All-asphalt anti-rutting pavement structure

Abstract

The utility model provides a full-asphalt anti-rutting pavement structure, and belongs to the technical field of road engineering design. The all-asphalt anti-rutting pavement structure comprises a reinforced roadbed, a graded broken stone improvement layer, an anti-fatigue layer, a high-toughness asphalt stable broken stone base layer, an ultra-durable anti-rutting asphalt mixture layer and an anti-skid wearing layer which are sequentially arranged from bottom to top, the anti-fatigue layer is an SBS (Styrene Butadiene Styrene) modified asphalt mixture layer, and the ultra-durable anti-rutting asphalt mixture layer is a mixed layer of No.40 matrix asphalt and a high-viscosity modifier. According to the pavement structure, graded broken stones are optimized, the SBS modified asphalt mixture is adopted to lay the anti-fatigue layer, and the 40 # matrix asphalt and the high-viscosity modifier are mixed to lay the high-toughness asphalt stabilized broken stone base layer, so that the anti-fatigue performance, the anti-rutting performance and the safety performance of the pavement structure are effectively improved; the pavement service life is prolonged; and the pavement driving safety is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of road engineering design, in particular to a full asphalt anti-rutting pavement structure. Background Art

[0002] At present, my country is in a period of rapid development of highway construction. The durability problem of highway projects has not been effectively solved, the pavement structure design is rigid and the road load is increasing day by day, and extreme weather occurs frequently, which puts higher requirements on the design of asphalt pavement structure.

[0003] The main pavement structure type in my country at present is semi-rigid base asphalt pavement. The early disease problems have not been effectively controlled, making asphalt pavement rutting a difficult problem to solve.

[0004] In order to solve the rutting problem of asphalt pavement, anti-rutting agent technology and semi-flexible asphalt pavement are currently available on the market. However, after aging, the anti-rutting agent will cause the pavement structure to become hard and brittle, and the semi-flexible asphalt pavement also has the problem of initial crack defects. Therefore, it is urgent to propose a full asphalt anti-rutting pavement structure to improve the anti-rutting performance of the asphalt pavement structure. Utility Model Content

[0005] In order to solve the above-mentioned deficiencies of the prior art, the utility model proposes a full asphalt anti-rutting paving structure, which effectively improves the fatigue resistance, rutting resistance and safety performance of the pavement structure.

[0006] The utility model adopts the following technical solutions:

[0007] A full asphalt anti-rutting pavement structure comprises a reinforced roadbed, a graded crushed stone improvement layer, an anti-fatigue layer, a high-toughness asphalt stabilized crushed stone base layer, a super-durable anti-rutting asphalt mixture layer and an anti-skid wear layer which are arranged in sequence from bottom to top.

[0008] Preferably, the maximum shear stress of the all-asphalt anti-rutting pavement structure is not greater than 0.6 MPa.

[0009] Preferably, the top surface rebound modulus of the reinforced roadbed is not less than 120 MPa, and the deflection value per 0.01 mm does not exceed 155.

[0010] Preferably, the thickness of the graded crushed stone improvement layer is set to 100 mm to 160 mm.

[0011] Preferably, the anti-fatigue layer is an SBS modified asphalt mixture layer; the thickness of the anti-fatigue layer is set to 30 mm to 60 mm, and the porosity is not less than 2%.

[0012] Preferably, the high-toughness asphalt-stabilized macadam base layer is a mixed layer of No. 40 base asphalt and a high-viscosity modifier; the thickness of the high-toughness asphalt-stabilized macadam base layer is set to 80 mm to 160 mm.

[0013] Preferably, the thickness of the super durable rutting-resistant asphalt mixture layer is set to 60 mm to 100 mm; the rutting depth of the super durable rutting-resistant asphalt mixture layer after 20,000 hamburger rutting tests is no more than 5 mm, and the fatigue life under 400με strain conditions is less than 10 million times.

[0014] Preferably, the thickness of the anti-slip wear layer is set to 30 mm to 50 mm.

[0015] The beneficial effects of the utility model are:

[0016] The utility model proposes a full asphalt anti-rutting paving structure. On the basis of strengthening the roadbed, the graded crushed stone improvement layer is optimized, and the graded crushed stone improvement layer is used to play a good stiffness coordination role between the strengthened roadbed and the anti-fatigue layer, thereby strengthening the bearing capacity of the roadbed. In addition, the utility model also improves the bearing capacity and anti-fatigue performance of the pavement structure by using the anti-fatigue layer paved with SBS modified asphalt mixture and the high-toughness asphalt stabilized crushed stone base layer paved with a mixture of No. 40 base asphalt and high-viscosity modifier. The setting of the high-toughness asphalt stabilized crushed stone base layer significantly improves the anti-rutting performance of the pavement structure, and effectively ensures the safety of the pavement structure.

[0017] At the same time, the full asphalt anti-rutting paving structure proposed by the utility model combines each asphalt mixture layer according to the layer function, which not only greatly improves the anti-rutting performance of the full asphalt paving structure, but also greatly reduces the use of crushed stone materials, making it more energy-saving and environmentally friendly. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the all-asphalt anti-rutting pavement structure of the utility model.

[0019] In the figure: 1. Strengthened roadbed, 2. Graded gravel improvement layer, 3. Anti-fatigue layer, 4. High-toughness asphalt stabilized gravel base layer, 5. Super durable anti-rutting asphalt mixture layer, 6. Anti-skid wear layer. DETAILED DESCRIPTION

[0020] The utility model is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0021] Example 1

[0022] The utility model proposes a full asphalt anti-rutting pavement structure, such as Figure 1As shown, it includes a reinforced roadbed 1, a graded crushed stone improvement layer 2, an anti-fatigue layer 3, a high-toughness asphalt stabilized crushed stone base layer 4, a super durable anti-rutting asphalt mixture layer 5 and an anti-skid wear layer 6 which are arranged in sequence from bottom to top.

[0023] In this embodiment, the all-asphalt anti-rutting pavement structure meets the requirements of the "Highway Asphalt Pavement Design Specifications", and the maximum shear stress of the all-asphalt anti-rutting pavement structure in this embodiment is determined to be no more than 0.6 MPa based on calculations of the elastic layered system.

[0024] In the all-asphalt anti-rutting pavement structure, the top surface rebound modulus of the reinforced roadbed is not less than 120 MPa, and the deflection value per 0.01 mm does not exceed 155.

[0025] The thickness of the graded crushed stone improvement layer is set to 100 mm to 160 mm. After grading optimization, the specific grading standard is shown in Table 1.

[0026] Table 1 Gradation standard of crushed stone in graded crushed stone improvement layer

[0027]

[0028]

[0029] The anti-fatigue layer has a thickness of 30 mm to 60 mm, a porosity of not less than 2%, and is paved with SBS modified asphalt mixture, wherein the asphalt content of the SBS modified asphalt mixture is 5.2% to 5.6%.

[0030] The thickness of the high-toughness asphalt-stabilized macadam base layer is set to 80 mm to 160 mm, and is paved by mixing No. 40 base asphalt and high-viscosity modifier, wherein the asphalt content is 3.7% and the high-viscosity modifier is added in an amount of 12% of the asphalt content.

[0031] The thickness of the super durable rutting resistant asphalt mixture layer is set to 60mm-100mm. On the basis of meeting the requirements of current specifications, the rutting depth of the super durable rutting resistant asphalt mixture layer is not more than 5mm after 20,000 rutting tests. At the same time, the fatigue life test of the super durable rutting resistant asphalt mixture layer is carried out under 400με strain conditions, and its fatigue life is less than 10 million times.

[0032] The thickness of the anti-skid wear layer is set to 30 mm to 50 mm. In addition to meeting the requirements of current specifications, the anti-skid wear layer also meets the requirement that the friction coefficient decay of the equivalent action of three-wheel wear accelerated loading for 15 years is no more than 45%.

[0033] Example 2

[0034] The utility model applies a full asphalt anti-rutting paving structure to a national and provincial trunk line, which is 12.6 km long and adopts a secondary highway standard. In view of the serious rutting disease of asphalt pavement in the area where the provincial trunk line is located, the full asphalt anti-rutting paving structure is adopted for paving.

[0035] In this embodiment, the design parameters of each structural layer of the full asphalt anti-rutting pavement structure are shown in Table 2.

[0036] Table 2 Design table of all-asphalt anti-rutting pavement structure

[0037]

[0038] According to the current "Highway Asphalt Pavement Design Specifications", the cumulative equivalent axle times, soil subgrade top surface compressive strain and asphalt layer penetration strength corresponding to the asphalt layer rutting and fatigue cracking of the asphalt rutting-resistant pavement structure are calculated. The calculation results are shown in Table 3.

[0039] Table 3 Calculation results of asphalt anti-rutting pavement structure

[0040]

[0041]

[0042] The all-asphalt anti-rutting pavement structure is an elastic layered system. The elastic layered system is used to calculate the maximum shear stress of the all-asphalt anti-rutting pavement structure under the standard load. The maximum shear stress of the all-asphalt anti-rutting pavement structure under the standard load is 0.48MPa, which meets the requirements of the "Highway Asphalt Pavement Design Specifications".

[0043] Example 3

[0044] The utility model applies a full asphalt anti-rutting paving structure to a national highway, which is 36.8 km long and adopts a first-class highway standard. In view of the serious rutting disease of asphalt pavement in the area where the highway is located, the full asphalt anti-rutting paving structure is adopted for paving.

[0045] In this embodiment, the design parameters of each structural layer of the full asphalt anti-rutting pavement structure are shown in Table 4.

[0046] Table 4 Design table of all-asphalt anti-rutting pavement structure

[0047]

[0048] According to the current "Highway Asphalt Pavement Design Specifications", the cumulative equivalent axle times, soil subgrade top surface compressive strain and asphalt layer penetration strength corresponding to the asphalt rutting and asphalt layer fatigue cracking of the asphalt rutting anti-pavement structure are calculated. The calculation results are shown in Table 5.

[0049] Table 5 Calculation results of asphalt anti-rutting pavement structure

[0050]

[0051] The all-asphalt anti-rutting pavement structure is an elastic layered system. The elastic layered system is used to calculate the maximum shear stress of the all-asphalt anti-rutting pavement structure under the standard load. The maximum shear stress of the all-asphalt anti-rutting pavement structure under the standard load is 0.42MPa, which meets the requirements of the "Highway Asphalt Pavement Design Specifications".

[0052] Of course, the above description is not a limitation of the present invention, and the present invention is not limited to the above examples. Changes, modifications, additions or substitutions made by technicians in this technical field within the essential scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A full asphalt anti-rutting pavement structure, characterized in that: It includes the reinforced roadbed, graded crushed stone improvement layer, anti-fatigue layer, high-toughness asphalt stabilized crushed stone base layer, super durable anti-rutting asphalt mixture layer and anti-skid wear layer, which are arranged in sequence from bottom to top; The anti-fatigue layer is an SBS modified asphalt mixture layer; the thickness of the anti-fatigue layer is set to 30mm to 60mm, and the porosity is not less than 2%; The thickness of the high-toughness asphalt-stabilized macadam base is set to 80 mm to 160 mm; The thickness of the super durable anti-rutting asphalt mixture layer is set to 60 mm to 100 mm; the rutting depth of the super durable anti-rutting asphalt mixture layer after 20,000 hamburger rutting tests is no more than 5 mm, and the fatigue life under 400 με strain conditions is less than 10 million times; The thickness of the anti-slip wear layer is set to 30 mm to 50 mm.

2. The all-asphalt anti-rutting pavement structure according to claim 1, characterized in that: The maximum shear stress of the all-asphalt anti-rutting pavement structure is no more than 0.6 MPa.

3. The all-asphalt anti-rutting pavement structure according to claim 1, characterized in that: The top surface rebound modulus of the reinforced roadbed is not less than 120MPa, and the deflection value per 0.01mm does not exceed 155.

4. The all-asphalt anti-rutting pavement structure according to claim 1, characterized in that: The thickness of the graded crushed stone improvement layer is set to 100 mm to 160 mm.

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