Asphalt road construction process and asphalt road

Abstract

The invention provides an asphalt road construction process and an asphalt road, and relates to the technical field of road construction. The asphalt road construction process comprises the following steps: paving a base layer and maintaining the base layer; after maintenance is completed, cutting the cross section of the base layer and forming kerfs; filling flexible materials into the kerfs and compacting the flexible materials; the stress caused by temperature change and traffic load is released in advance, so that the negative influence of the stress on the asphalt surface layer is greatly reduced, and the generation of transverse reflection cracks is effectively prevented; the flexible layer formed by joint cutting and joint pouring treatment on the base layer can absorb and disperse stress, so that the overall crack resistance of the pavement is improved, and the service life of the pavement is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of road construction, and in particular to an asphalt road construction process and an asphalt road. Background Art

[0002] In the field of road construction, asphalt pavement is widely used due to its good driving comfort and low construction cost. However, transverse reflective cracks have always been one of the main problems affecting the service life and performance of asphalt pavement. These cracks are usually formed by cracks or joints in the underlying structure reflecting to the asphalt surface layer under the influence of external factors such as temperature changes and traffic loads. Although the current construction process adopts methods such as increasing the thickness of the asphalt surface layer, semi-rigid materials, and adding gravel layers to prevent and control reflective cracks, it not only has limited effect on the prevention and control of reflective cracks, but also increases the difficulty and cost of construction. Summary of the invention

[0003] The invention provides an asphalt road construction process and an asphalt road, which can effectively reduce transverse reflective cracks on the asphalt road surface and improve the overall quality and durability of the road surface.

[0004] The embodiments of the present invention can be implemented as follows:

[0005] In a first aspect, the present invention provides an asphalt road construction process, comprising:

[0006] Spreading a base layer and curing the base layer;

[0007] After the curing is completed, cutting is performed on the cross section of the base layer to form a slit;

[0008] The cut slits are filled with a flexible material and compacted.

[0009] In an optional embodiment, paving the base layer and maintaining the base layer includes:

[0010] After the base layer is paved, water is evenly sprinkled on the base layer;

[0011] And / or, a moisturizing film is laid on the base layer.

[0012] In an optional embodiment, paving the base layer and maintaining the base layer includes:

[0013] When the material of the base layer reaches a preset strength, traffic is opened and the hardening and strength growth of the base layer are observed.

[0014] In an optional embodiment, the step of filling the slit with a flexible material and compacting the slit further comprises:

[0015] Cleaning impurities in the cut slit;

[0016] Asphalt sand is poured into the cut seam.

[0017] In an optional embodiment, the injecting asphalt sand into the cut seam further comprises:

[0018] The caulking machine heats the asphalt sand to a preset temperature and then caulks it into the cut seam;

[0019] The height of the injected asphalt sand is higher than the surface of the base layer.

[0020] In an optional embodiment, the step of filling the slit with a flexible material and compacting the slit further comprises:

[0021] Spreading stone chips on the surface of the injected asphalt sand to form a stone chip layer;

[0022] The area where the stone chip layer is spread is compacted using a road roller.

[0023] In an optional embodiment, the asphalt road construction process further comprises:

[0024] A slotting machine is used to cut a slot of a preset width and a preset depth along the cutting direction.

[0025] In an optional embodiment, the cutting and forming of the slits in the cross section of the base layer comprises:

[0026] The width of the slit is 3 mm to 5 mm;

[0027] The ratio of the thickness of the slit to the thickness of the base layer is 1 / 3 to 1 / 2.

[0028] In an optional embodiment, the material of the base layer includes polymer-modified asphalt and reinforcing fibers.

[0029] In a second aspect, the present invention provides an asphalt road manufactured using the asphalt road construction process described in any one of the aforementioned embodiments.

[0030] The beneficial effects of the asphalt road construction process and the asphalt road provided by the embodiments of the present invention include: by carrying out reasonable maintenance of the foundation, it is possible to ensure that the base material reaches the expected strength and stability, laying a solid foundation for the quality of the entire road surface; by artificially making slits in the base layer, the stress caused by temperature changes and traffic loads is released in advance, thereby greatly reducing the negative impact of stress on the asphalt surface layer and effectively preventing the occurrence of transverse reflective cracks; the flexible layer formed by slit cutting and grouting in the base layer can absorb and disperse stress, improve the overall crack resistance of the road surface, and thus extend the service life of the road surface; it can be seen that the construction process provided by the present invention only adds the steps of slit cutting and grouting compared to the existing construction process, is easy to operate, does not require special equipment and technology, and is easy to promote and apply; and although the steps of slit cutting and grouting are added, the high cost caused by crack repair is reduced overall, with significant economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0032] Figure 1 A process flow chart of asphalt road construction provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0036] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear to indicate an orientation or position relationship, they are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the product of the invention is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0037] In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish between the descriptions and should not be understood as indicating or implying relative importance.

[0038] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention may be combined with each other.

[0039] In the field of road construction, asphalt pavement is widely used due to its good driving comfort and low construction cost. However, transverse reflective cracks have always been one of the main problems affecting the service life and performance of asphalt pavement. These cracks are usually caused by cracks or joints in the underlying structure reflecting to the asphalt surface layer under the influence of external factors such as temperature changes and traffic loads.

[0040] In terms of reducing transverse reflective cracks in asphalt pavements, existing technologies mainly adopt the following methods: adding a stress absorption layer: adding a layer of material with high elasticity and low modulus, such as rubber asphalt, SBS modified asphalt, etc., between the asphalt surface layer and the lower structure to absorb and disperse the stress generated by the cracks in the lower layer and prevent it from reflecting upward; laying geosynthetics: laying geogrids, geotextiles and other reinforcing materials between the asphalt surface layer and the lower structure, and using their high tensile strength and large elongation to prevent the expansion and reflection of cracks in the lower layer; improving the performance of asphalt mixture: improving the crack resistance of asphalt mixture by adding modifiers such as fibers and polymers, and improving its ability to resist reflective cracks.

[0041] However, these technologies still have some objective shortcomings in practical applications:

[0042] First, increasing the thickness of the asphalt surface layer is one of the commonly used methods. By increasing the thickness, the temperature change of the old surface layer can be reduced, the tensile stress of the overlay layer can be reduced, and the bending stiffness of the pavement structure can be increased. However, this method is limited by the elevation of the pavement and will increase the cost of the project. In hot seasons, thick asphalt layers are more likely to produce high-temperature creep, resulting in rutting, thereby weakening the overall performance of the pavement.

[0043] Secondly, the reasonable composition design of semi-rigid materials is also one of the measures to prevent and control reflective cracks. By adjusting the amount and proportion of binders, increasing the content of coarse aggregates and strictly designing the gradation, the thermal shrinkage and drying shrinkage coefficients can be reduced, and the crack resistance of semi-rigid base materials can be increased. However, this method cannot fundamentally eliminate the cracking problem of semi-rigid materials, so the effect of preventing and controlling reflective cracks is limited.

[0044] Adding a graded crushed stone layer between the surface layer and the base layer is another common method. The graded crushed stone layer can provide a way to dissipate movement, dissipating the movement of the original cement concrete road slab caused by traffic load and ambient temperature, thereby reducing reflective cracks. However, the economic efficiency of adding a graded crushed stone layer is poor, and the material requirements during the construction process are high, which increases the difficulty and cost of construction.

[0045] In addition, the use of geotextiles or grids is also one of the technologies for preventing and controlling reflective cracks. These materials can improve the tensile strength and deformation resistance of asphalt mixtures. However, the quality and performance of geosynthetics vary greatly. If they are not properly selected or the construction is not standardized, it may affect the prevention and control effect and increase the project cost.

[0046] Based on the problems existing in the prior art, an embodiment of the present invention provides an asphalt road construction process, which can effectively reduce the transverse reflective cracks of the asphalt pavement and improve the overall quality and durability of the pavement.

[0047] For details, please refer to Figure 1 , the asphalt road construction process includes the following steps:

[0048] Step S100, paving the base layer and curing the base layer;

[0049] Step S200, after curing is completed, cutting is performed on the cross section of the base layer to form a slit;

[0050] Step S300, filling the cut slit with a flexible material and compacting it.

[0051] In this embodiment, by carrying out reasonable maintenance of the foundation, it is possible to ensure that the base material reaches the expected strength and stability, laying a solid foundation for the quality of the entire road surface; by artificially making slits in the base layer, the stress caused by temperature changes and traffic loads is released in advance, thereby greatly reducing the negative impact of stress on the asphalt surface layer and effectively preventing the occurrence of transverse reflective cracks; the flexible layer formed by slit cutting and grouting in the base layer can absorb and disperse stress, thereby improving the overall crack resistance of the road surface and extending the service life of the road surface; it can be seen that the construction process provided by the present invention only adds the steps of slit cutting and grouting compared to the existing construction process, is easy to operate, does not require special equipment and technology, and is easy to promote and apply; and although the steps of slit cutting and grouting are added, the high cost of crack repair is reduced overall, which has significant economic benefits.

[0052] In summary, the construction process proposed in the present invention effectively solves the problem of transverse reflective cracks in asphalt pavement by cutting and sealing transverse joints in advance in the base layer, provides a new technical means for road construction, and has broad application prospects.

[0053] Furthermore, step S100 also includes the following sub-steps:

[0054] Sub-step S110, after the base layer is paved, water is evenly sprinkled on the base layer;

[0055] Sub-step S120, laying a moisturizing film on the base layer.

[0056] Sub-step S130, when the material of the base layer reaches a preset strength, traffic is opened and the hardening and strength growth of the base layer are observed.

[0057] In this embodiment, since the base is an important part of the asphalt pavement and mainly bears the repeated effects of wheel loads, the strength and stability of the base material are directly related to the service life of the entire pavement. Therefore, after the base is paved, proper maintenance must be carried out to ensure that the base meets the design requirements.

[0058] In detail, the maintenance of the base layer usually includes initial maintenance, mid-term maintenance and late maintenance. After the base layer is paved, the traffic must be closed first to prevent vehicles and pedestrians from damaging the incompletely solidified base layer.

[0059] In the initial maintenance, after the base layer is paved, water should be evenly sprinkled with a sprinkler truck immediately to keep the surface of the base layer moist. The amount of water should be adjusted appropriately according to the weather conditions and the properties of the base material. Generally, it is advisable to keep the surface moist but without water accumulation. On the basis of watering maintenance, covering measures can also be used to further moisturize. Commonly used covering materials include non-woven fabrics, straw curtains, etc. When covering, ensure that the material fits tightly to the surface of the base layer to avoid leaking or loose covering. The initial maintenance time is generally 24 to 48 hours, and the specific time should be adjusted appropriately according to the hardening of the base material and environmental conditions. During the initial maintenance period, vehicles and pedestrians should be prohibited from passing to avoid damaging the surface of the base layer that has not yet hardened.

[0060] It should be noted that sub-step S110 and sub-step 120 can be performed simultaneously, sequentially, or one of them can be performed selectively, depending on the hardening condition of the base material and environmental conditions, and are not specifically limited here.

[0061] Therefore, by carrying out initial maintenance of the base layer, it is possible to prevent the moisture on the surface of the base layer from evaporating too quickly and maintain appropriate humidity, which is conducive to the hardening and strength growth of the base material.

[0062] After the initial maintenance, it is the mid-term maintenance. During this stage, watering should continue regularly to keep the surface of the base moist. The amount and frequency of watering should be adjusted appropriately according to the weather conditions and the humidity of the base material. Check the covering material to ensure that it is still tightly attached to the surface of the base. If the covering material is damaged or shifted, it should be replaced or adjusted in time. The mid-term maintenance time is generally 2 to 3 days, and the specific time should be adjusted appropriately according to the hardening of the base material and environmental conditions. During the mid-term maintenance period, vehicles and pedestrians should be restricted to avoid damage to the base.

[0063] Therefore, by continuing to carry out mid-term maintenance of the base layer, the moisture of the base material can continue to be maintained, promoting its further hardening and strength growth.

[0064] Finally, entering the post-maintenance stage, when the base material reaches 70% to 80% of the design strength, traffic can be opened in stages. In the early stage, the types of vehicles and driving speeds should be limited, and sharp turns and sudden braking should be avoided to reduce damage to the base. While opening traffic, the hardening and strength growth of the base should continue to be observed. If damage or deformation of the base is found, measures should be taken in time to repair it. The time for post-maintenance is generally 1 to 2 days, and the specific time should be adjusted appropriately according to the hardening of the base material and the traffic load. During the post-maintenance period, the types of vehicles and driving speeds should be gradually increased until traffic is fully opened.

[0065] Therefore, by carrying out post-maintenance of the base layer, traffic can be gradually opened after the base layer material reaches a certain strength, so that it can continue to harden and increase its strength while bearing the load.

[0066] In summary, by carrying out scientific initial maintenance, mid-term maintenance and late maintenance of the base layer, it is possible to ensure that the base material reaches the expected strength and stability, laying a solid foundation for the quality of the entire road surface. In actual operation, the maintenance measures and time should be reasonably adjusted according to the properties of the base material and the construction environment conditions to ensure the maintenance effect.

[0067] After the maintenance period is over, use a pavement cutting machine to cut a 3cm to 5cm deep cut in the cross section of the base layer to release in advance the stress that may be caused by temperature changes in the base material.

[0068] Furthermore, in step S200, the following steps are also included:

[0069] Before cutting the horizontal seams, the surface of the base layer should be cleaned to ensure that there is no dust or debris that affects the cutting effect. When cutting, the depth and speed of the cutting machine should be adjusted according to the type and thickness of the base material to ensure that the cutting depth is uniform and the edges are neat.

[0070] It is worth mentioning that the width of the slit is generally 3mm to 5mm, and the depth depends on the thickness of the base layer. The ratio of the thickness of the slit to the thickness of the base layer is 1 / 3 to 1 / 2. Cutting too shallow cannot effectively release stress, and cutting too deep may affect the structural strength of the road surface. Professional pavement cutting machines should be used for cutting transverse joints. The cutting machine should be equipped with a motor with sufficient power and a high-quality cutting blade to ensure the cutting effect. During the cutting process, the cutting machine should be kept stable to prevent the cutting line from deviating from the marked position. At the same time, the cutting speed should be controlled to ensure that the cutting surface is flat and smooth.

[0071] It is also necessary to point out that before starting to cut the transverse joints, first conduct a detailed survey of the construction section to understand the current status of the road surface, traffic flow, climate conditions and other information in order to formulate a reasonable construction plan. Secondly, prepare the required construction equipment and materials, including road cutting machines, cutting fillers, measuring tools, etc. In addition, in order to ensure construction safety, it is necessary to set up obvious traffic warning signs to divert traffic and avoid safety accidents during construction.

[0072] After the maintenance period, the road surface needs to be inspected to ensure that it has reached the designed strength and has no obvious defects. The inspection content includes indicators such as the flatness, compaction, and strength of the road surface. If problems are found in the road surface, they should be dealt with in a timely manner to ensure that the road surface is in good condition before cutting the transverse joints.

[0073] After the cutting of the transverse joints is completed, the cut joints need to be maintained. During the maintenance period, vehicles and pedestrians should be avoided to avoid damaging the cut joints. During the maintenance period, the healing of the cut joints should be checked regularly to ensure that the filler is tightly combined with the road surface. If cracks are found in the cut joints or the filler falls off, they should be handled in time.

[0074] Furthermore, step S200 also includes the following sub-steps:

[0075] Sub-step S210, cleaning impurities in the cut seam;

[0076] Sub-step S220, pouring asphalt sand into the cut seam.

[0077] In this embodiment, before pouring asphalt sand, the cut seam should be cleaned first to ensure that there is no dust and debris in the seam. After cutting, the cut seam needs to be filled in time. The cut seam filler should be a material with good elasticity and durability. For example, pouring asphalt sand into the cut seam has good adhesion and temperature stability, can effectively fill the cut seam, and prevent moisture from penetrating into the base.

[0078] Furthermore, sub-step 320 also includes the following sub-steps:

[0079] Sub-step S221, the caulking machine heats the asphalt sand to a preset temperature and then caulks it into the cut seam;

[0080] Sub-step S222, making the height of the injected asphalt sand higher than the surface of the base layer.

[0081] In this embodiment, asphalt sand heated to an appropriate temperature is evenly poured into the cut seam, and the amount of the asphalt sand poured should be slightly higher than the surface of the base layer to ensure that the filling is dense. After pouring the asphalt sand, a special tool is used to level the surface and ensure that it is flush with the surface of the base layer.

[0082] Since asphalt sand is a material made of a mixture of asphalt and fine aggregate, it can effectively fill the cuts and prevent moisture from penetrating into the base layer due to its good adhesion and temperature stability.

[0083] In detail, use a caulking machine to pour asphalt sand heated to an appropriate temperature into the cut cracks. When caulking, pay attention to controlling the speed and direction of the caulking machine to ensure that the asphalt sand is poured into the cracks evenly and continuously. The height of the caulking should be slightly higher than the road surface to form a T-shaped sealing layer, which can better prevent moisture from penetrating into the base layer.

[0084] It should also be noted that the heating temperature of asphalt sand should be determined according to the type and properties of asphalt, and is generally controlled between 150 and 170 degrees Celsius. Too high a temperature will cause asphalt aging, while too low a temperature will affect the fluidity and adhesion of asphalt sand.

[0085] During the construction period, traffic control should be carried out on the construction section to ensure construction safety and quality. Obvious construction signs and warning signs should be set up before and after the construction section, and special personnel should be arranged to direct traffic.

[0086] The grouting construction should be carried out in the season with high and stable temperature, generally from late spring to early autumn. At this time, the fluidity of asphalt sand is better and the construction effect is better. Construction in low temperature season may cause the asphalt sand to cool too quickly, affecting the bonding effect.

[0087] After the construction is completed, the repair effect should be evaluated. The evaluation content includes the integrity of the crack repair, the flatness and density of the seal layer, etc. Through regular inspection and evaluation, possible problems can be discovered and solved in time to ensure the service life and service quality of the road surface.

[0088] Furthermore, step S200 also includes the following sub-steps:

[0089] Sub-step S230, using a slotting machine to cut a slot of a preset width and a preset depth along a cutting direction.

[0090] First, it should be noted that the implementation order of sub-step 230 is before the implementation order of sub-step 210 .

[0091] In this embodiment, a slotting machine is used to cut a slot of a certain width and depth along the crack direction. When cutting, the width and depth of the slot should be uniform, generally 1 cm in width and 1.5 to 2 cm in depth. The purpose of slotting is to provide enough space for grouting so that the asphalt sand can fully fill the crack.

[0092] After grooving, use an air compressor to clean the dust and debris in the cracks to prevent the dust or debris in the cracks from affecting the bonding effect of the asphalt sand. When cleaning, make sure that the inside of the cracks is clean and dry.

[0093] Furthermore, step S300 also includes the following sub-steps:

[0094] Sub-step S310, spreading stone chips on the surface of the injected asphalt sand to form a stone chip layer;

[0095] Sub-step S320, using a road roller to roll the area where the stone chip layer is spread.

[0096] In this embodiment, after the grouting is completed, a 2 to 5 mm thick layer of dry and clean stone chips is evenly spread on the grouting area using a stone chip spreading vehicle. The stone chips can protect the asphalt sand and prevent the asphalt sand from being carried out when the vehicle is driving. Finally, a light roller is used to roll the area where the stone chips are spread. The purpose of rolling is to make the stone chips and the asphalt sand closely combine to form a stable sealing layer. The speed and number of times of the roller should be controlled during rolling to ensure that the sealing layer is flat and dense.

[0097] In summary, the embodiments of the present invention provide an asphalt road construction process and an asphalt road, wherein the base material includes polymer modified asphalt and reinforcing fibers, which can significantly improve the crack resistance of the asphalt pavement. The polymer modified asphalt increases the elasticity and toughness of the material, making the pavement more adaptable when subjected to temperature changes and traffic loads. The reinforcing fibers increase the tensile strength of the material, effectively inhibiting the generation and expansion of cracks.

[0098] Moreover, compared with the traditional asphalt pavement structure, this process adds a middle layer with high crack resistance. The middle layer uses a specially formulated asphalt mixture and adds an appropriate amount of anti-cracking agent to form a buffer layer that can effectively absorb and disperse the stress from the base layer and reduce the possibility of cracks reflecting upward. By optimizing the pavement structure design, the overall crack resistance of the pavement can be significantly improved.

[0099] During the construction process, advanced crack pretreatment methods are used to fully fill and seal the cracks in the base layer to prevent moisture intrusion and crack expansion. At the same time, when laying the asphalt surface layer, segmented construction and stress absorption layer technology are used to reduce temperature stress and load stress during the construction process, thereby reducing the occurrence of transverse reflective cracks.

[0100] Therefore, through the above method, the transverse reflective cracks of the asphalt pavement can be effectively reduced and the overall quality and durability of the pavement can be improved.

[0101] Furthermore, an embodiment of the present invention also provides an asphalt road, which is manufactured using the asphalt road construction process of the above-mentioned embodiment.

[0102] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An asphalt road construction process, characterized in that: include: Spreading a base layer and curing the base layer; After the curing is completed, cutting is performed on the cross section of the base layer to form a slit; The cut slits are filled with flexible material and compacted.

2. The asphalt road construction process according to claim 1, characterized in that: The paving of the base layer and curing of the base layer include: After the base layer is paved, water is evenly sprinkled on the base layer; And / or, a moisturizing film is laid on the base layer.

3. The asphalt road construction process according to claim 1, characterized in that: The paving of the base layer and curing of the base layer include: When the material of the base layer reaches a preset strength, traffic is opened and the hardening and strength growth of the base layer are observed.

4. The asphalt road construction process according to claim 1, characterized in that: The filling of the slit with a flexible material and compacting the slit further comprises: Cleaning impurities in the cut slit; Asphalt sand is poured into the cut seam.

5. The asphalt road construction process according to claim 4, characterized in that: The injecting of asphalt sand into the cut seam further comprises: The asphalt sand is heated to a preset temperature and then poured into the cut; The height of the injected asphalt sand is higher than the surface of the base layer.

6. The asphalt road construction process according to claim 4, characterized in that: The filling of the slit with a flexible material and compacting the slit further comprises: Spreading stone chips on the surface of the injected asphalt sand to form a stone chip layer; The area where the stone chip layer is spread is compacted using a road roller.

7. The asphalt road construction process according to claim 1, characterized in that: The asphalt road construction process also includes: A slotting machine is used to cut a slot of a preset width and a preset depth along the cutting direction.

8. The asphalt road construction process according to claim 1, characterized in that: The cutting and forming of the slits in the cross section of the base layer comprises: The width of the slit is 3 mm to 5 mm; The ratio of the thickness of the slit to the thickness of the base layer is 1 / 3 to 1 / 2.

9. The asphalt road construction process according to claim 1, characterized in that: The materials of the base layer include polymer modified asphalt and reinforcing fibers.

10. An asphalt road, characterized in that: The asphalt road is manufactured by the asphalt road construction process according to any one of claims 1 to 9.

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