is hollowed out, bulged, and broken; at the same time, the surface of the composite geotextile is smooth, causing a large slippage of the upper road panel. These problems seriously restrict the normal operation of the airport, and the later maintenance of the pavement requires non-stop construction, which is large in investment and has a high safety risk. Therefore, a new asphalt drainage isolation layer and its construction method are developed to solve such problems. Summary of the invention In order to solve the problems that the surface water of the composite geotextile in the existing airport expansion project leaks into the bottom and cannot be discharged, resulting in water accumulation, which in the long run forms mud pumping, and even freezes and swells in cold areas, the bottom of the board is hollowed out, bulges, and breaks; at the same time, the surface of the composite geotextile is smooth, causing the upper road panel to slip greatly, etc., the present invention provides an airport asphalt drainage isolation layer construction method, including the following steps: A method for constructing an airport asphalt drainage isolation layer, comprising: Step A: Target mix design and production mix design of macroporous asphalt concrete isolation layer; Step B: Verify the production ratio and prepare the asphalt mixture according to the determined ratio; Step C: Use the mixed asphalt concrete to construct the isolation layer.
[0003] Through the above technical scheme, the present invention uses a scientific and reasonable technical scheme to replace the composite geomembrane with a macroporous asphalt concrete isolation layer, which solves the problem that the composite geotextile of the existing airport expansion project pavement surface water leaks into the bottom and cannot be discharged, causing water accumulation. In the long run, mud pumping phenomenon is formed, and even in cold areas, the bottom of the board is hollowed out, bulged, and broken; at the same time, the surface of the composite geotextile is smooth, causing the upper road panel to slip a lot. It will reduce the frequency of later pavement maintenance, reduce the cost of non-stop construction, reduce the risk of non-stop construction, and play an important role in providing stable protection for the normal operation of the airport.
[0004] Furthermore, the step A comprises: selecting emulsified asphalt PC-2, emulsified asphalt PC-3, Sinopec No. 70 A-grade road petroleum asphalt, limestone (10-15 mm), limestone (5-10 mm), limestone (0-3 mm) stone chips, mineral powder, polyester fiber (8 mm) as raw materials, and various material indicators meet the requirements.
[0005] Furthermore, the step A also includes: taking the mineral material grading with different 2.36mm passing rates of the incoming materials as the primary grading, calculating the aggregate surface area, and testing different asphalt-stone ratios to conduct asphalt concrete trial mixing.
[0006] Through comparative analysis of the above technical methods, the best mix ratio in technical performance is selected and used as the production mix ratio of large-pore asphalt concrete.
[0007] Furthermore, the step B includes: verification of the production mix ratio, in which a trial mix is carried out using a mixing equipment with the production mix ratio, a test section is paved, and the mixed asphalt mixture is subjected to a Marshall test and a road performance test, and core samples drilled from the test section are tested, thereby determining the standard mix ratio for production, and the standard mix ratio serves as the basis for control during construction and the standard for quality inspection.
[0008] Furthermore, the step B also includes: mixing of large-pore asphalt mixture, wherein the aggregate is fully heated by a drying drum of a mixing equipment so that the residual moisture content of the dried aggregate is less than 0.5%; when production starts, the aggregate that does not meet the discharge temperature requirement is discarded.
[0009] Furthermore, the step B also includes: using intermittent mixing equipment, with a dry mixing time of ≥5S and a wet mixing time of ≥35S+asphalt spraying time.
[0010] Furthermore, the step C includes: dividing the work sections, wherein each water flow section is divided into sections with a width of 10m; and spraying the penetration oil and tack coat oil on the water-stable base layer, spreading the penetration oil emulsified asphalt PC-2: not less than 0.6kg / m²; tack coat oil emulsified asphalt PC-3: not less than 0.6kg / m², and the specific amount is determined according to the trial spraying.
[0011] Furthermore, the step C also includes: loading and unloading and transportation of the mixture, including the asphalt mixture being transported by a high-chassis dump truck with a transportation capacity greater than the production capacity of the mixing equipment; the transport vehicle is cleaned before and after use and is coated with an isolation agent or an anti-adhesion agent.
[0012] Furthermore, the step C also includes: paving, which includes paving the asphalt mixture using a crawler-type fully automatic control paver, the paving speed of the paver is controlled within 2 m / min~5 m / min and coordinated with the production capacity of the mixing equipment.
[0013] Furthermore, the step C also includes: rolling, which includes initial rolling and final rolling. The initial rolling and the repeated rolling are carried out using a 11-13t steel wheel roller, and the roller is used to roll from the outside to the center and from the low to the high. The wheel track is parallel to the center line of the roadbed, and adjacent rolling belts overlap by 10 to 15 cm in wheel width. The final rolling is carried out when the surface temperature reaches 80 to 100°C, using the same double steel wheel roller as the initial rolling.
[0014] In summary, the present invention has the following beneficial technical effects: The present invention uses a scientific and reasonable technical solution to replace the composite geomembrane with a macroporous asphalt concrete isolation layer, solving the problem that the composite geotextile of the existing airport expansion project pavement surface water leaks into the bottom and cannot be discharged, causing water accumulation. In the long run, mud pumping occurs, and even in cold areas, the bottom of the board is vacated, bulged, and broken; at the same time, the surface of the composite geotextile is smooth, causing the upper road panel to slip a lot. This will reduce the frequency of later pavement maintenance, reduce the cost of non-stop construction, reduce the risk of non-stop construction, and play an important role in providing stable protection for the normal operation of the airport.
[0015] The present invention obtains the result through the performance test of the macroporous asphalt concrete isolation layer that the macroporous asphalt concrete with the standard mix ratio described in step B, such as 4% oil-stone ratio and 14.3% 2.36mm pass rate, has the best working performance such as drainage; the void ratio can reach 18%, the freeze-thaw splitting strength ratio (TSR) is greater than 75%, and the water permeability (rutting plate) is greater than 4000mL / min, which can discharge water out of the road surface in a timely and rapid manner. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 It is a schematic diagram of a construction method of an airport asphalt drainage isolation layer according to Example 1 of the present invention.
[0017] Figure 2 This is a synthetic grading diagram of implementation scheme 1 of Example 2 of the present invention.
[0018] Figure 3 This is a synthetic grading diagram of implementation scheme 2 of Example 2 of the present invention.
[0019] Figure 4 This is a synthetic grading diagram of implementation scheme three of Example 2 of the present invention. DETAILED DESCRIPTION
[0020] The present invention is further described in detail below in conjunction with the accompanying drawings.
[0021] Example 1 Reference Figure 1 The present embodiment provides an airport asphalt drainage isolation layer and a construction method, characterized by comprising the following steps: Step A: Target mix design and production mix design of macroporous asphalt concrete isolation layer; Step B: Verify the production ratio and prepare the asphalt mixture according to the determined ratio; Step C: Use the mixed asphalt concrete to construct the isolation layer.
[0022] Through the above technical scheme, the present invention uses a scientific and reasonable technical scheme to replace the composite geomembrane with a macroporous asphalt concrete isolation layer, which solves the problem that the composite geotextile of the existing airport expansion project pavement surface water leaks into the bottom and cannot be discharged, causing water accumulation. In the long run, mud pumping phenomenon is formed, and even in cold areas, the bottom of the board is hollowed out, bulged, and broken; at the same time, the surface of the composite geotextile is smooth, causing the upper road panel to slip a lot. It will reduce the frequency of later pavement maintenance, reduce the cost of non-stop construction, reduce the risk of non-stop construction, and play an important role in providing stable protection for the normal operation of the airport.
[0023] Preferably, the step A comprises: a1: Select emulsified asphalt PC-2, emulsified asphalt PC-3, Sinopec No. 70 A-grade road petroleum asphalt, limestone (10-15mm), limestone (5-10mm), limestone (0-3mm) stone chips, mineral powder, polyester fiber (8mm) as raw materials, and all material indicators meet the requirements.
[0024] a2: Take the mineral grading with different 2.36mm passing rate of the incoming materials as the primary grading, calculate the aggregate surface area, and test different oil-stone ratios to carry out asphalt concrete trial mixing.
[0025] Through comparative analysis of the above technical methods, the best mix ratio in technical performance is selected and used as the production mix ratio of large-pore asphalt concrete.
[0026] Preferably, the step B comprises: b1: Verification of production mix ratio: The mixing equipment uses the production mix ratio for trial mixing, paves the test section, and uses the mixed asphalt mixture for Marshall test and road performance test. The core sample drilled from the test section is then tested to determine the standard mix ratio for production. The standard mix ratio should be used as the basis for control during construction and the standard for quality inspection. Standard mix ratio b2: Mixing of macroporous asphalt mixture The drying drum of the mixing equipment should be able to fully heat the aggregate, and the residual moisture content of the dried aggregate should be less than 0.5%; at the beginning of production, aggregates that do not meet the discharge temperature requirements should be discarded.
[0027] Use intermittent mixing equipment, dry mixing time ≥ 5S, wet mixing time ≥ 35S + asphalt spraying time When adding fibers, the mixing equipment should be equipped with an automatic metering and feeding device. The loose flocculent fibers should be automatically fed into the agitator when sprayed into the asphalt or later. The fibers should be fully dispersed in the mixture and mixed evenly. Through the above technical solution, the test section was paved, the standard mix ratio was determined, and the asphalt mixture was mixed.
[0028] Preferably, the step C comprises: c1: Operation section division, each water flow section is divided into sections with a width of 10m; and the penetration oil and tack oil are sprayed on the water-stable base, and the penetration oil emulsified asphalt PC-2 is spread: not less than 0.6kg / m²; tack oil emulsified asphalt PC-3 is spread: not less than 0.6kg / m², and the specific amount is determined by trial spraying. It is advisable to use an asphalt spreader for spraying, and choose a suitable nozzle, and keep the spreading speed and spraying amount stable.
[0029] c2: Mixture loading and unloading and transportation: Asphalt mixture should be transported by high-chassis dump trucks in good condition. The transportation capacity should be greater than the production capacity of the mixing equipment. The compartment of the transport vehicle should be cleaned before and after use, and an isolation agent or anti-adhesion agent should be applied, but diesel should not be used and there should be no accumulated liquid.
[0030] C3: Paving: Asphalt mixture paving adopts crawler type fully automatic control paver. The paving speed of the paver should be controlled within 2 m / min~5 m / min and coordinated with the production capacity of the mixing equipment; the paver should perform paving operations continuously, evenly and stably.
[0031] C4: Crushing: (1) 11-13t steel wheel rollers should be used for initial compaction and recompacting. The rollers roll from the outside to the center and from low to high. The wheel tracks are always parallel to the center line of the roadbed. Adjacent rolling strips overlap by 10-15cm wheel width. Initial compaction is static compaction twice.
[0032] (2) Final compaction is carried out when the surface temperature reaches 80-100℃. It is advisable to use a double-wheel roller similar to the initial compaction. It should be carried out immediately after the initial compaction. The final compaction is static compaction for 2-3 times.
[0033] Example 2 The difference between this embodiment and embodiment 1 is that this embodiment provides a method for constructing an airport asphalt drainage isolation layer, including: Implementation scheme 1, as Figure 2 As shown, Wherein, step A comprises: 1a1: Emulsified asphalt PC-2, emulsified asphalt PC-3, Sinopec No. 70 A-grade road petroleum asphalt, limestone (10-15mm), limestone (5-10mm), limestone (0-3mm) stone chips, mineral powder, polyester fiber (8mm) are selected as raw materials, and all material indicators meet the requirements.
[0034] (1) Basic performance requirements of aggregates Table 1 Technical requirements for coarse aggregate Table 2 Technical requirements for fine aggregate Table 3 Technical requirements for mineral powder (2) Technical requirements for asphalt A-70 road petroleum asphalt, the technical performance indicators are as follows.
[0035] Table 4 Technical index requirements for asphalt (3) Fiber technical requirements Polyester fiber is used with the dosage of 0.2% of the total mass of asphalt mixture. The technical requirements are as follows.
[0036] Table 5 Technical requirements for polyester fibers 1a2: Take the mineral grading of 2.36 and 15.5% of the incoming material as the primary grading, calculate the aggregate surface area, and use the asphalt-stone ratio of 4.5% to carry out asphalt concrete trial mixing.
[0037] Table 6 2.36 Preliminary test ratio with a pass rate of 15.5% The step B comprises: b1: Verification of production mix ratio: The mixing equipment uses the production mix ratio for trial mixing, paves the test section, and uses the mixed asphalt mixture for Marshall test and road performance test. The core sample drilled from the test section is then tested to determine the standard mix ratio for production. The standard mix ratio should be used as the basis for control during construction and the standard for quality inspection. b2: Mixing of macroporous asphalt mixture The drying drum of the mixing equipment should be able to fully heat the aggregate, and the residual moisture content of the dried aggregate should be less than 0.5%; at the beginning of production, aggregates that do not meet the discharge temperature requirements should be discarded.
[0038] Use intermittent mixing equipment, dry mixing time ≥ 5S, wet mixing time ≥ 35S + asphalt spraying time When adding fibers, the mixing equipment should be equipped with an automatic metering and feeding device. The loose flocculent fibers should be automatically fed into the agitator when sprayed into the asphalt or later. The fibers should be fully dispersed in the mixture and mixed evenly. Through the above technical solution, the test section was paved, the standard mix ratio was determined, and the asphalt mixture was mixed.
[0039] The step C comprises: c1: Operation section division, each water flow section is divided into sections with a width of 10m; and the penetration oil and tack oil are sprayed on the water-stable base, and the penetration oil emulsified asphalt PC-2 is spread: not less than 0.6kg / m²; tack oil emulsified asphalt PC-3 is spread: not less than 0.6kg / m², and the specific amount is determined by trial spraying. It is advisable to use an asphalt spreader for spraying, and choose a suitable nozzle, and keep the spreading speed and spraying amount stable.
[0040] c2: Mixture loading and unloading and transportation: Asphalt mixture should be transported by high-chassis dump trucks in good condition. The transportation capacity should be greater than the production capacity of the mixing equipment. The compartment of the transport vehicle should be cleaned before and after use, and an isolation agent or anti-adhesion agent should be applied, but diesel should not be used and there should be no accumulated liquid.
[0041] C3: Paving: Asphalt mixture paving adopts crawler type fully automatic control paver. The paving speed of the paver should be controlled within 2 m / min~5 m / min and coordinated with the production capacity of the mixing equipment; the paver should perform paving operations continuously, evenly and stably.
[0042] C4: Crushing: (1) 11-13t steel wheel rollers should be used for initial compaction and recompacting. The rollers roll from the outside to the center and from low to high. The wheel tracks are always parallel to the center line of the roadbed. Adjacent rolling strips overlap by 10-15cm wheel width. Initial compaction is static compaction twice.
[0043] (2) Final compaction is carried out when the surface temperature reaches 80-100℃. It is advisable to use a double-wheel roller similar to the initial compaction. It should be carried out immediately after the initial compaction. The final compaction is static compaction for 2-3 times.
[0044] Implementation 2, such as Figure 3 As shown, Among them, step A includes: 2a1: Select qualified materials, see 1a1; 2a2: Take the mineral grading of 2.36 and 14.3% of the incoming material as the primary grading, calculate the aggregate surface area, and the asphalt-stone ratio is 4.3% for asphalt concrete trial mixing.
[0045] Table 7 2.36 Preliminary test ratio with a pass rate of 14.3% The step B includes: see implementation scheme 1 for details.
[0046] The step A comprises: see implementation scheme 1 for details.
[0047] Implementation 3, such as Figure 4 shown.
[0048] Wherein, step A comprises: 3a1: Select qualified materials, see 1a1; 3a2: Take the mineral grading of 2.36 and 16.9% of the incoming material as the primary grading, calculate the aggregate surface area, and use the asphalt-stone ratio of 4.3% for asphalt concrete trial mixing.
[0049] Table 8 2.36 Preliminary test ratio with a pass rate of 16.9% The step B includes: see implementation scheme 1 for details.
[0050] The step A comprises: see implementation scheme 1 for details.
[0051] Through comparative analysis of the above three implementation plans, Implementation Plan 2 has the best technical performance and is selected as the production mix ratio of large-pore asphalt concrete. According to step B, the following standard mix ratio is determined for on-site construction.
[0052] Table 9 Standard mix ratio The present invention uses a scientific and reasonable technical solution to replace the composite geomembrane with a macroporous asphalt concrete isolation layer, solving the problem that the composite geotextile of the existing airport expansion project pavement surface water leaks into the bottom and cannot be discharged, causing water accumulation. In the long run, mud pumping occurs, and even in cold areas, the bottom of the board is vacated, bulged, and broken; at the same time, the surface of the composite geotextile is smooth, causing the upper road panel to slip a lot. This will reduce the frequency of later pavement maintenance, reduce the cost of non-stop construction, reduce the risk of non-stop construction, and play an important role in providing stable protection for the normal operation of the airport.
[0053] The present invention obtains the result through the performance test of the macroporous asphalt concrete isolation layer that the macroporous asphalt concrete with the standard mix ratio described in step B, such as 4% oil-stone ratio and 14.3% 2.36mm pass rate, has the best working performance such as drainage; the void ratio can reach 18%, the freeze-thaw splitting strength ratio (TSR) is greater than 75%, and the water permeability (rutting plate) is greater than 4000mL / min, which can discharge water out of the road surface in a timely and rapid manner.
[0054] The above are all preferred embodiments of the present invention, and are not intended to limit the protection scope of the present invention. Therefore, any equivalent changes made based on the structure, shape, and principle of the present invention should be included in the protection scope of the present invention.
Claims
1. A construction method for an airport asphalt drainage isolation layer, It is characterized in that include: Step A: Target mix design and production mix design of macroporous asphalt concrete isolation layer; Step B: Verify the production ratio and prepare the asphalt mixture according to the determined ratio; Step C: Use the mixed asphalt concrete to construct the isolation layer.
2. The construction method of an airport asphalt drainage isolation layer according to claim 1, It is characterized in that The step A comprises: selecting emulsified asphalt PC-2, emulsified asphalt PC-3, Sinopec No. 70 Class A road petroleum asphalt, limestone (10-15 mm), limestone (5-10 mm), limestone (0-3 mm) stone chips, mineral powder, and polyester fiber (8 mm) as raw materials.
3. The construction method of an airport asphalt drainage isolation layer according to claim 2, It is characterized in that The step A also includes: taking the mineral material grading with different 2.36mm passing rates of the incoming materials as the primary grading, calculating the aggregate surface area, and testing different asphalt-stone ratios to conduct asphalt concrete trial mixing.
4. The construction method of an airport asphalt drainage isolation layer according to claim 3, It is characterized in that The step B comprises: verification of the production mix ratio, in which a production mix ratio is used for trial mixing by using a mixing device, a test section is paved, and the mixed asphalt mixture is used for Marshall test and road performance test, and the core sample drilled from the test section is tested, thereby determining the standard mix ratio for production, and the standard mix ratio serves as the basis for control during construction and the standard for quality inspection.
5. The construction method of an airport asphalt drainage isolation layer according to claim 4, It is characterized in that The step B also includes: mixing of macroporous asphalt mixture, wherein the aggregate is fully heated by a drying drum of a mixing equipment so that the residual moisture content of the dried aggregate is less than 0.5%; when production starts, the aggregate that does not meet the discharge temperature requirement is discarded.
6. The construction method of an airport asphalt drainage isolation layer according to claim 5, It is characterized in that The step B also includes: using intermittent mixing equipment to intermittently perform dry mixing and wet mixing, wherein the dry mixing time is ≥5S, and the wet mixing time is ≥35S+asphalt spraying time.
7. The method for constructing an airport asphalt drainage isolation layer according to claim 6, It is characterized in that The step C comprises: dividing the work sections, wherein each water flow section is divided into sections with a width of 10m; and spraying the penetration oil and tack coat oil on the water-stable base layer, spreading the penetration oil emulsified asphalt PC-2: not less than 0.6kg / m²; tack coat oil emulsified asphalt PC-3: not less than 0.6kg / m², and the specific amount is determined according to the trial spraying.
8. The construction method of an airport asphalt drainage isolation layer according to claim 7, It is characterized in that The step C also includes: loading and unloading and transportation of the mixture, including the asphalt mixture being transported by a high chassis dump truck, the transportation capacity of which is greater than the production capacity of the mixing equipment; the carriage of the transport truck is cleaned before and after use, and is coated with an isolation agent or an anti-adhesion agent.
9. The method for constructing an airport asphalt drainage isolation layer according to claim 8, It is characterized in that The step C also includes: paving, which includes paving the asphalt mixture using a crawler-type fully automatic control paver, the paving speed of the paver is controlled within 2 m / min~5 m / min and coordinated with the production capacity of the mixing equipment.
10. The method for constructing an airport asphalt drainage isolation layer according to claim 9, It is characterized in that The step C also includes: rolling, which includes initial rolling and final rolling. The initial rolling and the secondary rolling are carried out using a 11-13t steel wheel roller, and the roller is used to roll from the outside to the center and from the low to the high. The wheel track is parallel to the center line of the roadbed, and adjacent rolling strips overlap by 10 to 15 cm in wheel width. The final rolling is carried out when the surface temperature reaches 80 to 100°C, using the same double steel wheel roller as the initial rolling.