Self-repairing type road pavement structure

Abstract

The utility model discloses a self-repairing type road pavement structure, belongs to the technical field of pavement repairing, and solves the problems that the repairing effect of large-area cracks cannot be ensured and the cracks cannot be effectively prevented from further expanding in the existing repairing technology. The pavement repairing structure comprises a roadbed layer and a pavement layer, a repairing mechanism is arranged in the pavement layer, and the repairing mechanism comprises microcapsules, a strain gauge layer and an electric induction layer; the strain gauge layer comprises an insulating substrate and a nickel chrome wire layer, and the nickel chrome wire layer is connected with a resistance detection device; the electric induction layer comprises a conductive filling layer and a conductive fiber layer, the conductive fiber layer is connected with an external circuit, and the external circuit and the resistance detection device are both connected to the controller. The microcapsules can be used for automatically repairing initial small cracks; when the crack is large, the resistance value of the nickel chrome wire layer changes correspondingly, the controller controls the external circuit to be switched on, the conductive fiber layer is electrified to heat surrounding asphalt to enable the asphalt to be in a viscous flow state, and the asphalt permeates into the crack for automatic repairing.

Description

Technical Field

[0001] The utility model belongs to the technical field of road surface repair, and in particular relates to a self-repairing road surface structure. Background Art

[0002] Pavement cracking or fatigue cracking is a series of interconnected crack structures that are caused by the fatigue damage of the asphalt surface layer or the bottom base layer under the strong pressure of repeated traffic loads and the high and low temperature erosion of the external environment, and when it exceeds the tensile strength of the material. The generation of cracks not only affects the flatness and aesthetics of the road surface, but also some potholes and uneven roads pose a great potential threat to driving safety. Therefore, road construction units need to regularly inspect the degree of pavement cracks and repair them in time.

[0003] The existing pavement structure based on self-repairing asphalt mixture uses microcapsule technology in the upper layer of the self-repairing asphalt mixture. When cracks appear on the asphalt pavement, the internal microcapsules rupture and the repair adhesive flows out to repair the crack structure. However, this technology has the problems of long repair time and difficult to control the repair quality of larger cracks. It is difficult to ensure the repair effect of the pavement when cracks with larger areas appear, and it cannot effectively prevent the cracks from further expanding. Therefore, there is still room for further improvement in the pavement self-repairing structure, so a self-repairing road pavement structure is proposed. Utility Model Content

[0004] The utility model aims to provide a self-repairing road pavement structure to solve the problem that the existing repair technology cannot guarantee the repair effect for cracks with larger areas and cannot effectively prevent the cracks from further expanding.

[0005] The technical solution of the utility model is: a self-repairing road pavement structure, including a road base layer and a pavement layer, a repair mechanism is arranged in the pavement layer, the repair mechanism includes multiple microcapsules, multiple strain gauge layers and multiple electric induction layers; the microcapsules are filled with a repair adhesive; the strain gauge layer includes an insulating substrate and a nickel-chromium wire layer, the insulating substrate is wrapped around the nickel-chromium wire layer, and the nickel-chromium wire layer is connected to a resistance detection device; the electric induction layer includes a conductive filling layer and a conductive fiber layer, the conductive fiber layer is arranged inside the conductive filling layer, the conductive fiber layer is connected to an external circuit, and the external circuit and the resistance detection device are both connected to a controller.

[0006] As a further improvement of the utility model, a waterproof coating is coated on the outside of the insulating substrate.

[0007] As a further improvement of the utility model, a heat-resistant insulating layer is coated on the outside of the conductive filling layer, and a waterproof coating is coated on the outside of the heat-resistant insulating layer.

[0008] As a further improvement of the utility model, a stress buffering mechanism is provided between the road base layer and the road surface layer, the stress buffering mechanism comprises an upper connecting layer and a lower connecting layer arranged up and down, and a buffer damping member is provided between the upper connecting layer and the lower connecting layer.

[0009] As a further improvement of the utility model, the lower connecting layer is a polymer modified asphalt bonding layer; and the upper connecting layer is a polyester glass fiber cloth layer.

[0010] As a further improvement of the utility model, a first horizontal steel mesh is provided in the upper connecting layer, a plurality of first vertical steel bars are connected to the first steel mesh, and the first vertical steel bars extend upward into the interior of the pavement layer.

[0011] As a further improvement of the utility model, a second horizontal steel mesh is provided in the lower connecting layer, a plurality of second vertical steel bars are connected to the second steel mesh, and the second vertical steel bars extend downward into the interior of the roadbed.

[0012] The beneficial effects of the utility model are:

[0013] 1. The utility model sets a repair mechanism in the pavement layer. When the crack is small, the repair adhesive can be released by rupturing the microcapsule particles to automatically repair the initial small cracks. When the crack is large, the strain gauge layer produces mechanical deformation under the action of external pressure, and the resistance value of the nickel-chromium wire layer changes accordingly. The resistance detection device detects that the resistance value change reaches the set value and sends a signal to the controller. The controller controls the external circuit to conduct, and the conductive fiber layer is energized. The Joule heat generated by the current will heat the surrounding asphalt to put it in a viscous flow state. The asphalt penetrates into the larger crack structure, and waits for re-cooling and solidification to make the crack disappear, thereby automatically repairing the larger crack.

[0014] 2. The utility model sets a stress buffer mechanism between the road base layer and the pavement layer. The lower connecting layer is a polymer modified asphalt bonding layer structure, which can improve the adhesion between the lower connecting layer and the road base layer, and can disperse the stress generated by the reflective cracks in the pavement layer to a certain extent; at the same time, the upper connecting layer is a polyester glass fiber cloth layer, and the upper connecting layer can effectively eliminate the stress concentration at the pavement joint or crack, and slow down the expansion of the cracks in the pavement and the upward reflection rate; and the first steel mesh and the first vertical steel bar are used to strengthen the connection between the upper connecting layer and the pavement layer, and the second steel mesh and the second vertical steel bar are used to strengthen the connection between the lower connecting layer and the road base layer, thereby enhancing the integrity of the pavement structure and preventing the cracks from further expanding. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of the utility model;

[0016] Figure 2 It is a structural schematic diagram of the repair mechanism and the stress buffer mechanism in the present utility model;

[0017] Figure 3 It is a plan view of the first steel mesh and the first vertical steel bar in the utility model.

[0018] In the figure: 1-road base layer; 2-pavement layer; 301-microcapsule; 302-strain gauge layer; 3021-insulating substrate; 3022-nickel-chromium wire layer; 303-electric induction layer; 3031-conductive filling layer; 3032-conductive fiber layer; 401-lower connecting layer; 402-second steel mesh; 403-buffer damping member; 404-upper connecting layer; 405-first steel mesh; 406-first vertical steel bar; 407-second vertical steel bar. DETAILED DESCRIPTION

[0019] The utility model is described in detail below in conjunction with the accompanying drawings.

[0020] like Figure 1-3 As shown, a self-repairing road pavement structure includes a cement-stabilized crushed stone road base layer 1 and an asphalt concrete road surface layer 2, a repair mechanism is provided in the road surface layer 2, and the repair mechanism includes a plurality of microcapsules 301, a plurality of strain gauge layers 302 and a plurality of electric induction layers 303; the plurality of microcapsules 301, the plurality of strain gauge layers 302 and the plurality of electric induction layers 303 are arranged in the road surface layer 2; the microcapsules 301 are sac-like particle structures with a diameter of 25 μm, and the microcapsules 301 are filled with a repair adhesive; the strain gauge layer 302 includes an insulating substrate 3021 and a nickel-chromium wire layer 3022 of a grid structure, and the insulating substrate 3021 wraps On the periphery of the nickel-chromium wire layer 3022, the nickel-chromium wire layer 3022 is connected to the resistance detection device; the induction layer 303 is located below the strain gauge layer 302, and the induction layer 303 includes a conductive filling layer 3031 and a conductive fiber layer 3032. The conductive filling layer 3031 is a micron-level silver-coated copper powder layer structure, and the conductive fiber layer 3032 is a conductive steel wool structure. The conductive fiber layer 3032 is arranged inside the conductive filling layer 3031. The conductive filling layer 3031 can improve the conductive effect of the conductive fiber layer 3032. The conductive fiber layer 3032 is connected to an external circuit, and the external circuit and the resistance detection device are both connected to a controller.

[0021] The outside of the insulating substrate 3021 is coated with an acrylic waterproof coating.

[0022] The conductive filling layer 3031 is coated with a heat-resistant insulating layer made of acrylic acid resin material, and the heat-resistant insulating layer is coated with a high molecular polymer waterproof coating.

[0023] A stress buffering mechanism is provided between the road base layer 1 and the road surface layer 2 . The stress buffering mechanism comprises an upper connecting layer 404 and a lower connecting layer 401 arranged up and down. A buffer damping member 403 is provided between the upper connecting layer 404 and the lower connecting layer 401 .

[0024] The lower connecting layer 401 is a polymer modified asphalt bonding layer; the upper connecting layer 404 is a polyester glass fiber cloth layer.

[0025] A first horizontal steel mesh 405 is provided in the upper connection layer 404 , and a plurality of first vertical steel bars 406 are connected to the first steel mesh 405 . The first vertical steel bars 406 extend upward into the pavement layer 2 .

[0026] A second horizontal steel mesh 402 is provided in the lower connection layer 401 , and a plurality of second vertical steel bars 407 are connected to the second steel mesh 402 . The second vertical steel bars 407 extend downward into the inside of the roadbed 1 .

[0027] Under the combined effect of vehicle load and factors such as temperature and water vapor in the external environment, tiny cracks will be generated inside the pavement layer 2. When the cracks encounter microcapsules 301 during propagation, the microcapsules 301 are squeezed and broken. Under the action of capillary siphon, the repair adhesive inside the microcapsule 301 flows to the cracks and, under the action of the catalyst added to the asphalt mixture, undergoes a polymerization reaction with the crack structure layer to bond the tiny cracks, thereby achieving automatic repair of small cracks.

[0028] After a larger crack is generated in the strain gauge layer 302, the resistance value of the nickel-chromium wire layer 3022 changes accordingly. The resistance detection device detects that the resistance value change reaches the set value and sends a signal to the controller. The controller controls the external circuit to be turned on, and the conductive fiber layer 3032 is energized. The Joule heat generated by the current will heat the surrounding asphalt to melt it into a viscous flow state. The asphalt penetrates into the larger crack structure, and waits for re-cooling and solidification to make the crack disappear, thereby automatically fusing and repairing the larger crack.

[0029] The lower connecting layer 401 can disperse the stress generated by the reflective cracks in the pavement layer 2 and slow down the crack expansion rate; the upper connecting layer 404 is a polyester glass fiber cloth layer, which has a low elongation and instantaneous tensile strength, and can effectively eliminate the stress concentration at the pavement joint or cracks, reduce the expansion and upward reflection rate of the cracks in the pavement, and delay the further expansion of the reflective cracks; and the first steel mesh 405 and the first vertical steel bar 406 are used to strengthen the connection between the upper connecting layer 404 and the pavement layer 2, and the second steel mesh 402 and the second vertical steel bar 407 are used to strengthen the connection between the lower connecting layer 401 and the road base layer 1, thereby enhancing the integrity of the pavement structure and preventing the cracks from further expanding; the buffer damping member 403 can slow down the pressure of the pavement layer 2 on the road base layer 1, and improve the compressive strength of the road base layer 1.

Claims

1. A self-repairing road pavement structure, comprising a road base layer and a pavement layer, characterized in that: A repair mechanism is provided in the pavement layer (2), the repair mechanism comprising a plurality of microcapsules (301), a plurality of strain gauge layers (302) and a plurality of electric induction layers (303); the microcapsules (301) are filled with a repair adhesive; the strain gauge layer (302) comprises an insulating substrate (3021) and a nickel-chromium wire layer (3022), the insulating substrate (3021) is wrapped around the nickel-chromium wire layer (3022), and the nickel-chromium wire layer (3022) is connected to a resistance detection device; the electric induction layer (303) comprises a conductive filling layer (3031) and a conductive fiber layer (3032), the conductive fiber layer (3032) is arranged inside the conductive filling layer (3031), the conductive fiber layer (3032) is connected to an external circuit, and both the external circuit and the resistance detection device are connected to a controller.

2. A self-repairing road pavement structure according to claim 1, characterized in that: A waterproof coating is coated on the outside of the insulating substrate (3021).

3. A self-repairing road pavement structure according to claim 1, characterized in that: The conductive filling layer (3031) is coated with a heat-resistant insulating layer, and the heat-resistant insulating layer is coated with a waterproof coating.

4. A self-repairing road pavement structure according to any one of claims 1 to 3, characterized in that: A stress buffer mechanism is provided between the road base layer (1) and the road surface layer (2), the stress buffer mechanism comprising an upper connecting layer (404) and a lower connecting layer (401) arranged up and down, and a buffer damping member (403) is provided between the upper connecting layer (404) and the lower connecting layer (401).

5. A self-repairing road pavement structure according to claim 4, characterized in that: The lower connection layer (401) is a polymer modified asphalt bonding layer; and the upper connection layer (404) is a polyester glass fiber cloth layer.

6. A self-repairing road pavement structure according to claim 5, characterized in that: A first horizontal steel mesh (405) is provided in the upper connection layer (404), a plurality of first vertical steel bars (406) are connected to the first steel mesh (405), and the first vertical steel bars (406) extend upward into the interior of the pavement layer (2).

7. The self-repairing road pavement structure according to claim 5, characterized in that: A second steel mesh (402) in the horizontal direction is provided in the lower connection layer (401), a plurality of second vertical steel bars (407) are connected to the second steel mesh (402), and the second vertical steel bars (407) extend downward into the interior of the roadbed (1).

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