Skid-resistant and wear-resistant asphalt pavement structure with wearing layer

Abstract

The utility model relates to an anti-skid wear-resistant asphalt pavement structure with a wearing layer, which belongs to the technical field of asphalt pavements and comprises a base layer, a lower surface layer arranged above the base layer, the wearing layer arranged above the lower surface layer and a bonding layer arranged between the wearing layer and the lower surface layer. Coarse aggregate particles which are mutually embedded and extruded to form a framework are arranged in the modified asphalt binder layer, gaps of the framework are filled with fine aggregate particles and mineral powder particles, polyester fiber sections are further arranged in the modified asphalt binder layer, and an anti-cracking net is arranged in the bonding layer. The anti-cracking net is provided with a plurality of fixing and supporting devices which fixedly support the anti-cracking net above the lower surface layer and enable the anti-cracking net to be located in the middle of the bonding layer. According to the utility model, the skid resistance and wear resistance of the pavement are improved, the overall strength and toughness of the wearing layer are improved, the ability of the wearing layer to resist vehicle wear and abrasion is enhanced, the crack resistance of the wearing layer is improved, and the integrality is better.

Description

Technical Field

[0001] The utility model relates to an anti-skid and wear-resistant asphalt pavement structure with a wear layer, belonging to the technical field of asphalt pavements. Background Art

[0002] With the rapid development of the transportation industry, the traffic volume on the road is increasing, and the vehicle load is also increasing, which puts higher requirements on the performance of asphalt pavement. Traditional asphalt pavement faces many problems in the long-term use process.

[0003] On the one hand, the anti-skid performance is insufficient. Under the frequent driving of vehicles and repeated friction of tires, the anti-skid performance of the road surface will gradually decrease. Especially in bad weather conditions such as rainy and snowy days, the friction of the road surface is greatly reduced, and the braking distance of the vehicle is significantly increased, which is easy to cause traffic accidents and seriously threaten driving safety.

[0004] On the other hand, the wear resistance is poor. Under the rolling and abrasion of heavy-loaded vehicles, the surface aggregates of ordinary asphalt pavement are easy to fall off and wear, resulting in potholes, pitting and other defects on the road surface. This not only affects the flatness and driving comfort of the road, but also requires frequent repairs and maintenance, increasing the cost of road use.

[0005] Some existing improvement measures, such as simply adding anti-skid materials or adjusting the asphalt ratio, have limited effects, and the integrity between the wearing layer and the surface layer is poor and cracks are prone to occur. Utility Model Content

[0006] The utility model provides an anti-skid and wear-resistant asphalt pavement structure with a wear layer, which solves the problems existing in the above-mentioned background technology.

[0007] The utility model relates to an anti-skid and wear-resistant asphalt pavement structure with a wearing layer, comprising a base layer, a lower layer being arranged above the base layer, a wearing layer being arranged above the lower layer, a bonding layer being arranged between the wearing layer and the lower layer, the wearing layer comprising a modified asphalt binder layer, coarse aggregate particles which are mutually embedded and squeezed to form a skeleton are arranged in the modified asphalt binder layer, fine aggregate particles and mineral powder particles are filled in the gaps of the skeleton, a polyester fiber section is also arranged in the modified asphalt binder layer, an anti-cracking net is arranged in the bonding layer, and a plurality of fixing support devices are arranged on the anti-cracking net which fix the net above the lower layer and make it be located in the middle of the bonding layer.

[0008] As a preferred embodiment, the fixed support device includes a support rod passing through the mesh of the anti-crack net, an upper limit plate located above the anti-crack net is fixed on the top of the support rod, a lower limit plate fixed to the support rod is provided below the anti-crack net, the lower part of the support rod is provided with anti-detachment barbs, and the lower layer is provided with a mounting hole for the lower part of the support rod and the anti-detachment barbs to be placed, and the mounting hole is filled with an adhesive fixing layer. The anti-crack net can be supported and fixed by the cooperation of the upper limit plate, the lower limit plate and the support rod, and the anti-detachment barbs can be provided to better prevent the anti-crack net from detaching from the lower layer.

[0009] As a preferred embodiment, the outer sleeve of the support rod is provided with a fixing sleeve, the lower limit plate is fixed on the fixing sleeve, the anti-slip barb is fixed on the lower outer wall of the fixing sleeve, and the lower end of the fixing sleeve is threadedly connected to the lower end of the support rod, so as to conveniently connect and fix the lower limit plate and the anti-slip barb.

[0010] As a preferred embodiment, a rotating torsion bar is fixed on the top of the upper limit positioning disk to facilitate the rotation of the upper limit positioning disk.

[0011] As a preferred embodiment, a plurality of metal pavement reinforcement meshes are arranged between the base layer and the lower layer, and fixing pieces are arranged above the connection of adjacent metal pavement reinforcement meshes, and the two ends of the fixing pieces are provided with fixing bends that are bent downwards to hook the connection ends of adjacent metal pavement reinforcement meshes, and expansion bolts are fixed in the middle of the fixing pieces, and fixing holes that cooperate with the expansion bolts are arranged on the base layer. The arrangement of the metal pavement reinforcement mesh can greatly reduce the probability of the occurrence of reflective cracks, extend the overall service life of the pavement, make the stress on the base layer more uniform, reduce the damage to the base layer caused by stress concentration, and play a good protective role on the base layer; and the adjacent metal pavement reinforcement meshes can be fixed as a whole.

[0012] As a preferred embodiment, the base layer is a cement-stabilized gravel layer, and the thickness of the base layer is 20cm - 30cm.

[0013] As a preference, the thickness of the lower layer is 5 cm - 8 cm, the thickness of the wear layer is 1.5 cm - 3 cm, and the thickness of the bonding layer is 0.5 cm - 1 cm.

[0014] The utility model has the following beneficial effects:

[0015] The modified asphalt binder layer of the wear layer is provided with coarse aggregate particles that are interlocked to form a skeleton, and the gaps in the skeleton are filled with fine aggregate particles and mineral powder particles, which can improve the anti-skid and wear resistance of the road surface. The modified asphalt binder layer is also provided with polyester fiber segments, which improve the overall strength and toughness of the wear layer and enhance its ability to resist vehicle wear and erosion. In addition, an anti-cracking net is provided in the bonding layer, which can effectively block and disperse the tensile stress at the cracks, limit the expansion and reflection of the cracks, and effectively absorb and disperse the vehicle load, temperature stress, etc. on the road surface, reduce the shear stress and tensile stress between the wear layer and the modified asphalt layer, and reduce the possibility of fatigue cracks and reflective cracks in the road surface, thereby extending the service life of the road surface.

[0016] The anti-crack net is in the middle of the bonding layer and can be better integrated with the bonding layer material, so that the overall performance of the bonding layer is improved, the bonding force between the wear layer and the lower layer is enhanced, and the stress is evenly transferred between the layers, thus improving the integrity of the pavement structure. The anti-crack net is wrapped inside by the bonding layer material. The anti-crack net is less affected by external environmental factors such as ultraviolet rays and rain erosion, and can better exert its long-term performance and extend its service life; the anti-crack net can more evenly disperse the vehicle load stress transmitted from the wear layer and the internal stress caused by temperature changes, effectively preventing the occurrence of cracks caused by stress concentration, and has good integrity. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the main structure of the utility model;

[0018] Figure 2 for Figure 1 A partially enlarged structural schematic diagram;

[0019] Figure 3 for Figure 2 A schematic diagram of the enlarged structure at A in the middle;

[0020] Figure 4 This is a structural diagram of the metal pavement reinforcement mesh;

[0021] Figure 5 for Figure 4 A schematic diagram of the enlarged structure at B in the middle;

[0022] In the figure: 1. Wear layer; 2. Adhesive layer; 3. Anti-cracking net; 4. Lower layer; 5. Base layer; 6. Polyester fiber segment; 7. Upper limit plate; 8. Adhesive fixing layer; 9. Fixing sleeve; 10. Support rod; 11. Lower limit plate; 12. Anti-slip barb; 13. Mounting hole; 14. Rotating torsion bar; 15. Metal pavement reinforcement net; 16. Fixing parts; 17. Expansion bolts; 18. Fixed bend. DETAILED DESCRIPTION

[0023] The utility model is further described below in conjunction with embodiments.

[0024] Embodiment 1, as Figures 1 to 5 As shown, the utility model is an anti-skid and wear-resistant asphalt pavement structure with a wear layer, including a base layer 5, a lower layer 4 is arranged above the base layer 5, a wear layer 1 is arranged above the lower layer 4, a bonding layer 2 is arranged between the wear layer 1 and the lower layer 4, the wear layer 1 includes a modified asphalt binder layer, the modified asphalt binder layer is provided with coarse aggregate particles that are mutually embedded to form a skeleton, and the skeleton gaps are filled with fine aggregate particles and mineral powder particles, the modified asphalt binder layer is also provided with a polyester fiber segment 6, an anti-cracking net 3 is arranged in the bonding layer 2, and the anti-cracking net 3 is provided with a plurality of fixed support devices that fix it above the lower layer 4 and make it located in the middle position of the bonding layer 2.

[0025] During operation, cement, crushed stone and water are put into a mixer in a certain proportion and mixed evenly to form a cement-stabilized crushed stone mixture. The cement-stabilized crushed stone mixture is spread on the roadbed using a paver, and the spread base layer 5 is rolled using a roller. After the construction of the base layer 5 is completed, it is maintained for no less than 7 days. The heated ordinary modified asphalt is mixed with coarse-grained crushed stone and mineral powder to form an asphalt mixture for the lower layer 4; the asphalt mixture for the lower layer 4 is spread on the cured base layer 5 using a paver, and the lower layer 4 is rolled using a roller. Clean the surface of the lower layer 4, and then use a fixed support device to support and fix the anti-cracking net 3 above the lower layer 4. The anti-cracking net 3 is in the middle position of the bonding layer 2. At this time, heat the high-viscosity modified asphalt, add the polyester fiber segment 6 and stir evenly, add the coarse aggregate particles, fine aggregate particles and mineral powder particles of the heated basalt gravel into the mixing pot according to the proportion, first dry mix to make the aggregates mixed evenly; add the high-viscosity modified asphalt containing the polyester fiber segment 6, and wet mix to make the asphalt fully wrap the aggregate to form an asphalt mixture for the wearing layer 1; then use an asphalt spreader to evenly spread the high-viscosity asphalt to form a bonding layer 2, and then spread the asphalt mixture of the wearing layer 1 on the bonding layer 2, and the roller rolls the wearing layer 1 to complete the road construction.

[0026] Embodiment 2, on the basis of embodiment 1, the fixed support device includes a support rod 10 passing through the mesh of the anti-cracking net 3, an upper limit plate 7 located above the anti-cracking net 3 is fixed on the top of the support rod 10, a lower limit plate 11 fixed on the support rod 10 is provided below the anti-cracking net 3, the lower part of the support rod 10 is provided with anti-slip barbs 12, and the lower layer 4 is provided with an installation hole 13 for the lower part of the support rod 10 and the anti-slip barbs 12 to be placed, and the installation hole 13 is filled with an adhesive fixing layer 8.

[0027] The support rod 10 is externally sleeved with a fixing sleeve 9 , a lower limit plate 11 is fixed on the fixing sleeve 9 , an anti-drop barb 12 is fixed on the lower outer wall of the fixing sleeve 9 , and the lower end of the fixing sleeve 9 is threadedly connected to the lower end of the support rod 10 .

[0028] The top of the upper limit plate 7 is fixed with a rotating torsion bar 14. When arranging the anti-cracking net 3, first drill the mounting hole 13 on the lower layer 4, then pass the support rod 10 through the mesh of the anti-cracking net 3 at the corresponding position, and then put it on the fixing sleeve 9, and then tighten the lower end of the fixing sleeve 9 and the lower end of the support rod 10 with threads, then the upper limit plate 7 and the lower limit plate 11 clamp the anti-cracking net 3, and then insert the lower end of the fixing sleeve 9 into the mounting hole 13, and then fill and seal the mounting hole 13 with asphalt mixture.

[0029] A plurality of metal pavement reinforcement meshes 15 are arranged between the base layer 5 and the lower layer 4, and fixing parts 16 are arranged above the connection of adjacent metal pavement reinforcement meshes 15, and fixing bends 18 bent downwards and hooked at the connection ends of adjacent metal pavement reinforcement meshes 15 are arranged at both ends of the fixing parts 16, and expansion bolts 17 are fixed in the middle of the fixing parts 16, and fixing holes matched with the expansion bolts 17 are arranged on the base layer 5. When connecting two metal pavement reinforcement meshes 15, a fixing hole is first drilled on the base layer 5, and then the fixing parts 16 are placed above the connection of adjacent metal pavement reinforcement meshes 15, and the two ends of the fixing parts 16 are bent downwards so that the fixing bends 18 hook the connection ends of adjacent metal pavement reinforcement meshes 15, and then the expansion bolts 17 are fixed in the fixing holes.

[0030] The base layer 5 is a cement-stabilized gravel layer, and the thickness of the base layer 5 is 20cm - 30cm.

[0031] The thickness of the lower layer 4 is 5 cm - 8 cm, the thickness of the wear layer 1 is 1.5 cm - 3 cm, and the thickness of the adhesive layer 2 is 0.5 cm - 1 cm.

[0032] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0033] In the description of the present invention, the terms "inside", "outside", "longitudinal", "lateral", "upper", "lower", "top", "bottom" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and do not require that the present invention must be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present invention.

Claims

1. A skid-resistant and wear-resistant asphalt pavement structure with a wear layer, comprising a base layer (5), a lower layer (4) disposed above the base layer (5), and a wear layer (1) disposed above the lower layer (4), characterized in that: A bonding layer (2) is provided between the wear layer (1) and the lower layer (4), the wear layer (1) comprising a modified asphalt binder layer, the modified asphalt binder layer comprising coarse aggregate particles which are mutually interlocked to form a skeleton, the skeleton gaps being filled with fine aggregate particles and mineral powder particles, the modified asphalt binder layer further comprising a polyester fiber segment (6), the bonding layer (2) comprising an anti-cracking net (3), the anti-cracking net (3) being provided with a plurality of fixing support devices which fix and support the anti-cracking net (3) above the lower layer (4) and in the middle of the bonding layer (2).

2. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 1, characterized in that: The fixed support device comprises a support rod (10) passing through the mesh of the anti-cracking net (3); an upper limit plate (7) located above the anti-cracking net (3) is fixed on the top of the support rod (10); a lower limit plate (11) fixed to the support rod (10) is provided below the anti-cracking net (3); an anti-slip barb (12) is provided at the lower part of the support rod (10); a mounting hole (13) is provided on the lower layer (4) for the lower part of the support rod (10) and the anti-slip barb (12) to be placed; and an adhesive fixing layer (8) is filled in the mounting hole (13).

3. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 2, characterized in that: The support rod (10) is covered with a fixing sleeve (9) on the outside, the lower limit plate (11) is fixed on the fixing sleeve (9), the anti-drop barb (12) is fixed on the lower outer wall of the fixing sleeve (9), and the lower end of the fixing sleeve (9) is threadedly connected to the lower end of the support rod (10).

4. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 3, characterized in that: A rotating torsion bar (14) is fixed to the top of the upper limit plate (7).

5. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 1, characterized in that: A plurality of metal pavement reinforcement meshes (15) are provided between the base layer (5) and the lower layer (4); fixing members (16) are provided above the connection points of adjacent metal pavement reinforcement meshes (15); both ends of the fixing members (16) are provided with fixing bends (18) bent downwards to hook the connection ends of adjacent metal pavement reinforcement meshes (15); an expansion bolt (17) is fixed in the middle of the fixing member (16); and a fixing hole matching the expansion bolt (17) is provided on the base layer (5).

6. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 1, characterized in that: The base layer (5) is a cement-stabilized gravel layer, and the thickness of the base layer (5) is 20 cm - 30 cm.

7. The anti-skid and wear-resistant asphalt pavement structure with a wear layer according to claim 1, characterized in that: The thickness of the lower layer (4) is 5 cm - 8 cm, the thickness of the wear layer (1) is 1.5 cm - 3 cm, and the thickness of the adhesive layer (2) is 0.5 cm - 1 cm.

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