Durable pavement structure with noise reduction function

Abstract

The utility model discloses a durable pavement structure capable of reducing noise, and relates to the technical field of road engineering. The pavement structure comprises a pavement base layer and a pavement layer, the pavement layer is bonded to the upper end of the pavement base layer through a main waterproof bonding layer, and the pavement layer sequentially comprises an SBS emulsified asphalt wearing layer, a first rubber asphalt stress absorbing layer, a first reinforcing layer, a second rubber asphalt absorbing layer and a second reinforcing layer from top to bottom. The SBS emulsified asphalt wearing layer, the first rubber asphalt stress absorbing layer, the first reinforcing layer, the second rubber asphalt absorbing layer and the second reinforcing layer are bonded through a plurality of auxiliary waterproof bonding layers, so that the use strength of the pavement layer is improved by utilizing the first reinforcing layer and the second reinforcing layer; the latticed structure of the single-layer glass fiber can be used for reducing asphalt pavement ruts, the fatigue crack occurrence time can be delayed by 1-9 times, 50% of ruts can be effectively reduced, reflection cracks can be effectively prevented and treated, and therefore the durability is improved.

Description

Technical Field

[0001] The utility model belongs to the field of road engineering, and in particular relates to a road surface structure with noise reduction and durability. Background Art

[0002] Under the long-term effects of the natural environment and vehicle loads, traditional asphalt pavements will gradually show cracking, loosening, aging and other phenomena. If not repaired in time, the damaged pavement will be eroded by surface water, which will soften the base layer, reduce the overall strength of the pavement, and cause pavement damage. As the pavement is damaged and cracks are generated, it will cause high driving noise. In view of this, the present utility model is specially proposed. Utility Model Content

[0003] The technical problem to be solved by the utility model is to overcome the deficiencies of the prior art and provide a road surface structure with noise reduction and durability.

[0004] In order to solve the above technical problems, the basic concept of the technical solution adopted by the utility model is:

[0005] A road surface structure with noise reduction and durability comprises a road surface base and a paving layer, wherein the upper end of the road surface base is bonded to the paving layer via a main waterproof bonding layer, and the paving layer comprises, from top to bottom, an SBS emulsified asphalt wear layer, a first rubber asphalt stress absorbing layer, a first reinforcement layer, a second rubber asphalt absorption layer and a second reinforcement layer, and the SBS emulsified asphalt wear layer, the first rubber asphalt stress absorbing layer, the first reinforcement layer, the second rubber asphalt absorption layer and the second reinforcement layer are bonded via multiple layers of secondary waterproof bonding layers.

[0006] The first reinforcement layer and the second reinforcement layer are made of glass fiber, and the shapes of the first reinforcement layer and the second reinforcement layer are grid-shaped.

[0007] Optionally, protruding embedded blocks are integrally formed at upper and lower ends of the grid-shaped nodes of the first reinforcement layer and the second reinforcement layer, and the first reinforcement layer and the second reinforcement layer are distributed in a staggered manner.

[0008] After adopting the above technical solution, the utility model has the following beneficial effects compared with the prior art. Of course, any product implementing the utility model does not necessarily need to achieve all the advantages described below at the same time:

[0009] The utility model improves the service strength of the pavement layer by utilizing the first reinforcement layer and the second reinforcement layer. The grid structure of the single-layer glass fiber can be used to reduce rutting on the asphalt pavement. Applying it to the pavement structure project can not only delay the occurrence time of fatigue cracks by 1 to 9 times, but also effectively reduce rutting by 50%, and effectively prevent and control reflective cracks. The utility model adopts a double-layer glass fiber grid structure to further improve the durability of the pavement, thereby effectively reducing the disadvantages of large driving noise caused by cracks caused by pavement damage. In order to further reduce the noise, the first rubber asphalt stress absorption layer and the second rubber asphalt stress absorption layer are used to further absorb the stress generated during vehicle driving, thereby reducing driving noise. In addition, the rubber asphalt has greater elasticity and elastic recovery ability at high outdoor temperatures, which can improve the pavement's resistance to deformation and fatigue cracking, has good high and low temperature performance, and reduces the sensitivity of asphalt to temperature.

[0010] The specific implementation modes of the present utility model are further described in detail below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings described below are only some embodiments. For those skilled in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0012] Figure 1 This is a schematic diagram of the main cross-sectional structure of the utility model;

[0013] Figure 2 It is a bottom view schematic diagram of the combined parts structure of the first reinforcement layer, the second reinforcement layer and the protruding embedded block in the utility model;

[0014] Figure 3 for Figure 1 A part structure enlarged schematic diagram;

[0015] Figure 4 for Figure 1 The enlarged schematic diagram of the structure of the part B in FIG.

[0016] Figure 5 It is a schematic diagram of the appearance of the combined parts structure of the first reinforcement layer, the second reinforcement layer and the protruding embedded block in the utility model.

[0017] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0018] 1. Pavement base; 2. SBS emulsified asphalt wear layer; 3. First rubber asphalt stress absorption layer; 4. First reinforcement layer; 5. Second rubber asphalt absorption layer; 6. Second reinforcement layer; 7. Main waterproof bonding layer; 8. Secondary waterproof bonding layer; 9. Protruding embedded block.

[0019] It should be noted that these drawings and textual descriptions are not intended to limit the conceptual scope of the present invention in any way, but rather to illustrate the concept of the present invention for those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0020] The utility model is now described in further detail with reference to the accompanying drawings.

[0021] See also Figures 1 to 5 The utility model provides a technical solution: a road surface structure with noise reduction and durability, including a road surface base layer 1 and a paving layer, the upper end of the road surface base layer 1 is bonded with a paving layer through a main waterproof adhesive layer 7, and the paving layer includes an SBS emulsified asphalt wear layer 2, a first rubber asphalt stress absorption layer 3, a first reinforcement layer 4, a second rubber asphalt absorption layer 5 and a second reinforcement layer 6 from top to bottom, and the SBS emulsified asphalt wear layer 2, the first rubber asphalt stress absorption layer 3, the first reinforcement layer 4, the second rubber asphalt absorption layer 5 and the second reinforcement layer 6 are bonded by multiple layers of secondary waterproof adhesive layers 8. Considering that traditional asphalt pavements will gradually show cracking, looseness, aging and the like under the long-term effects of natural environment and vehicle loads, if the damaged road surface is not repaired and treated in time, the damaged road surface will be eroded by surface water, which will soften the base layer, reduce the overall strength of the road surface, and cause road surface damage. As the road surface is damaged and cracks are generated, it will cause the disadvantage of large driving noise. The utility model improves the paving structure by using the first reinforcement layer 4 and the second reinforcement layer 6. The strength of the surface layer, the grid structure of the single-layer glass fiber can be used to reduce rutting on asphalt pavements. Applying it to pavement structure projects can not only delay the occurrence of fatigue cracks by 1 to 9 times, but also effectively reduce rutting by 50%, and effectively prevent and control reflective cracks. The utility model adopts a double-layer glass fiber grid structure to further improve the durability of the pavement, thereby effectively reducing the disadvantages of large driving noise caused by cracks caused by pavement damage. In order to further reduce noise, the first rubber asphalt stress absorption layer 3 and the second rubber asphalt stress absorption layer are used to further absorb the stress generated during vehicle driving, thereby reducing driving noise. Rubber asphalt has greater elasticity and elastic recovery ability at high temperatures outdoors, which can improve the pavement's resistance to deformation and fatigue cracking, has good high and low temperature performance, and reduces the sensitivity of asphalt to temperature. In addition, the multi-layer secondary waterproof adhesive layer 8 and the main waterproof adhesive layer 7 have a waterproof effect on the pavement structure.

[0022] The first reinforcement layer 4 and the second reinforcement layer 6 are made of glass fiber, and the shapes of the first reinforcement layer 4 and the second reinforcement layer 6 are grid-shaped. In order to increase the strength of the pavement layer, a double-layer reinforcement structure of the first reinforcement layer 4 and the second reinforcement layer 6 is adopted.

[0023] The upper and lower ends of the grid-like nodes of the first reinforcement layer 4 and the second reinforcement layer 6 are integrally formed with protruding embedded blocks 9, and the first reinforcement layer 4 and the second reinforcement layer 6 are staggered. In order to make the first reinforcement layer 4 and the second reinforcement layer 6 and the second rubber asphalt absorption layer 5, the first rubber asphalt absorption layer and the road base 1 closer, the first reinforcement layer 4 and the second reinforcement layer 6 adopt a staggered laying structure, so that the protruding embedded blocks 9 on the upper and lower sides of the glass fiber grid-like nodes of the first reinforcement layer 4 can be located in the spaces of the glass fiber grid-like structure of the second reinforcement layer 6, so that the second rubber The rubber asphalt absorption layer 5 and the first rubber asphalt absorption layer can also be bonded through the pores of the first reinforcement layer 4 and the second reinforcement layer 6, so that the first reinforcement layer 4 and the second reinforcement layer 6 have a higher degree of fit with the second rubber asphalt absorption layer 5 and the first rubber asphalt absorption layer pavement base 1. The second rubber asphalt absorption layer 5 and the first rubber asphalt absorption layer can also be supported by multiple protruding embedded blocks 9. The multiple protruding embedded blocks 9 can increase the contact area between the first reinforcement layer 4 and the second reinforcement layer 6 and the secondary waterproof bonding layer 8 and the main waterproof bonding layer 7, thereby making the multi-layer structure more tightly connected.

[0024] The present invention is not limited to the above-mentioned implementation modes. Anyone should be aware of the structural changes made under the inspiration of the present invention. Any technical solution that is the same or similar to the present invention falls within the protection scope of the present invention. The technology, shape, and structure that are not described in detail in the present invention are all known technologies.

Claims

1. A road surface structure with noise reduction and durability, comprising a road base layer (1) and a paving layer, characterized in that: The upper end of the road base (1) is bonded to a paving layer via a main waterproof adhesive layer (7), and the paving layer comprises, from top to bottom, an SBS emulsified asphalt wear layer (2), a first rubber asphalt stress absorbing layer (3), a first reinforcement layer (4), a second rubber asphalt absorption layer (5), and a second reinforcement layer (6), and the SBS emulsified asphalt wear layer (2), the first rubber asphalt stress absorbing layer (3), the first reinforcement layer (4), the second rubber asphalt absorption layer (5), and the second reinforcement layer (6) are bonded via multiple layers of secondary waterproof adhesive layers (8); The material of the first reinforcement layer (4) and the second reinforcement layer (6) is glass fiber, and the shapes of the first reinforcement layer (4) and the second reinforcement layer (6) are grid-shaped.

2. A road surface structure with noise reduction and durability according to claim 1, characterized in that: The upper and lower ends of the grid-shaped nodes of the first reinforcement layer (4) and the second reinforcement layer (6) are integrally formed with protruding embedded blocks (9), and the first reinforcement layer (4) and the second reinforcement layer (6) are distributed in a staggered manner.

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