Anti-cracking structure of heavy-load asphalt pavement
By designing a multi-layer crack-proof structure in heavy-duty asphalt pavement, including a crack-proof braided layer and an elastic stress-absorbing layer, the problems of early cracks and damage of cement concrete pavement are solved, significantly improving the fatigue and crack-proof performance of the pavement and extending its service life.
Patent Information
- Application Number
- CN202421302257.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-07
- Publication Date
- 2025-06-10
- Estimated Expiration
- 2034-06-07
AI Technical Summary
In the case of vehicle overload and poor construction quality, existing cement concrete pavement is prone to cracks and damage in the early stage, resulting in rainwater seepage and damage to the base layer, seriously affecting the design service life.
A crack-proof structure of heavy-duty asphalt pavement is designed, including the base layer, gravel layer, reinforcement layer and asphalt layer. By setting up crack-proof reinforcement plates in the reinforcement layer, an upper crack-proof layer between the reinforcement layer and the asphalt layer, and a lower crack-proof layer between the crushing layer and the reinforcement layer, a multi-layer crack-proof structure is formed.
Through the crack-proof braided layer of the upper anti-crack layer and the elastic stress absorption layer of the lower anti-crack layer, stress can be absorbed and dispersed, the fatigue resistance and crack-proof performance of the road surface are improved, and the service life of the road surface is extended.
Smart Images
Figure CN222961838U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of pavement structures, and specifically relates to a crack prevention structure for heavy-duty asphalt pavements. Background Art
[0002] In the current design specifications, the maximum design service life of cement concrete pavements is 30 years. However, according to years of usage experience in China, under the combined influence of factors such as overloading of vehicles and poor construction quality, the concrete surface layer experiences different degrees of damage such as cracks and uneven settlement at an early stage, resulting in rainwater infiltration and further damage to the pavement base layer. The damage to the base layer in turn exacerbates the damage to the surface layer, seriously affecting the design service life. To extend the service life of cement concrete pavements, it is necessary to add a functional layer between the surface layer and the base layer. The "Design Code for Highway Cement Concrete Pavements" has corresponding regulations on interlayer or sealing layer materials, but basically adopts the technical standards of the sealing layer in asphalt pavements, using single-layer asphalt surface treatment or film materials, etc., which only have the function of anti-seepage and have a single function, and have limited effect on extending the service life of cement concrete pavements. Therefore, a crack prevention structure with functions such as stress absorption and crack resistance is an urgently needed product on the market. Content of the Utility Model
[0003] To solve the above existing problems, the utility model provides a crack prevention structure for heavy-duty asphalt pavements. The utility model is realized through the following technical solutions.
[0004] A crack prevention structure for heavy-duty asphalt pavements includes a base layer, a gravel layer, a reinforcement layer, and an asphalt layer. A lower crack prevention layer is provided between the gravel layer and the reinforcement layer, and an upper crack prevention layer is provided between the reinforcement layer and the asphalt layer. Anti-crack reinforcement plates are arranged in the reinforcement layer in an array. The top end of the anti-crack reinforcement plate is connected to the upper crack prevention layer, and the bottom end of the anti-crack reinforcement plate is embedded in the lower crack prevention layer.
[0005] Further, the upper crack prevention layer is a crack prevention woven layer, and the upper end of the anti-crack reinforcement plate is wound and connected to the upper crack prevention layer.
[0006] Further, the lower crack prevention layer is an elastic stress absorption layer. The lower crack prevention layer is provided with connection grooves corresponding to the anti-crack reinforcement plates, and the bottom ends of the anti-crack reinforcement plates are embedded in the connection grooves to be connected to the lower crack prevention layer.
[0007] Further, through holes are provided in the middle of the anti-crack reinforcement plates.
[0008] Advantages of the Utility Model
[0009] 1. The upper crack prevention layer adopts a crack prevention woven layer to increase the strength of the upper layer. The lower crack prevention layer adopts an elastic stress absorption layer, which can absorb the stress transmitted downward from the upper layer, disperse the stress, and improve the anti-fatigue performance;
[0010] 2. The anti-cracking reinforcement plate is located within the reinforcement layer. The reinforcement layer is made by pouring cement. The anti-cracking reinforcement plate improves the strength of the reinforcement layer and transfers the upper layer stress downward, enhancing the anti-cracking performance of the road surface.
[0011] 3. The upper anti-cracking layer and the anti-cracking reinforcement plate are in a connected form when leaving the factory. They are cut according to the paved road surface, which is convenient for transportation and quick to install. Description of the Drawings
[0012] Figure 1 Structural schematic diagram of the present utility model
[0013] In the figure: 1. Base layer; 2. Gravel layer; 3. Lower anti-cracking layer; 4. Reinforcement layer; 5. Upper anti-cracking layer; 6. Asphalt layer; 7. Anti-cracking reinforcement plate; 8. Through hole. Detailed Implementation Manner
[0014] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some but not all of the embodiments of the present utility model. Usually, the components of the embodiments of the present utility model described and illustrated herein can be arranged and designed in various different configurations.
[0015] In the description of the embodiments of the present utility model, it should be noted that if terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are used to indicate the orientation or positional relationship, it is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship when the product of this utility model is normally placed. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present utility model. In addition, terms such as "first", "second", "third", etc. are only used for descriptive distinction and cannot be understood as indicating or implying relative importance.
[0016] In addition, if terms such as "horizontal", "vertical", "hanging" are used, it does not mean that the component is required to be absolutely horizontal or hanging, but can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined.
[0017] In the description of the embodiments of the present utility model, "a plurality of" represents at least 2.
[0018] In the description of the embodiments of the present utility model, it should also be noted that unless otherwise clearly specified and defined, if the terms "set", "installed", "connected", "connected" are used, they should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.
[0019] Embodiment:
[0020] As Figure 1 shown, a crack prevention structure for a heavy-duty asphalt pavement includes a base layer 1, a gravel layer 2, a reinforcement layer 4, and an asphalt layer 6. A lower crack prevention layer 3 is provided between the gravel layer 2 and the reinforcement layer 4, and an upper crack prevention layer 5 is provided between the reinforcement layer 4 and the asphalt layer 6. Anti-crack reinforcement plates 7 are arranged in the reinforcement layer 4. The top end of the anti-crack reinforcement plate 7 is connected to the upper crack prevention layer 5, and the bottom end of the anti-crack reinforcement plate 7 is embedded in the lower crack prevention layer 3.
[0021] The upper crack prevention layer 5 is a crack prevention woven layer, and the upper end of the anti-crack reinforcement plate 7 is wound and connected to the upper crack prevention layer 5. The lower crack prevention layer 3 is an elastic stress absorption layer. The lower crack prevention layer 3 is provided with a connection groove corresponding to the anti-crack reinforcement plate 7, and the bottom end of the anti-crack reinforcement plate 7 is embedded in the connection groove to be connected to the lower crack prevention layer 3. A through hole 8 is provided in the middle of the anti-crack reinforcement plate 7.
[0022] The upper crack prevention layer 5 of the present utility model adopts a crack prevention woven layer to increase the strength of the upper layer. The lower crack prevention layer 3 adopts an elastic stress absorption layer, which can absorb the stress transmitted downward from the upper layer and disperse the stress to improve the anti-fatigue performance. The anti-crack reinforcement plate 7 is located in the reinforcement layer 4, and the reinforcement layer 4 is made of cement casting. The anti-crack reinforcement plate 7 improves the strength of the reinforcement layer 4 and transmits the upper layer stress downward, improving the crack prevention performance of the road surface. The upper crack prevention layer 5 and the anti-crack reinforcement plate 7 are in a connected form when leaving the factory, are cut according to the paved road surface, are convenient to transport, and are quick to install.
[0023] The above describes the present utility model and its embodiments. This description is not restrictive. What is shown in the drawings is only one of the embodiments of the present utility model, and the actual structure is not limited thereto. Generally speaking, if those of ordinary skill in the art are inspired by it and design similar structural forms and embodiments without creative work without departing from the creative purpose of the present utility model, they should all fall within the protection scope of the present utility model.
Claims
1. An anti-cracking structure for a heavy-loaded asphalt pavement, comprising a base layer, a crushed stone layer, a reinforcement layer and an asphalt layer, characterized in that: A lower anti-cracking layer is arranged between the gravel layer and the reinforcement layer, an upper anti-cracking layer is arranged between the reinforcement layer and the asphalt layer, and anti-cracking reinforcement plates are arranged in the reinforcement layer. The top end of the anti-cracking reinforcement plate is connected to the upper anti-cracking layer, and the bottom end of the anti-cracking reinforcement plate is embedded in the lower anti-cracking layer.
2. The anti-cracking structure for heavy-loaded asphalt pavement according to claim 1 is characterized by: The upper anti-cracking layer is an anti-cracking braided layer, and the upper end of the anti-cracking reinforcement plate is wound and connected with the upper anti-cracking layer.
3. The anti-cracking structure for heavy-loaded asphalt pavement according to claim 2 is characterized by: The lower anti-cracking layer is an elastic stress absorbing layer. A connecting groove is provided in the lower anti-cracking layer corresponding to the anti-cracking reinforcing plate. The bottom end of the anti-cracking reinforcing plate is embedded in the connecting groove and connected to the lower anti-cracking layer.
4. The anti-cracking structure for heavy-loaded asphalt pavement according to claim 1 is characterized in that: A through hole is provided in the middle of the anti-crack reinforcement plate.