Large-gap composite permeable pavement structure and low-carbon construction method

Abstract

The invention discloses a large-gap composite permeable pavement structure and a low-carbon construction method, and relates to the technical field of asphalt pavement structures and constructions.The pavement structure comprises a roadbed layer, a bonding layer, an asphalt mixture layer, a middle layer and a heat preservation coating which are sequentially arranged from bottom to top; the heat preservation coating comprises a bottom layer, a middle layer and a surface layer which are sequentially arranged from bottom to top. Compared with the traditional asphalt pavement, the pavement surface temperature can be effectively reduced by 10.0-20.0 DEG C by adopting the drainage asphalt-large-gap composite permeable pavement, so that the diseases such as asphalt aging and rutting caused by high temperature of the traditional asphalt pavement are effectively reduced; the large-gap drainage structure can effectively reduce high driving safety risks caused by road surface water runoff in the rainy season; meanwhile, the light reflectivity of the road surface is further improved by painting the macromolecular colored heat-insulating coating, the cooling and anti-dazzle effects are achieved, and the driving safety risk is improved; and the method has excellent environmental benefits.

Description

Technical Field

[0001] The present invention relates to the technical field of asphalt pavement structure and construction, and in particular to a large-void composite water-permeable pavement structure and a low-carbon construction method. Background Art

[0002] Traditional asphalt pavement can be divided into four types according to technical quality and usage: asphalt concrete, hot mix asphalt macadam, asphalt penetration, and asphalt surface treatment. The characteristics and application range of each type of pavement are:

[0003] 1. Asphalt concrete pavement: The strength is formed according to the principle of embedding and compaction. High-quality asphalt is used, which has high requirements for consistency and is also the most viscous among asphalt pavements. In addition, the use of a considerable amount of mineral powder is a significant feature of asphalt concrete. The high bonding force makes the pavement have very high strength and can withstand relatively heavy vehicle traffic. However, the allowable tensile strain value of asphalt concrete pavement is small, which will cause regular transverse cracks, so a strong base is required. Both high temperature stability and low temperature stability are required. The small porosity makes the asphalt concrete pavement have low permeability, good water stability, high durability, and greater ability to resist natural factors. The service life is more than 15-20 years. Asphalt concrete pavement is suitable for the surface layer of highways and first and second-level roads.

[0004] 2. Hot-mix asphalt macadam road: good high temperature stability, the road surface is not easy to produce waves, it is not easy to produce shrinkage cracks in winter, and there are few cracks under the action of driving load; the road surface is easy to keep rough, which is conducive to high-speed driving; the requirements for stone gradation and asphalt specifications are relatively wide, and the material composition design is relatively easy to meet the requirements; the amount of asphalt is small, and no mineral powder is used, and the cost is low. Hot-mix asphalt macadam is suitable for general roads, not for high-grade roads. Medium-grained and coarse-grained asphalt macadam is suitable for the lower layer, bonding layer or leveling layer of asphalt concrete surface layer.

[0005] 3. Asphalt penetration: The strength and stability of the penetration pavement are mainly composed of the mutual interlocking of stones. The penetration pavement requires a 2-3 week molding period. Under the rolling of vehicles and the action of gravity, the asphalt gradually penetrates and wraps the stones, filling the gaps to form an overall stable structural layer. It has good temperature stability, and should not shift or bulge on hot days, and should not have low-temperature cracks on cold days. The top layer of the penetration pavement should be spread with sealing materials or a mixing layer. The asphalt penetration is suitable for second- and third-level highways, and can also be used as a connecting layer for asphalt concrete surface layers.

[0006] 4. Asphalt surface treatment: Asphalt surface treatment can improve the road conditions, bear the wear and tear of driving and the effects of the atmosphere, and extend the service life of the road. The thickness of the paved asphalt road can be greater than 3 cm. When calculating the thickness of the road, its strength is generally not taken into account. Asphalt surface treatment is generally used for third-level highways, and can also be used as a wear layer and anti-skid layer of asphalt pavement.

[0007] Traditional asphalt pavement has the following main problems:

[0008] (1) Asphalt aging and permanent deformation of rutting: In recent years, extreme weather has frequently occurred. The surface temperature in the southern region is high in summer and the high temperature weather lasts for a long time. At the same time, the road surface temperature rises rapidly during the high temperature in summer. The driving process of heavy-loaded vehicles accelerates the occurrence of asphalt pavement diseases, and the maintenance cost rises sharply. Traditional road construction uses highly heat-absorbing and impermeable engineering materials, which cause environmental problems such as excessively high local temperatures, poor human comfort, high vehicle noise, road surface runoff, increased risk of water accumulation, and surface water pollution, which affect the quality of travel services. In addition, when the car is started and braked, especially during emergency braking, it is very easy to cause damage to the asphalt concrete surface layer, which has caused obvious damage to the road markings; for example, at traffic lights, parking stations, intersections and sections where vehicles frequently change gears and speeds, there will be accumulation, obvious road rutting, and road shear deformation characterized by congestion. At the same time, the asphalt concrete surface layer will be oily during traffic.

[0009] (2) Surface runoff water pollution affects driving safety: Road runoff water caused by rutting not only causes environmental pollution, but also reduces the anti-skid performance of vehicles and increases braking distance, especially in crowded areas such as intersections, where the risk of driving safety increases dramatically.

[0010] (3) Low light reflectivity of the road surface: The low reflectivity of the road surface during nighttime driving greatly affects the driving vision, safety and comfort. The traditional asphalt concrete pavement is the original color of asphalt. During nighttime driving, since the original color of asphalt concrete is black, it will have a weakening effect on the nighttime lighting of vehicles. The nighttime driving vision is small, and the impact of the road surface on the lighting will reduce the driving comfort.

[0011] Currently, no effective solution has been proposed for the problems in the related technologies. Summary of the invention

[0012] 1. Technical issues to be solved

[0013] In view of the deficiencies in the prior art, the present invention provides a large-void composite permeable pavement structure and a low-carbon construction method, which effectively reduce the asphalt aging, rutting and other defects caused by high temperature on traditional asphalt pavements; and the large-void drainage structure can effectively reduce the high driving safety risks caused by surface water runoff in the rainy season, thereby solving the problems of asphalt aging, permanent deformation due to rutting, surface runoff water pollution and low pavement light reflectivity on traditional asphalt pavements.

[0014] (II) Technical solution

[0015] In order to achieve the above advantages of effectively reducing the asphalt aging, rutting and other diseases caused by high temperature in traditional asphalt pavement; and the large-void drainage structure can effectively reduce the high safety risk of driving caused by surface water runoff in rainy season, the specific technical solutions adopted by the present invention are as follows:

[0016] In the first aspect, the present invention provides a large-void composite permeable pavement structure, which includes a road base layer, a tack layer, an asphalt mixture layer, an intermediate layer and a thermal insulation coating arranged in sequence from bottom to top; and the thermal insulation coating includes a bottom layer, a middle layer and a surface layer arranged in sequence from bottom to top.

[0017] Furthermore, the asphalt mixture layer is formed by paving an asphalt mixture, and the asphalt mixture includes the following raw materials in parts by weight:

[0018] 60-80 parts of mixed aggregate, 0.3-1 parts of polyacrylonitrile fiber, 3-7 parts of high viscosity asphalt modifier, 5-10 parts of SBS modified asphalt and 5-10 parts of mineral powder.

[0019] Furthermore, the mixed aggregate includes coarse aggregate and fine aggregate, the coarse aggregate is basalt or diabase, and the fine aggregate is stone chips or machine-made sand; the mineral powder is a highly polar rock mineral powder in limestone, and the production ratio of the mixed aggregate and the mineral powder is (10-15) mm: (5-10) mm: (3-5) mm: (0-3) mm: mineral powder = 38%: 44%: 7%: 5%: 6%.

[0020] Furthermore, the high-viscosity asphalt modifier is at least one of corn straw lignin or poplar sawdust lignin.

[0021] Furthermore, the bottom layer is composed of oily resin coating and curing agent in a mass ratio of 4:1; the middle layer is composed of water-based resin coating; the surface layer is composed of wear-resistant brightening coating.

[0022] The wear-resistant brightening coating comprises a photocurable resin, a photopolymerizable monomer, a photoinitiator and a leveling agent in a mass ratio of 10:10:1:0.05, and the photoinitiator is at least one of 1-hydroxycyclohexyl phenyl ketone, 2-hydroxy-2-methyl-1-phenyl-1-propanone or phenyl bisphosphine oxide.

[0023] In a second aspect, the present invention also provides a low-carbon construction method for a large-void composite permeable pavement structure, the construction method comprising the following steps:

[0024] S1. Before construction, check whether the adhesive layer is demulsified and whether there is pollution on the surface. If there is pollution, use an air compressor to remove the debris and dust on the surface of the adhesive layer, and then use a water truck to wash the entire section;

[0025] S2. Restore the positions of the center pile and the side pile arranged on the road surface on the tack layer surface, and use the non-contact sensing balance beam method to measure the pavement paving balance state and adjust the pavement paving flatness of the road surface;

[0026] S3. Manually pull the wire according to the control position of the edge pile and install the fixed steel formwork using the three-point reinforcement method;

[0027] S4. Mixed aggregate, polyacrylonitrile fiber, high-viscosity asphalt modifier, SBS modified asphalt and mineral powder are selected according to the preset ratio, mixed and stirred to prepare asphalt mixture, and the performance of the asphalt mixture is tested in real time;

[0028] S5. Apply anti-adhesion liquid inside the transport vehicle, load the prepared asphalt mixture into piles, and use the transport vehicle to transport the prepared asphalt mixture to the construction site in an insulated manner;

[0029] S6. Arrange the paver according to the width of the road surface to be paved, set the operating parameters of the paver, slowly lay the asphalt mixture on the surface of the tack layer, and use the paver to gradually spread and compact the asphalt mixture layer;

[0030] S7. Implement pollution prevention and control of asphalt pavement, and spray thermal insulation coating on the surface of the asphalt mixture layer. After the thermal insulation coating is cured, a drainage asphalt-large void composite permeable pavement is obtained.

[0031] Further, selecting mixed aggregate, polyacrylonitrile fiber, high viscosity asphalt modifier, SBS modified asphalt and mineral powder according to a preset ratio, mixing and stirring to prepare asphalt mixture, and real-time detection of asphalt mixture performance includes the following steps:

[0032] S41. Weigh the mixed aggregates and add the coarse aggregates and fine aggregates into the mixing pot in sequence according to the principle of large aggregates first and small aggregates later for dry mixing. Stir for 5-10 seconds after each addition before adding again.

[0033] S42, add the completely dry polyacrylonitrile fiber into the mixing pot and mix evenly for 5-10 seconds;

[0034] S43, add high viscosity asphalt modifier into the mixing pot and mix evenly for 10-15s;

[0035] S44, add SBS modified asphalt and mineral powder into the mixing pot, mix evenly until all mineral particles are completely coated with asphalt binder, and there is no white material, no agglomeration and no aggregate separation, stop mixing, and obtain a uniformly mixed asphalt mixture;

[0036] S45. During the mixing process, the material dosage and mixing temperature are monitored in real time. After the mixing is completed, part of the asphalt mixture is extracted for Marshall, mineral mixture synthetic grading and oil-stone ratio testing.

[0037] Furthermore, the anti-adhesion liquid is applied inside the transport vehicle, the prepared asphalt mixture is loaded in piles, and the prepared asphalt mixture is transported to the construction site in an insulated manner by the transport vehicle, including the following steps:

[0038] S51. Apply anti-adhesive liquid in the compartment of the transport vehicle, wherein the anti-adhesive liquid is prepared in a ratio of release agent to water = 1:3, and no excess anti-adhesive liquid is left at the bottom of the compartment after application;

[0039] S52, using a five-step loading method, loading in five piles in a front-back-middle-front-back manner;

[0040] S53. Cover the carriage of the transport vehicle with a tarpaulin, and use a thermocouple thermometer to detect the factory temperature and the transportation temperature of the asphalt mixture inside the carriage in real time.

[0041] Furthermore, arranging the paver according to the width of the road surface to be paved, setting the operating parameters of the paver, slowly paving the asphalt mixture on the surface of the tack layer, and gradually paving and compacting the asphalt mixture layer by the paver includes the following steps:

[0042] S61. Widen the paver according to the width of the asphalt concrete pavement to be laid, and preheat the screed plate in advance;

[0043] S62, setting the operating parameters of the paver, which include initial pressing temperature, paving temperature, initial paving speed and normal paving speed, and the initial pressing temperature is 160° C., the paving temperature is greater than 170° C., the initial paving speed is 1 m / min, and the normal paving speed is 2-3 m / min;

[0044] S63. Drive the paver to compact the asphalt mixture layer in sequence according to the set operating parameters.

[0045] Further, anti-pollution control of asphalt pavement is implemented, and a thermal insulation coating is sprayed on the surface of the asphalt mixture layer. After the curing of the thermal insulation coating is completed, a drainage asphalt-large void composite permeable pavement is obtained, which includes the following steps:

[0046] S71. After the asphalt mixture layer is paved and the compaction temperature is reduced to below 50°C, the debris and dust on the surface layer of the asphalt concrete pavement are cleaned and a binder is sprayed as an intermediate layer;

[0047] S72, prepare the oily resin paint by mixing the oily resin paint and the curing agent in a ratio of 4:1, and spray the oily resin paint evenly on the surface of the asphalt mixture layer to form a bottom layer of the thermal insulation coating;

[0048] S73, preparing a water-based resin coating according to a preset water mixing ratio, spraying it evenly on the surface of the asphalt concrete pavement, and forming a middle layer of the thermal insulation coating after surface drying and curing;

[0049] S74. Apply wear-resistant and brightening paint evenly on the surface of the middle layer to form the surface layer of the thermal insulation coating, obtain a thermal insulation coating with a three-layer structure, and finally form a drainage asphalt-large void composite permeable pavement.

[0050] (III) Beneficial effects

[0051] Compared with the prior art, the present invention provides a large-void composite permeable pavement structure and a low-carbon construction method, which have the following beneficial effects: by adopting drainage asphalt-large-void composite permeable pavement, the surface temperature of the road can be effectively reduced by 10.0℃ to 20.0℃ compared with the traditional asphalt pavement, which not only effectively reduces the asphalt aging and rutting caused by high temperature of the traditional asphalt pavement; and the large-void drainage structure can effectively reduce the high safety risk of driving caused by surface water runoff in the rainy season; at the same time, by applying a polymer color thermal insulation coating, the light reflectivity of the road surface is further improved, which has the effect of cooling and anti-glare, and improves the driving safety risk; it has excellent environmental benefits, can significantly improve the water permeability and water purification capacity of the road surface, alleviate the phenomenon of surface waterlogging and runoff pollution; can improve the cooling function of the road surface, alleviate the high temperature of the road surface in summer, and reduce the damage of road rutting; can also improve the noise reduction function, reduce the tire road surface contact noise, and create a comfortable driving environment. Its cooling function can reduce the cost of road maintenance and repair by alleviating road rutting diseases, and the application of solid waste materials can reduce the material production cost, thereby reducing the economic cost of the whole life cycle, bringing considerable economic benefits. Reduce carbon emissions by more than 50% and reduce the consumption of non-renewable energy in road construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0053] Figure 1 is a schematic diagram of a large-void composite permeable pavement structure according to an embodiment of the present invention;

[0054] Figure 2 is a schematic diagram of a thermal insulation coating in a large-void composite permeable pavement structure according to an embodiment of the present invention;

[0055] Figure 3 is a flow chart of a low-carbon construction method for a large-void composite permeable pavement structure according to an embodiment of the present invention;

[0056] Figure 4 1 is a synthetic grading result and a grading curve diagram according to an embodiment of the present invention.

[0057] In the figure:

[0058] 1. Road base layer; 2. Adhesive layer; 3. Asphalt mixture layer; 4. Intermediate layer; 5. Thermal insulation coating; 501. Bottom layer; 502. Middle layer; 503. Surface layer. DETAILED DESCRIPTION

[0059] According to one embodiment of the present invention, a large-void composite permeable pavement structure is provided.

[0060] The present invention is further described with reference to the accompanying drawings and specific embodiments. Figure 1-Figure 2 As shown, according to an embodiment of the present invention, a large-void composite permeable pavement structure includes a road base layer 1, a tack layer 2, an asphalt mixture layer 3, an intermediate layer 4 and a thermal insulation coating 5 arranged in sequence from bottom to top; and the thermal insulation coating 5 includes a bottom layer 501, a middle layer 502 and a surface layer 503 arranged in sequence from bottom to top.

[0061] In one embodiment, the asphalt mixture layer 3 is formed by paving an asphalt mixture, and the asphalt mixture includes the following raw materials in parts by weight:

[0062] 60-80 parts of mixed aggregate, 0.3-1 parts of polyacrylonitrile fiber, 3-7 parts of high viscosity asphalt modifier, 5-10 parts of SBS modified asphalt and 5-10 parts of mineral powder.

[0063] In one embodiment, the mixed aggregate includes coarse aggregate and fine aggregate, the coarse aggregate is basalt or diabase, and the fine aggregate is stone chips or machine-made sand; the mineral powder is a highly polar rock mineral powder in limestone, and the production ratio of the mixed aggregate and the mineral powder is (10-15) mm: (5-10) mm: (3-5) mm: (0-3) mm: mineral powder = 38%: 44%: 7%: 5%: 6%.

[0064] In one embodiment, the high viscosity asphalt modifier is at least one of corn straw lignin or poplar sawdust lignin.

[0065] In one embodiment, the bottom layer 501 is composed of an oily resin coating and a curing agent in a mass ratio of 4:1; the middle layer 502 is composed of a water-based resin coating; and the surface layer 503 is composed of a wear-resistant brightening coating.

[0066] The wear-resistant brightening coating comprises a photocurable resin, a photopolymerizable monomer, a photoinitiator and a leveling agent in a mass ratio of 10:10:1:0.05, and the photoinitiator is at least one of 1-hydroxycyclohexyl phenyl ketone, 2-hydroxy-2-methyl-1-phenyl-1-propanone or phenyl bisphosphine oxide.

[0067] According to another embodiment of the present invention, Figure 3 As shown, a low-carbon construction method for a large-void composite permeable pavement structure is also provided, and the construction method comprises the following steps:

[0068] S1. Before construction, check whether the adhesive layer 2 is demulsified and whether there is any pollution on the surface. If there is any pollution, use an air compressor to remove the debris and dust on the surface of the adhesive layer 2, and then use a water truck to wash the entire section.

[0069] S2. The positions of the center pile and the side pile arranged on the road surface are restored on the surface of the adhesive layer 2, and the non-contact sensing balance beam method is used to measure the pavement paving balance state and adjust the pavement flatness of the road surface.

[0070] S3. Manually pull wires according to the control position of the edge piles and use the three-point reinforcement method to install the fixed steel formwork.

[0071] S4. Select mixed aggregate, polyacrylonitrile fiber, high-viscosity asphalt modifier, SBS modified asphalt and mineral powder according to the preset ratio, mix and stir to prepare asphalt mixture, and test the performance of asphalt mixture in real time.

[0072] In one embodiment, mixed aggregate, polyacrylonitrile fiber, high viscosity asphalt modifier, SBS modified asphalt and mineral powder are selected according to a preset ratio, mixed and stirred to prepare asphalt mixture, and the performance of the asphalt mixture is detected in real time, including the following steps:

[0073] S41. Weigh the mixed aggregate and add the coarse aggregate and fine aggregate into the mixing pot in sequence according to the principle of large aggregate first and small aggregate later for dry mixing. Stir for 5-10 seconds after each addition and then add again.

[0074] S42. Add the completely dry polyacrylonitrile fiber into the mixing pot and mix evenly for 5-10 seconds.

[0075] S43. Add high-viscosity asphalt modifier into the mixing pot and mix evenly for 10-15 seconds.

[0076] S44. Add SBS modified asphalt and mineral powder into the mixing pot and mix evenly until all mineral particles are completely coated with the asphalt binder, and there is no white material, no agglomeration, and no aggregate separation. Stop mixing to obtain a uniformly mixed asphalt mixture.

[0077] S45. During the mixing process, the material dosage and mixing temperature are monitored in real time. After the mixing is completed, part of the asphalt mixture is extracted for Marshall, mineral mixture synthetic grading and oil-stone ratio testing.

[0078] S5. Apply anti-sticking liquid inside the transport vehicle, load the prepared asphalt mixture into piles, and use the transport vehicle to transport the prepared asphalt mixture to the construction site in an insulated manner.

[0079] In one embodiment, applying anti-sticking liquid inside a transport vehicle, loading the prepared asphalt mixture into piles, and using the transport vehicle to insulate and transport the prepared asphalt mixture to a construction site includes the following steps:

[0080] S51. Apply anti-adhesive liquid in the compartment of the transport vehicle. The anti-adhesive liquid is prepared according to the ratio of release agent: water = 1:3, and there is no excess anti-adhesive liquid at the bottom of the compartment after application.

[0081] S52, adopt the five-step loading method, loading in five piles in the manner of front-back-middle-front-back.

[0082] S53. Cover the carriage of the transport vehicle with a tarpaulin, and use a thermocouple thermometer to detect the factory temperature and the transportation temperature of the asphalt mixture inside the carriage in real time.

[0083] S6. Arrange the paver according to the width of the road surface to be paved, set the operating parameters of the paver, slowly lay the asphalt mixture on the surface of the tack layer, and use the paver to gradually spread and compact the asphalt mixture layer 3.

[0084] In one embodiment, arranging the paver according to the width of the road surface to be paved, setting the operating parameters of the paver, slowly paving the asphalt mixture on the surface of the tack layer, and using the paver to gradually pave and compact the asphalt mixture layer 3 includes the following steps:

[0085] S61. Widen the paver according to the width of the asphalt concrete pavement to be laid, and preheat the screed plate in advance.

[0086] S62. Set the operating parameters of the paver, which include initial pressing temperature, paving temperature, starting paving speed and normal paving speed. The initial pressing temperature is 160°C, the paving temperature is greater than 170°C, the starting paving speed is 1m / min, and the normal paving speed is 2-3m / min.

[0087] S63. Drive the paver to compact the asphalt mixture layer 3 in sequence according to the set operating parameters.

[0088] S7. Implement anti-pollution control of the asphalt pavement, and spray the thermal insulation coating 5 on the surface of the asphalt mixture layer 3. After the thermal insulation coating 5 is cured, a drainage asphalt-large void composite permeable pavement is obtained.

[0089] In one embodiment, asphalt pavement pollution prevention and control is implemented, and the thermal insulation coating 5 is sprayed on the surface of the asphalt mixture layer 3. After the thermal insulation coating 5 is cured, the drainage asphalt-large void composite permeable pavement is obtained, which includes the following steps:

[0090] S71. After the asphalt mixture layer 3 is paved and the compaction temperature is reduced to below 50°C, the debris and dust on the surface layer of the asphalt concrete pavement are cleaned, and a binder is sprayed as the intermediate layer 4.

[0091] S72, prepare an oily resin paint by mixing oily resin paint and curing agent in a ratio of 4:1, and spray the oily resin paint evenly on the surface of the asphalt mixture layer 3 to form a bottom layer 501 of the thermal insulation coating 5.

[0092] S73, prepare water-based resin coating according to a preset water mixing ratio, spray it evenly on the surface of the asphalt concrete pavement, and after surface drying and curing, form the middle layer 502 of the thermal insulation coating 5.

[0093] S74, evenly apply wear-resistant brightening paint on the surface of the middle layer to form the surface layer 503 of the thermal insulation coating 5, obtain the thermal insulation coating 5 with a three-layer structure, and finally form a drainage asphalt-large void composite permeable pavement.

[0094] The technical solution of the present invention is further described in detail below in conjunction with specific embodiments and drawings. It should be understood that the following embodiments are only used to explain the present invention and are not used to limit the present invention.

[0095] According to the actual construction process, the low-carbon construction method can be summarized as follows:

[0096] 1. Construction Preparation

[0097] Before construction, check whether the adhesive layer 2 is demulsified and check whether there is any debris or pollution on the surface. Use an air compressor to remove the debris and dust on the surface, and manually use a water truck to wash the entire section to ensure that the surface is clean and pollution-free. Check the status of the machinery, conduct a comprehensive inspection and maintenance of the machinery used in the construction to ensure the best condition.

[0098] 2. Measurement and Stakeout

[0099] The positions of the center pile and side piles are restored on the adhesive layer 2. Before construction, the upper layer elevation and cross slope are checked to see if they are qualified. The first paving adopts the non-contact sensing balance beam method. The specific method is to use the traditional ultrasonic balance beam paver construction, add infrared laser ranging sensors and millimeter radar wave sensors, and use three sets of sensors to jointly determine the pavement paving balance state. After unified calculation, the pavement paving flatness is adjusted. Compared with the traditional paver that only uses the ultrasonic radar balance beam, it can further ensure the surface flatness of the pavement paving.

[0100] 3. Template Installation

[0101] The template uses a standard steel template. Before installation, the wire is manually pulled according to the control position of the side piles. The protruding parts of the upper edge are manually repaired to ensure the straightness of the template during installation. The template is installed to ensure the smoothness of the joints and the overall straightness. The template is reinforced at three points to ensure the firmness of the edge during rolling. After the template is installed, the width, stability and straightness of the template are checked. The next step of construction can be carried out only after the inspection and supervision are qualified.

[0102] 4. Mixing of mixture

[0103] (1) During the mixing process, various parameters such as material dosage and mixing temperature measured by each sensor are collected one by one to facilitate quality tracking; the aggregates must be qualified after inspection, and those that have not been inspected shall not be used.

[0104] (2) Take a group of asphalt mixture samples for Marshall (stability, flow value, void ratio, asphalt saturation, residual stability) and mineral mixture synthetic grading (density, void ratio, frictional resistance) and asphalt-stone ratio test.

[0105] (3) The allowable error between the oil-stone ratio and the design value is -0.1 to +0.2%. After the construction is completed, the quantity of each material printed by the mixing plant is used to control the total amount, and the average thickness is calculated based on the output and checked against the designed thickness of the pavement.

[0106] 5. Mixture Transportation

[0107] (1) The compartment of the transport vehicle should be kept strictly clean and free of debris, and anti-adhesive liquid (isolation agent: water = 1:3) should be brushed or sprayed inside the compartment. After spraying, no excess liquid should accumulate at the bottom of the compartment.

[0108] (2) The five-step loading method is adopted, and the material transport vehicle adopts the front-back-middle-front-back method to load the material in five piles to reduce the separation of coarse aggregate and avoid material segregation.

[0109] (3) During the entire transportation process, the tarpaulin shall be used for thermal insulation and it is not allowed to lift the tarpaulin before unloading.

[0110] (4) Use a digital display insertion thermocouple thermometer to detect the temperature of the asphalt mixture before leaving the factory and when it is transported to the site. The insertion depth should be greater than 150mm. A special detection hole is set in the middle of the side of the material transport truck, and the hole opening is about 300mm from the bottom of the truck.

[0111] 6. On-site paving

[0112] (1) Before construction, the paver should be reasonably widened according to the width of the permeable asphalt concrete pavement. During construction, the paver should preheat the screed to no less than 100°C 0.5-1h in advance. The screed of the paver must be tightly spliced ​​without gaps, and the rods must be firmly connected without shaking to prevent the particles from getting stuck and leaving streaks on the pavement.

[0113] (2) The paving and rolling process should be carried out in accordance with the original design of the SMA asphalt pavement construction process. The paving coefficient is determined by trial paving and should be controlled between 1.15 and 1.25. It is recommended to adopt the process combination of steel wheel initial compaction + rubber wheel secondary compaction + steel wheel final compaction; to ensure compaction and flatness, the rollers for initial compaction and secondary compaction should be followed by rolling. A 13-15 ton steel wheel roller is used for initial compaction (3-4 times closely followed, without vibration), a 20-26 ton rubber wheel roller is used for secondary compaction (2 times), and a steel wheel of less than 11 tons is used for final compaction (1-2 times, without vibration), followed by slow compaction. During the rolling process, the amount of water sprayed by the roller should be strictly controlled, and it is recommended to use a mixture of vegetable oil and water as an isolation agent.

[0114] In addition, the paving temperature should not be lower than 175℃, and should be discarded if it is lower than 155℃. The paving speed should be 2-3m / min, usually not more than 3m / min, and it is allowed to slow down to 1-2m / min. The initial pressing temperature should be 165℃, not lower than 155℃. The specific temperature control parameters for paving and rolling are shown in Table 1.

[0115] Table 1: Temperature control parameters for mixing and paving porous drainage asphalt mixture

[0116]

[0117]

[0118] It should be emphasized that since the strength of highly elastic, crack-resistant and porous drainage asphalt mixture gradually increases with decreasing temperature, it should be compacted as soon as possible when the mixture temperature is high, and vibration rolling is not allowed after the temperature drops to 120°C.

[0119] Specific temperature control parameters for paving and rolling are shown in Table 3.26.

[0120] 7. Traffic control and design and construction of color cooling and brightening thermal insulation coating

[0121] The finished asphalt surface layer should be protected, traffic control should be implemented, and vehicles should be prohibited from passing through. Traffic can be opened only when the compaction temperature of the asphalt mixture surface is below 50℃, and vehicle traffic should be restricted as much as possible to reduce pollution and damage to the asphalt surface layer.

[0122] By spraying the thermal insulation coating 5, the summer cooling effect can be achieved by 5-10℃. The adjustable color pigments include red, gray and other dark colors, which can effectively achieve the effect of cooling and brightening. The specific construction process is: after the construction of the permeable asphalt concrete pavement is completed, the colored thermal insulation coating is sprayed on the pavement surface. The thermal insulation coating 5 is constructed in three times (bottom layer, middle layer, and surface layer). The bottom layer improves the bonding ability with the asphalt surface layer. The middle layer mainly functions to absorb heat and dissipate heat quickly. The surface layer has the main functions of wear resistance, increment, and heat shielding, so as to improve the comfort of road traffic.

[0123] For oil-based resin paint, the ratio of oil-based resin paint to curing agent is 4:1. For water-based resin paint, water-based resin paint can be mixed with water and used directly, and the water ratio should be less than 5%. Things to pay attention to during construction:

[0124] (1) The coating should be applied after the construction of the intermediate layer 4 is completed.

[0125] (2) Thoroughly clean the dust in the middle layer 4 of the permeable concrete or wash the surface layer with water. Use dust removal methods such as brooms and forest fire extinguishers to remove large particles of debris on the road surface and floating dust inside the structure, ensuring that the original road surface has a certain structural depth without large particles of debris and dust, and ensuring that the surface layer is dry.

[0126] (3) Before using the two-component permeable concrete coating protective agent (oil-based resin coating), the weights must be accurately weighed using an electronic scale, and then mixed and stirred thoroughly with a stirrer. The mixed materials must be used immediately and cannot be left for a long time to prevent the materials from solidifying easily.

[0127] (4) The single-component water-based coating protective agent for permeable concrete (water-based resin coating) is mixed with water in proportion and stirred evenly with a stirrer.

[0128] (5) Paint spraying: use a special sprayer or an air compressor with a spray pot to evenly cover the permeable concrete with the protective agent. The amount per square meter is 0.2-0.5kg / m2.

[0129] (6) Coating curing: Two-component oil-based coatings require 24 hours of surface curing, while one-component water-based coatings require 30 minutes of surface curing.

[0130] In addition, the following specific embodiments are used to introduce and illustrate the composition of each raw material in the asphalt mixture used in the present invention and its performance detection.

[0131] 1. SBS modified asphalt

[0132] After testing, the key indicators of modified asphalt are shown in Table 2, all of which meet the design requirements.

[0133] Table 2: SBS modified asphalt performance test indicators

[0134]

[0135] 2. Aggregate

[0136] The aggregates are made of four grades of stone: 10-15mm, 5-10mm, 3-5mm, and 0-3mm. 0-3mm is limestone, and the other three grades are basalt.

[0137] The main technical results of 10-15mm and 5-10mm aggregates are shown in Table 3:

[0138] Table 3: Technical requirements for 10-15mm and 5-10mm aggregate

[0139] Test items unit Technical requirements Test results Test methods Adhesion to aggregate class ≥5 5 T 0616 Stone crushing value ％ ≤15 9.1 T 0316 Needle-like content ％ ≤12 5.3 T 0312 Soft stone content ％ ≤1 0.5 T 0320 Water washing method <0.075mm particle content ％ ≤0.8 0.35 T 0310 Polishing value - ≥42 45 T 0321 Los Angeles Wear Loss ％ ≤28 20 T 0317 Apparent relative density - ≥2.70 2.841 T 0304 Water absorption ％ ≤1.5 0.8 T 0304 Robustness ％ ≤8 6.5 T 0314

[0140] The main technical results of 3-5mm and 0-3mm aggregates are shown in Table 4:

[0141] Table 4: Technical requirements for aggregates of 3-5mm and 0-3mm

[0142] Test items unit Technical requirements Test results Test methods Apparent relative density - ≥2.50 2.651 T 0328 Robustness (>0.3mm part) ％ ≥12 15.9 T 0340 Sand equivalent (%) ％ ≥60 65 T 0334 Methylene blue value g / kg ≤25 21 T 0349 Angularity (flow time) s ≥40 51 T 0345

[0143] 3. Mineral powder

[0144] The mineral powder is obtained from the strong basic rock in limestone. The soil impurities in the raw stone have been removed and the mineral powder is dry and clean. Its technical requirements are shown in Table 5 below.

[0145] Table 5: Mineral powder technical requirements

[0146]

[0147] 4. Polyacrylonitrile fiber

[0148] The technical indicators of polyacrylonitrile fiber are shown in Table 6.

[0149] Table 6: Technical requirements for polyacrylonitrile fiber

[0150] Standard unit Technical requirements Test results Test methods Heat resistance (210℃, 2h) - No change in volume or color No change in volume or color JT / T 534 Moisture content, not more than ％ ≤5 1.9 T 0332 Breaking strength MPa ≥500 556 GB / T 3916 Elongation at break ％ ≥15 17.1 GB / T 3916 length mm 12±1 12.7 GB / T 14336 diameter μm 15±5 15.7 GB / T 10685

[0151] 5. Mineral gradation and optimal oil-stone ratio

[0152] 5.1. Grading

[0153] According to the design requirements, the gradation range must meet the requirements of Table 7. According to the target mix design process and results, the gradation is carried out according to the ore screening. The production ratio is (10-15) mm: (5-10) mm: (3-5) mm: (0-3) mm: ore powder = 34%: 43%: 5%: 12%: 6%. The synthetic gradation results and gradation curves are shown in Figure 4 shown.

[0154] Table 7: Recommended production mix ratio

[0155]

[0156] 6. Best oil-stone ratio

[0157] The compaction test was carried out according to the JTG E20-2011 specification, with the aggregate heating temperature of 195℃, the modified asphalt heating temperature of 185℃, the mixed material mixing temperature of 185℃, the test mold preheating temperature of 100℃, the compaction temperature of 175℃, and the compaction times of 50 times on each side. According to the design documents, with the asphalt-to-stone ratio of 0.2% as an interval, three asphalt-to-stone ratios of 4.5%, 4.7%, and 4.9% were used to make Marshall specimens. The other volume indicators are shown in Table 8.

[0158] Table 8: Technical indicators of production mix proportion and gradation

[0159]

[0160] Based on the results of multiple indicators and the asphalt film coating of the mixture during the mixing process, it was comprehensively determined that the asphalt-to-stone ratio of 4.7% was the best.

[0161] 7. Material performance inspection

[0162] The test results of the mixture are shown in Table 9.

[0163] Table 9: Technical requirements for drainage asphalt mixture

[0164] Technical indicators unit Technical requirements Test results Test methods Marshall specimen compaction times (165℃-175℃) Second-rate 50 times on both sides - T0702 Void ratio ％ 17-20 18.3 T0708 Mixture loss in the Kentucky fly test ％ ≤15 6.8 T0733 Mixture loss in the Kentenberg immersion test ％ ≤20 9.3 T0733 Binder loss in Schellenberg asphalt leakage test ％ ≤0.3 0.09 T0732 Stability kN ≥6 8.13 T0709 Stream Value mm 1-3 1.56 T0709 Freeze-thaw splitting strength ratio ％ ≥83 85.5 T0729 Rutting dynamic stability (60℃) Times / mm ≥7000 9530 T0719 Low temperature bending limit strain (-10℃, 50mm / min) με ≥2500 2650 T0715 Water seepage coefficient (rutting plate) mL / min ≥5000 5250 T0730

[0165] In summary, with the help of the above technical scheme of the present invention, by adopting the drainage asphalt-large void composite permeable pavement, the surface temperature of the road can be effectively reduced by 10.0℃~20.0℃ compared with the traditional asphalt pavement, which not only effectively reduces the asphalt aging and rutting caused by high temperature of the traditional asphalt pavement; and the large void drainage structure can effectively reduce the high safety risk of driving caused by surface water runoff in the rainy season; at the same time, by applying the polymer color thermal insulation coating, the light reflectivity of the road surface is further improved, which has the effect of cooling and anti-glare, and improves the driving safety risk; it has excellent environmental benefits, can significantly improve the water permeability and water purification capacity of the road surface, alleviate the surface waterlogging and runoff pollution; can improve the cooling function of the road surface, alleviate the high temperature of the road surface in summer, and reduce the damage of road rutting; can also improve the noise reduction function, reduce the tire road surface contact noise, and create a comfortable driving environment. Its cooling function can reduce the cost of road maintenance and repair by alleviating the road rutting disease, and the application of solid waste materials can reduce the material production cost, thereby reducing the economic cost of the whole life cycle, bringing considerable economic benefits. Reduce carbon emissions by more than 50% and reduce the consumption of non-renewable energy in road construction.

[0166] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A large-void composite permeable pavement structure, characterized in that: The pavement structure comprises a road base layer (1), a tack layer (2), an asphalt mixture layer (3), an intermediate layer (4) and a thermal insulation coating (5) which are arranged in sequence from bottom to top; The thermal insulation coating (5) comprises a bottom layer (501), a middle layer (502) and a surface layer (503) which are arranged in sequence from bottom to top.

2. A large-void composite permeable pavement structure according to claim 1, characterized in that: The asphalt mixture layer (3) is formed by paving an asphalt mixture, wherein the asphalt mixture comprises the following raw materials in parts by weight: 60-80 parts of mixed aggregate, 0.3-1 parts of polyacrylonitrile fiber, 3-7 parts of high viscosity asphalt modifier, 5-10 parts of SBS modified asphalt and 5-10 parts of mineral powder.

3. The large-void composite permeable pavement structure according to claim 1, characterized in that: The mixed aggregate includes coarse aggregate and fine aggregate, the coarse aggregate is basalt or diabase, the fine aggregate is stone chips or machine-made sand, and the mineral powder is a highly polar rock mineral powder in limestone; The production ratio of the mixed aggregate and the mineral powder is (10-15) mm: (5-10) mm: (3-5) mm: (0-3) mm: mineral powder = 38%: 44%: 7%: 5%: 6%.

4. The large-void composite permeable pavement structure according to claim 1, characterized in that: The high-viscosity asphalt modifier is at least one of corn straw lignin and poplar sawdust lignin.

5. The large-void composite permeable pavement structure according to claim 1, characterized in that: The bottom layer (501) is composed of an oily resin coating and a curing agent in a mass ratio of 4:1; the middle layer (502) is composed of a water-based resin coating; and the surface layer (503) is composed of a wear-resistant brightening coating. The wear-resistant brightening coating comprises a photocurable resin, a photopolymerizable monomer, a photoinitiator and a leveling agent in a mass ratio of 10:10:1:0.05, and the photoinitiator is at least one of 1-hydroxycyclohexyl phenyl ketone, 2-hydroxy-2-methyl-1-phenyl-1-propanone or phenyl bisphosphine oxide.

6. A low-carbon construction method for a large-void composite permeable pavement structure, used to realize the construction of a large-void composite permeable pavement structure according to any one of claims 1 to 5, characterized in that: The construction method comprises the following steps: S1. Before construction, check whether the adhesive layer (2) is demulsified and whether the surface is contaminated. If contaminated, use an air compressor to remove debris and dust on the surface of the adhesive layer (2), and then use a water truck to wash the entire section; S2, restoring the positions of the center pile and the side pile arranged on the road surface on the surface of the adhesive layer (2), and using a non-contact sensing balance beam method to measure the pavement paving balance state and adjust the pavement paving flatness of the road surface; S3. Manually pull the wire according to the control position of the edge pile and install the fixed steel formwork using the three-point reinforcement method; S4. Mixed aggregate, polyacrylonitrile fiber, high-viscosity asphalt modifier, SBS modified asphalt and mineral powder are selected according to the preset ratio, mixed and stirred to prepare asphalt mixture, and the performance of the asphalt mixture is tested in real time; S5. Apply anti-adhesion liquid inside the transport vehicle, load the prepared asphalt mixture into piles, and use the transport vehicle to transport the prepared asphalt mixture to the construction site in an insulated manner; S6. Arrange the paver according to the width of the road surface to be paved, set the operating parameters of the paver, slowly lay the asphalt mixture on the surface of the tack layer, and use the paver to gradually spread and compact the asphalt mixture layer (3); S7. Implement anti-pollution control on the asphalt pavement, and spray a thermal insulation coating (5) on the surface of the asphalt mixture layer (3). After the thermal insulation coating (5) is cured, a drainage asphalt-large-void composite permeable pavement is obtained.

7. A low-carbon construction method for a large-void composite permeable pavement structure according to claim 6, characterized in that: The method of selecting mixed aggregate, polyacrylonitrile fiber, high-viscosity asphalt modifier, SBS modified asphalt and mineral powder according to a preset ratio, mixing and stirring to prepare asphalt mixture, and detecting the performance of asphalt mixture in real time includes the following steps: S41. Weigh the mixed aggregates and add the coarse aggregates and fine aggregates into the mixing pot in sequence according to the principle of large aggregates first and small aggregates later for dry mixing. Stir for 5-10 seconds after each addition before adding again. S42, add the completely dry polyacrylonitrile fiber into the mixing pot and mix evenly for 5-10 seconds; S43, add high viscosity asphalt modifier into the mixing pot and mix evenly for 10-15s; S44, add SBS modified asphalt and mineral powder into the mixing pot, mix evenly until all mineral particles are completely coated with asphalt binder, and there is no white material, no agglomeration and no aggregate separation, stop mixing, and obtain a uniformly mixed asphalt mixture; S45. During the mixing process, the material dosage and mixing temperature are monitored in real time. After the mixing is completed, part of the asphalt mixture is extracted for Marshall, mineral mixture synthetic grading and oil-stone ratio testing.

8. The low-carbon construction method for a large-void composite permeable pavement structure according to claim 6, characterized in that: The method of applying anti-adhesion liquid inside the transport vehicle, loading the prepared asphalt mixture into piles, and using the transport vehicle to transport the prepared asphalt mixture to the construction site in an insulated manner comprises the following steps: S51, applying anti-adhesion liquid in the compartment of the transport vehicle, wherein the anti-adhesion liquid is prepared in a ratio of release agent to water = 1:3, and no excess anti-adhesion liquid is left at the bottom of the compartment after application; S52, using a five-step loading method, loading in five piles in a front-back-middle-front-back manner; S53. Cover the carriage of the transport vehicle with a tarpaulin, and use a thermocouple thermometer to detect the factory temperature and the transportation temperature of the asphalt mixture inside the carriage in real time.

9. The low-carbon construction method for a large-void composite permeable pavement structure according to claim 6, characterized in that: The method of arranging the paver according to the width of the road surface to be paved, setting the operating parameters of the paver, slowly paving the asphalt mixture on the surface of the tack layer, and gradually paving and compacting the asphalt mixture layer (3) by the paver comprises the following steps: S61. Widen the paver according to the width of the asphalt concrete pavement to be laid, and preheat the screed plate in advance; S62, setting the operating parameters of the paver, the operating parameters including initial pressing temperature, paving temperature, initial paving speed and normal paving speed, wherein the initial pressing temperature is 160°C, the paving temperature is greater than 170°C, the initial paving speed is 1m / min, and the normal paving speed is 2-3m / min; S63, driving the paver to compact the asphalt mixture layer (3) in sequence according to the set operating parameters.

10. The low-carbon construction method of a large-void composite permeable pavement structure according to claim 6, characterized in that: The method of implementing anti-pollution control of asphalt pavement and spraying a thermal insulation coating (5) on the surface of the asphalt mixture layer (3), and obtaining a drainage asphalt-large void composite permeable pavement after curing of the thermal insulation coating (5) comprises the following steps: S71, after the asphalt mixture layer (3) is paved and the compaction temperature is reduced to below 50° C., debris and dust on the surface layer of the asphalt concrete pavement are cleaned, and a binder is sprayed as an intermediate layer (4); S72, preparing an oily resin coating by mixing an oily resin paint with a curing agent in a ratio of 4:1, and spraying the coating evenly on the surface of the asphalt mixture layer (3) to form a bottom layer (501) of the thermal insulation coating (5); S73, preparing a water-based resin coating according to a preset water mixing ratio, spraying it evenly on the surface of the asphalt concrete pavement, and forming a middle layer (502) of the thermal insulation coating (5) after surface drying and curing; S74, uniformly applying abrasion-resistant brightening paint on the surface of the middle layer to form a surface layer (503) of the thermal insulation coating (5), obtaining a thermal insulation coating (5) with a three-layer structure, and finally forming a drainage asphalt-large void composite permeable pavement.

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