Pavement repairing structure for base structure type cracks and green disposal method of pavement repairing structure
By using methods such as cutting joints, grouting reinforcement, and laying steel mesh in the cracked areas of the road, the problem of reflective cracks caused by incomplete crushing during the white-to-black road renovation process was solved, thus enhancing the strength and safety of the road.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SHAOXING UNIVERSITY
- Filing Date
- 2023-05-29
- Publication Date
- 2026-04-21
AI Technical Summary
In existing technologies, incomplete crushing during the white-to-black road conversion process leads to reflective cracking, especially in sections where resonant crushing technology cannot be implemented, resulting in further damage and safety issues under heavy loads.
The process involves cutting grooves in the cracked area, cleaning up the voids, grouting for reinforcement, installing transverse bracing or steel mesh, sealing the surface to protect its load-bearing properties, and finally paving the asphalt surface layer.
It effectively guides stress concentration, enhances the strength of cracked areas, prevents the formation of later cracks, and improves the service life and safety of roads.
Smart Images
Figure CN121896887A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of road maintenance engineering technology, specifically to a pavement repair structure and its green treatment method for base structural cracks, including but not limited to applications to reflective cracks in the base layer of white-to-black conversion structures. Background Technology
[0002] The effectiveness of the white-to-black conversion technology is influenced by many factors. Crushing is a common and important measure in this process, and its effects are significant. Currently, crushing measures can generally meet the requirements of engineering design. In the implementation of crushing, in-situ resonant crushing has become a commonly used method. After crushing, it can be used as a flexible base course, achieving a utilization rate of over 95% for the original old cement concrete pavement. This results in significant economic benefits, resource conservation, and the ability to complete the crushing measure in-situ within a short timeframe.
[0003] The particle size distribution of the entire fractured layer formed after resonant crushing of the original cement pavement is as follows: the upper part has a particle size of <4cm, and the lower part has a particle size of <20cm. The quality of the crushing construction cannot be completely controlled throughout the process, resulting in incomplete crushing of the original cement slabs. Under heavy loads in the later stages, this easily leads to further damage, causing rutting, cracking, and other defects in the asphalt overlay. Furthermore, in locations such as overpass piers, villages, and gas stations, resonance can affect the safety of related structures, making resonant crushing unsuitable.
[0004] The "white-to-black" pavement replacement project typically involves crushing cement pavement and then laying asphalt pavement. However, various damage problems will still occur repeatedly during the later use process. One of the important reasons is that the incomplete crushing of the original cement slabs can cause reflective cracks.
[0005] Therefore, it is necessary to study the mechanical mechanism of cracks penetrating the repair layer in the repair project, grasp the relationship between stress and material strength from the perspective of stress control, and design the joint cutting construction for road sections where resonant crushing technology cannot be implemented. Summary of the Invention
[0006] (a) Technical problems to be solved
[0007] To address the shortcomings of existing technologies, this invention provides a pavement repair structure for base structural cracks and its green treatment method, solving the problems mentioned in the background section.
[0008] (II) Technical Solution
[0009] To achieve the above objectives, the present invention provides the following technical solution: a pavement repair structure for base structural cracks and its green treatment method, comprising the following steps:
[0010] Step 1: Determine the dimensions of the x and y directions surrounding the cracks based on the crack distribution. The x direction is the driving direction, and the length A, width B, and depth D are the thickness of the panel to be cut.
[0011] Step 2: Determine whether the main distribution direction of the main cracks on the x and y plane is the x direction, the y direction, or both.
[0012] Step 3: Make several cuts parallel to the main distribution direction of the main crack. The cut width is 2cm and the cut depth is D. The spacing between adjacent cuts is equal to the average value of the old pavement crack spacing. Based on this setting, and in conjunction with the main crack direction in Step 2, make the corresponding cuts.
[0013] Step 4: Clean the cut joints and original cracks, and determine the location of the cut joints where the bottom is partially detached; if the overall detached area is greater than 50%, it is considered severe detachment and should be fully compacted with a road roller.
[0014] Step 5: Grouting treatment is performed inside the original cracks and cuts;
[0015] Step 6: Arrange transverse tie bars on both sides of the cut or arrange and fix the steel mesh in the crack area;
[0016] Step 7: Seal the surface of the cracked area with asphalt;
[0017] Step eight: Finally, lay a new asphalt surface layer on the upper surface.
[0018] Preferably, the area A×B to be treated in step one should be the location of transverse or longitudinal cracks in the old pavement. From the perspective of crack statistics, setting the total length of the cut joint to be the same as the original crack length can guide stress concentration at the cut joint location from the perspective of stress. The original crack is cleaned, the bottom void area is backfilled and reinforced to eliminate the risk of further cracking.
[0019] Preferably, in step three, the distribution of the cuts is based on the fact that the cracks are mainly distributed along the x or y direction. The total length L of the cracks in the x or y direction / the width B of the crack area is used to characterize the number N of the cracks in that direction, and N = A / S + 1. Then the average crack spacing S = A / (L / B - 1), and N is rounded up (e.g., if N = 0.5, take 1).
[0020] A further technical aspect of this invention: the treatment process for the cut:
[0021] Step 1: Categorization and treatment of cut seams:
[0022] Both the original cracks and construction cuts need to be cleaned and the voids at the bottom need to be explored to determine the location of the cuts where the voids are located. The entire cross-section needs to be cleaned and grouted until the grout leakage stops. If the void area is greater than 50%, it is considered a serious void and should be fully compacted with a road roller, and the surface should be backfilled and leveled.
[0023] Step 2: Handling transverse stress in the cut:
[0024] When road cracks are predominantly perpendicular to the direction of traffic, such as Figure 1 As shown in the black dashed box area, two transverse bracing areas are symmetrically arranged on both sides of the wheel track area on both sides of the lane centerline. The bracing spacing is 300-500mm, the arrangement area width is 600mm > the wheel track area is 500mm, and the inner boundary is 800mm from the lane centerline. The arrangement range of the transverse bracing in the black dashed box spans the entire crack distribution area length A, and a length of S / 2 is reserved at both ends, and the ends are fixed to the old cement concrete pavement.
[0025] When road cracks are mainly parallel to the direction of traffic, such as Figure 1 As shown in the black dashed box area, two steel mesh areas are symmetrically arranged on both sides of the wheel track area on both sides of the lane centerline. The arrangement area is 600mm wide and 300mm wide than the wheel track area. The inner boundary is 800mm away from the lane centerline. The arrangement range of the steel mesh in the black dashed box spans the entire crack distribution area length A, and a length of S / 2 is reserved at both ends. The steel mesh is fixed to the old cement concrete pavement around its perimeter.
[0026] When road cracks are predominantly mesh-like, the arrangement of the reinforcing mesh in the crack area is as follows: (e.g.) Figure 1 As shown, a steel mesh is arranged throughout the entire area enclosed by the black dashed box. The steel mesh can be adjusted to cover the width of B according to the actual situation. The steel mesh is fixed to the old cement concrete pavement around its perimeter.
[0027] Step 3: Repair and filling of the cut joint:
[0028] Both original cracks and construction cuts must be cleaned and repaired, and the voids at the bottom must be investigated and repaired to eliminate any potential hazards that could arise during later use. For cracks with voids, the entire cross-section from the cut should be cleaned and grouted until grout emerges.
[0029] Step 4: Sealing treatment:
[0030] The surface of the cracked area is sealed with asphalt to prevent the transverse bracing and steel mesh from corroding during use and to protect their load-bearing performance.
[0031] (III) Beneficial Effects
[0032] This invention provides a pavement repair structure for structural cracks in the base layer and a green treatment method thereof.
[0033] It has the following beneficial effects:
[0034] 1. The pavement repair structure and green treatment method for the structural cracks in the base layer, combined with the results of previous road use, are used to classify and treat the crack areas in a targeted manner. For the case of voids at the bottom of the panel, the cracks caused by insufficient foundation strength are solved from the root. Compared with traditional grouting, the backfilling of the void area focuses more on the density rather than the strength, and requires the backfill material to be cement-stabilized crushed stone that is similar to the original base layer.
[0035] 2. The pavement repair structure and its green treatment method for the structural cracks in the base layer are derived by inferring the local stress conditions of the crack area during service from the crack results. The length of the cut is set to be consistent with the original crack length. The stress is concentrated and guided to the cut position by the cut treatment. The original crack and the cut are cleaned and repaired in a unified manner. Reinforcement is placed at the cut position or crack area to bear the stress, which greatly enhances the local strength of the crack area and prevents the generation of cracks in later service.
[0036] 3. The road repair structure and green treatment method for the structural cracks in the base layer are finally treated with asphalt sealing. On the one hand, it protects the reinforcing bars or steel mesh from corrosion during use, forming a protective film on their surface. On the other hand, it allows the reinforcing bars or steel mesh to better fit and deform with the service area. Furthermore, after the asphalt surface layer is laid later, the cracked area can also better integrate with the asphalt surface layer. Attached Figure Description
[0037] Figure 1 This is a schematic diagram illustrating the treatment of incomplete stone fragmentation and slot cutting according to the present invention;
[0038] Figure 2 This is a flowchart illustrating the treatment of incomplete stone fragmentation in the cutting process of the present invention.
[0039] Figure 3 This is a diagram showing the arrangement of reinforcing bars in the crack area according to the present invention. Detailed Implementation
[0040] This invention provides a pavement repair structure and its green treatment method for structural cracks in the base layer, such as... Figure 1-3 As shown,
[0041] Example 1:
[0042] Step 1: Determine the distribution of cracks. The dimensions surrounding the cracks in the x and y directions are as follows: length A is 1m, width B is 3.2m, where the x direction is the direction of travel, and depth D is 24cm (the thickness of the panel to be cut); where the x direction is the direction of travel.
[0043] Step 2: Determine whether the main distribution direction of the main cracks on the x and y plane is the x direction, the y direction, or both.
[0044] Step 3: Perform joint cutting parallel to the main crack distribution direction. The joint width is 2cm, the joint depth D is 24cm, and the center-to-center spacing S is equal to the average spacing of cracks in the old pavement, which is 50cm. Based on this setting and the main crack direction in Step 2, cut the corresponding joints. Figure 1 For example, the cracks are mainly distributed along the y-direction. The total length of the cracks in the y-direction L / the width of the crack area B represents the number of cracks N in this direction, and N = A / S + 1. At this time, N = 1 / 0.5 + 1 = 3. Then the average crack spacing S = A / (L / B-1). Rounding N up still results in 3 cracks (if N = 0.5, take 1).
[0045] Cutting design: A cut with a width S of 50cm and a depth D of 24cm is made at a position of 1m × 3.4m in the crack opening area. From the perspective of crack statistics, the total length of the cut is set to be the same as the original crack length. From the perspective of stress, this can guide stress concentration at the cut location. The treatment process for the cut is as follows:
[0046] Crack classification and treatment: For cracks that penetrate the thickness of the cement pavement, the cut depth should reach the bottom D of the cement slab and be 24cm; for cracks that do not penetrate the thickness of the cement pavement, the cut depth should be the greater of half the bottom D of the cement slab (12cm) and the crack depth. If the cut design is close to the original crack, it can be set at the original crack location.
[0047] Step four: Clean the cut joints and original cracks, and determine the location of the cut joints with localized voids at the bottom. If the overall void area is greater than 50%, it is considered severe voiding and should be fully compacted using a road roller. Both the original cracks and construction cut joints need to be cleaned, and the void areas at the bottom should be explored and repaired to eliminate the possibility of these defects becoming hidden dangers in later use.
[0048] Step 5: Grouting treatment in the original cracks and cuts; for cracks with voids, clean and grout the entire cross-section from the cut until grout emerges.
[0049] Step 6: Arrange transverse tie bars on both sides of the cut or arrange and fix the steel mesh in the crack area;
[0050] The first approach, when road cracks are primarily perpendicular to the direction of traffic, involves placing transverse bracing in the cracked area, with the bracing direction perpendicular to the main direction of the crack. Figure 1As shown within the area enclosed by the black dashed line, two transverse bracing zones are symmetrically arranged on both sides of the wheel tracks on either side of the lane centerline. The bracing spacing is 300-500mm, and the width of the arrangement area is 600mm > the wheel track area by 500mm. The inner boundary is 800mm from the lane centerline. The transverse bracing zone within the black dashed line spans the entire crack distribution area with a length A of 1m, and a 250mm S / 2 length is reserved at both ends, which are fixed to the old cement concrete pavement at the ends.
[0051] The second approach, when road cracks are primarily parallel to the direction of traffic, involves placing a steel mesh throughout the cracked area, such as... Figure 1 As shown in the black dashed box, two steel mesh areas are symmetrically arranged on both sides of the wheel tracks on either side of the lane centerline. The width of the arrangement area is 600mm > the wheel track area is 300mm, and the inner boundary is 800mm from the lane centerline. The steel mesh arrangement area within the black dashed box spans the entire crack distribution area with a length A of 1m, and a 250mm S / 2 length is reserved at both ends. The steel mesh is fixed to the old concrete pavement around its perimeter.
[0052] The third approach, when the road cracks are primarily mesh-like, involves the following arrangement of the reinforcing mesh in the crack area: (e.g.) Figure 1 As shown, a steel mesh is arranged throughout the entire area enclosed by the black dashed box. The steel mesh can be adjusted to cover a width of 3.2m (B) as needed. The steel mesh is fixed to the old cement concrete pavement around its perimeter.
[0053] Step 7: Seal the surface of the cracked area with asphalt. The surface of the cracked area is sealed with asphalt to prevent the transverse bracing and steel mesh from corroding during use and to protect their load-bearing performance during use.
[0054] Step eight: Finally, lay a new asphalt surface layer on the upper surface.
[0055] The results above show that this method of cutting, cleaning, reinforcing, and sealing at certain intervals, from bottom to top, includes a void repair layer, a crack reinforcement layer for the original cement pavement, an asphalt seal layer, and a newly laid asphalt layer. This road structure and treatment method is suitable for localized reinforcement and repair of areas in roads where cracks frequently occur. It is not limited to the treatment of white-to-black structures where the old cement pavement is not completely crushed. It has a long-term effect on strengthening the road foundation, reducing the frequency of maintenance, and improving the maintenance effect.
[0056] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A pavement repair structure for base structural cracks and its green treatment method, characterized in that, Includes the following steps: Step 1: Determine the dimensions of the x and y directions surrounding the cracks based on the crack distribution. The x direction is the direction of travel, and the length A, width B, and depth D are the thickness of the panel to be cut. Step 2: Determine whether the main distribution direction of the main cracks on the x and y plane is the x direction, the y direction, or both. Step 3: Make several cuts parallel to the main distribution direction of the main crack. The cut width is 2cm and the cut depth is D. The spacing between adjacent cuts is equal to the average value of the old pavement crack spacing. Based on this setting, and in conjunction with the main crack direction in Step 2, make the corresponding cuts. Step 4: Clean the cut joints and original cracks, and determine the location of the cut joints where the bottom is partially detached; if the overall detached area is greater than 50%, it is considered severe detachment and should be fully compacted with a road roller. Step 5: Grouting treatment is performed inside the original cracks and cuts; Step 6: Arrange transverse tie bars on both sides of the cut or arrange and fix the steel mesh in the crack area; Step 7: Seal the surface of the cracked area with asphalt; Step eight: Finally, a new asphalt surface layer is laid on the upper surface.
2. The pavement repair structure and its green treatment method for base structure cracks according to claim 1, characterized in that: Step 1: The area A×B that needs to be addressed should be the location of transverse or longitudinal cracks in the old pavement.
3. The pavement repair structure and its green treatment method for base structure cracks according to claim 1, characterized in that: In step three, the distribution of the cuts is based on the fact that the cracks are mainly distributed along the x or y direction. The total length of the cracks in the x or y direction, L, is used to represent the number of cracks in that direction, B. N = A / S + 1. Then the average crack spacing S = A / (L / B - 1). N is rounded up (e.g., if N = 0.5, round it to 1).
4. The pavement repair structure and its green treatment method for base structure cracks according to claim 1, characterized in that: In step two, when the road cracks are mainly perpendicular to the direction of traffic, the arrangement process of the transverse bracing is as follows: As shown in Figure 1, within the range of the black dashed box, two transverse bracing areas are symmetrically arranged on both sides of the wheel track range on both sides of the lane centerline. The bracing spacing is 300-500mm, the width of the arrangement area is 600mm > the wheel track range is 500mm, and the inner boundary is 800mm from the lane centerline. The arrangement range of the transverse bracing within the black dashed box spans the entire crack distribution area length A, and a length of S / 2 is reserved at both ends. The ends are fixed to the old cement concrete pavement.
5. The pavement repair structure and its green treatment method for base structure cracks according to claim 1, characterized in that: In step two, when the road cracks are mainly parallel to the direction of traffic, the arrangement process of the steel mesh in the crack area is as follows: as shown in Figure 1, within the range of the black dashed frame, two steel mesh areas are symmetrically arranged on both sides of the wheel track range on both sides of the lane centerline. The width of the arrangement area is 600mm > the wheel track range is 300mm, and the inner boundary is 800mm away from the lane centerline. The arrangement range of the steel mesh in the black dashed frame spans the entire crack distribution area length A, and a length of S / 2 is reserved at both ends. The steel mesh is fixed to the old cement concrete pavement around its perimeter.
6. The pavement repair structure and its green treatment method for base structure cracks according to claim 1, characterized in that: In step two, when the road cracks are mainly mesh-like, the process of arranging the steel mesh in the crack area is as follows: as shown in Figure 1, steel mesh is arranged in the entire area enclosed by the black dashed frame. The steel mesh can be adjusted to cover the width of B according to the actual situation. The steel mesh is fixed to the old cement concrete pavement around its perimeter.
7. The pavement repair structure for base layer structural cracks and its green treatment method according to claim 1, characterized in that: Steps four and five involve further classification and treatment of the cuts: both the original cracks and the construction cuts need to be cleaned, and the void area at the bottom needs to be explored to determine the location of the cut where the bottom is partially voided. The entire cross-section needs to be cleaned and grouted until the grout leakage stops. If the overall void area is greater than 50%, it is considered a serious void and a road roller is used to fully compact it, and the surface is backfilled and leveled.