Composite structure for paving asphalt on heavy cement concrete pavement

Abstract

The utility model discloses a composite structure for paving asphalt on a heavy cement concrete pavement, which comprises an original seriously-damaged cement concrete pavement, a 12cm broken stone hardcore layer is paved below the original seriously-damaged cement concrete pavement in a replacement manner, a 18cm 6% cement stabilized macadam base layer is paved above the broken stone hardcore layer in a replacement manner, and the cement stabilized macadam base layer is paved below the original seriously-damaged cement concrete pavement in a replacement manner. The C40 cement concrete surface layer with the thickness of 30 cm and the bending resistance of 5.0 is poured on the cement stabilized macadam base layer, the anti-crack paste is laid on the poured cement concrete surface layer and the original complete cement concrete surface layer, the double-twisted steel wire mesh and the synchronous macadam layer are laid on the anti-crack paste, the ATB-25 with the thickness of 8 cm is laid on the synchronous macadam layer, the AC-20 with the thickness of 6 cm is laid on the ATB-25, and the C40 cement concrete surface layer with the thickness of 30 cm and the bending resistance of 5.0 is laid on the cement stabilized macadam base layer. And SMA-13 is laid on the upper part of the AC-20. The utility model relates to the field of pavement asphalt composite structures, in particular to a composite structure for paving asphalt on a heavy cement concrete pavement.

Description

Technical Field

[0001] This utility model relates to the field of asphalt composite structures for road surfaces, specifically a composite structure for laying asphalt on heavy cement concrete pavements. Background Technology

[0002] Due to high traffic volume and numerous production and transportation vehicles, cement concrete pavements in steel plant areas are prone to dust accumulation, causing environmental pollution. Furthermore, as rigid pavements, they are susceptible to water accumulation, posing potential hazards to vehicles and pedestrians. The numerous potholes and uneven surfaces of cement concrete pavements also result in poor driving comfort and a negative driver experience. In contrast, asphalt concrete pavements are flexible, smooth, and less prone to water and dust accumulation, significantly improving the plant's appearance, enhancing its overall image, and achieving environmental compliance.

[0003] To address the issues of water and dust accumulation on roads in steel plant areas, as well as improving driving comfort, while also meeting the requirements of heavy-duty vehicles in these areas, there is an urgent need for a composite structure that combines heavy-duty cement concrete pavement with asphalt. This paper proposes treatment measures for locally damaged cement concrete pavements to extend the service life of the asphalt and achieve the desired results. Utility Model Content

[0004] The technical problem to be solved by this utility model is

[0005] To solve the above problems, the technical solution adopted by this utility model is as follows: This utility model is a composite structure for laying asphalt on heavy cement concrete pavement, including the removal of the original severely damaged cement concrete pavement, the replacement of the original severely damaged cement concrete pavement with a 12cm crushed stone subbase, the replacement of the crushed stone subbase with an 18cm 6% cement-stabilized crushed stone base, the pouring of a 30cm C40 cement concrete surface layer with a flexural strength of 5.0 on the cement-stabilized crushed stone base, the laying of crack-resistant tape on the poured cement concrete surface layer and the original intact cement concrete surface layer, the laying of double-twisted steel wire mesh and synchronous crushed stone layering on the crack-resistant tape, the laying of 8cm ATB-25 on the synchronous crushed stone layering, the laying of 6cm AC-20 on the ATB-25, and the laying of SMA-13 ​​on the AC-20.

[0006] Furthermore, the crushed stone subbase is below an undisturbed compacted soil layer and above a cement-stabilized crushed stone base course, both of which are compacted in layers using a vibratory roller.

[0007] Furthermore, after the cement-stabilized crushed stone base layer has reached its strength, a 30cm C40 cement concrete surface layer with a flexural strength of 5.0 is poured on top.

[0008] Furthermore, after the cement concrete surface layer has been cured for 28 days, the joints between the original cement concrete slab and the newly poured cement concrete construction joint are cleaned and grouted.

[0009] Furthermore, after the cement concrete surface layer is grouted, crack-resistant tape is laid on top. After the crack-resistant tape is installed, double-twisted wire mesh is fully laid. At the joints of the wire mesh, the longitudinal overlap should be at least 35cm and the transverse overlap should be at least 20cm. The double-twisted wire mesh is fixed with clamps. Synchronous crushed stone is laid on top in layers to ensure that each area is evenly distributed.

[0010] Furthermore, ATB-25 is laid on top of the synchronous crushed stone layers. The temperature of the ATB-25 mixture when it is transported to the site is not lower than 150°C, the paving temperature is not lower than 145°C, the initial compaction temperature is not lower than 140°C, the secondary compaction temperature is not lower than 125°C, and the final compaction temperature is not lower than 110°C.

[0011] Furthermore, an emulsified asphalt tack coat is spread between ATB-25 and AC-20 to ensure asphalt adhesion and integrity.

[0012] Furthermore, the AC-20 is a medium-layer asphalt, which is compacted by steel wheels and rubber wheels and then spread with emulsified asphalt tack coat after reaching a certain strength.

[0013] Furthermore, the SMA-13 ​​is the uppermost asphalt surface layer, made of coarse aggregate basalt, with a thickness of 4cm.

[0014] The beneficial effects of this utility model by adopting the above structure are as follows:

[0015] 1. By laying anti-crack tape, reflective cracks at cement concrete joints and cracks are effectively suppressed, which helps to extend the service life of asphalt concrete.

[0016] 2. By replacing limestone with basalt as the coarse aggregate in SMA asphalt concrete, heavy vehicle traffic is prevented from causing potholes, depressions, cracks, and ruts in the asphalt surface, greatly improving the reliability and structural integrity of the asphalt surface and ensuring the road safety of heavy vehicles.

[0017] 3. By demolishing the severely damaged cement concrete pavement and replacing the base layer, and compacting it in layers, the stability and bearing capacity of the roadbed were ensured, and uneven settlement of the asphalt pavement was effectively prevented.

[0018] 4. By laying an emulsified asphalt tack coat, the stress between the asphalt layers is effectively transferred, ensuring the integrity of the asphalt layers. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of a severely damaged cement concrete pavement structure according to an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of the complete cement concrete pavement structure according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of the anti-crack patch and synchronous crushing layered structure of an embodiment of the present invention.

[0022] The components are: 1. Crushed stone subbase, 2. Cement-stabilized crushed stone base course, 3. Cast-in-place cement concrete surface course, 4. Crack-resistant tape, 5. Synchronous crushed stone layering, 6. ATB-25, 7. Emulsified asphalt tack coat, 8. AC-20, 9. Emulsified asphalt tack coat, and 10. SMA-13. Detailed Implementation

[0023] As per the instruction manual Figures 1-3 As shown, this utility model is a composite structure for laying asphalt on heavy-duty cement concrete pavement. The crushed stone subbase 1 is 12cm thick. Below the crushed stone subbase 1 is a compacted soil layer. Above the crushed stone subbase 1 is a cement-stabilized crushed stone base course 2. After the cement-stabilized crushed stone base course 2 is compacted, a 30cm C40 cement concrete surface course 3 with a flexural strength of 5.0 is poured. Crack-resistant tape 4 is laid on top of the cement concrete surface course 3. Double-twisted steel wire mesh and synchronous crushed stone layer 5 are laid on top of the crack-resistant tape 4. An 8cm ATB-256 is laid on top of the synchronous crushed stone layer 5. An emulsified asphalt tack coat 7 is spread on top of the ATB-256. A 6cm AC-208 is laid on top of the emulsified asphalt tack coat 7. An emulsified asphalt tack coat 9 is spread on top of the AC-208. A 4cm SMA-13 ​​coarse aggregate basalt 10 is laid on top of the emulsified asphalt tack coat 9.

[0024] The specific design and construction process is as follows:

[0025] First, deflection testing was conducted on the original cement concrete surface layer 3 to identify the damaged concrete slabs that needed to be removed. The damaged concrete slabs were then removed and the subgrade base was replaced. The subgrade base was compacted using a vibratory roller. After compaction, a density test was conducted. Once the test was passed, the next step, crushed stone cushion layer 1, was carried out.

[0026] After the crushed stone subbase 1 is laid, compaction and testing are carried out in the same manner as above. Once the design requirements are met, the cement stabilized layer 2 is constructed, and the above compaction and testing are carried out simultaneously. After the compaction degree and bearing capacity of the cement stabilized layer 2 meet the requirements, it needs to be cured to ensure its strength.

[0027] After the cement-stabilized layer 2 is cured, C40 concrete 3 with a flexural strength of 5.0 is poured and cured for 28 days. Before pouring, corresponding test blocks are left to ensure that the compressive and flexural strength of the concrete meets the standards before proceeding to the next process. This construction is different from previous techniques, using C40 concrete 3 with a flexural strength of 5.0. Because polypropylene fibers and other materials are added to the flexural concrete, a certain network structure is formed inside the concrete, which can effectively enhance the toughness and crack resistance of the concrete, reduce concrete cracking, and thus reduce reflective cracking of the asphalt base layer and extend the service life of the asphalt.

[0028] For damaged concrete slabs that do not require treatment, proceed directly to the next step: crack cleaning and grouting. This involves manually or with a crack cleaning machine removing the original grout and any sand or debris that has fallen into the crack grooves. An air compressor or pressurized water is used to blow away any dust from the cracks, ensuring the grooves are dry and clean. Crack grouting is performed using a grouting machine, with the nozzle center aligned with the guide wheel. The grout used has good adhesion to the cement concrete slab joints, high elongation, heat resistance, good embedding properties, and good low-temperature plasticity and durability.

[0029] After cleaning and grouting the cracks, apply anti-crack tape 4. Fully cover the concrete joint with anti-crack tape 4. During the application, use a roller to press the anti-crack tape firmly onto the ground to ensure that the anti-crack tape is bonded to the road surface.

[0030] After the crack-resistant tape 4 has passed construction and acceptance, fully lay double-twisted wire mesh. At the overlaps, the longitudinal overlap should be at least 35cm, and the transverse overlap at least 20cm. The overlapping areas must be flat to facilitate the laying of synchronous crushed stone layers 5. To prevent localized loosening of the double-twisted wire mesh, one end should be anchored or secured with heavy equipment, and the other end clamped, and stretched using a heavy-duty truck, etc. After the double-twisted wire mesh is straightened, the first 4m of each roll should be secured with numerous clamps.

[0031] ATB-256 is laid on top of the 5 layers of synchronous crushed stone. The temperature of the ATB-256 mixture transported to the site shall not be lower than 150℃, the paving temperature shall not be lower than 145℃, the initial compaction temperature shall not be lower than 140℃, the secondary compaction temperature shall not be lower than 125℃, and the final compaction temperature shall not be lower than 110℃. The rolling equipment is as follows: the initial compaction is carried out by a 13t double steel drum roller with static compaction for 1 to 2 passes, the secondary compaction is carried out by a 13t double steel drum vibratory roller, and the final compaction is carried out by a 30t rubber-tired roller.

[0032] Before paving AC-208, emulsified asphalt tack coat 7 is spread to ensure sufficient bonding between the intermediate and base layers of asphalt concrete and enhance the adhesion of the asphalt concrete. Emulsified asphalt tack coat 7 is sprayed using an asphalt distributor. In localized areas such as curbs, drain inlets, and manholes, it is applied manually with a brush.

[0033] The paving temperature of the intermediate layer asphalt AC-208 should not be lower than 160℃. The compaction machinery is the same as described above. During compaction, the drive wheels of the roller should face the paver. First, compact the longitudinal construction joints on both sides, and then travel on the old road surface to compact the new paved layer for about 150mm. Then compact the newly paved part. The initial compaction should be carried out immediately after the paver, with the travel speed controlled at 2-3 km / h. The secondary compaction should begin immediately after the initial compaction and continue until the required compaction degree is achieved. The final compaction should be carried out immediately after the secondary compaction.

[0034] Before paving SMA-13 ​​coarse aggregate basalt 10, an emulsified asphalt tack coat 9 is spread. To ensure overall smoothness, the surface layer must be paved across the entire width. When compacting SMA-13 ​​coarse aggregate basalt 10 with a vibratory roller, the principle of "close following, slow compaction, high frequency, low amplitude" should be followed. That is, the roller must closely follow the paver, advancing forward in roughly equal length sections. Each time the roller reaches the paver, it should turn back and forth, compacting at a slow speed with a high frequency and low amplitude. The compaction speed of SMA-13 ​​coarse aggregate basalt 10 must not exceed 5 km / h.

[0035] This embodiment is applicable to factory roads for heavy vehicles with an axle load of 23 tons or more. In this embodiment, AC-208 and SMA-1310 coarse aggregate basalt both use modified asphalt, while ATB-256 uses ordinary asphalt.

[0036] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A composite structure of heavy cement concrete pavement paving asphalt method, comprising original serious damaged cement concrete pavement breaking, characterized in that: The original broken serious cement concrete pavement is replaced by 12cm gravel cushion (1), 18cm 6% cement stabilized gravel base (2) is laid on the gravel cushion (1), 30cm C40 cement concrete surface layer (3) with bending resistance of 5.0 is poured on the cement stabilized gravel base (2), anti-cracking paste (4) is laid on the poured cement concrete surface layer (3) and the original complete cement concrete surface layer, double-twisted steel wire mesh and synchronous gravel layer (5) are laid on the anti-cracking paste (4), 8cm ATB-25 (6) is laid on the synchronous gravel layer (5), 6cm AC-20 (8) is laid on the ATB-25 (6), and SMA-13 (10) is laid on the AC-20 (8).

2. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 1, wherein: The gravel cushion (1) is a undisturbed soil tamped layer below and a cement stabilized gravel base (2) above, which are both compacted by vibration roller in layers.

3. A composite structure of heavy cement concrete pavement with asphaltic method according to claim 1, characterized in that: After the cement stabilized gravel base (2) is cured to reach the strength, 30cm C40 cement concrete surface layer (3) with bending resistance of 5.0 is poured on it.

4. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 1, wherein: After the cement concrete surface layer (3) is cured for 28 days, the original cement concrete slab and the new poured cement concrete construction joint are cleaned and grouted.

5. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 4, wherein: After the cement concrete surface layer (3) is grouted, anti-cracking paste (4) is laid on it, and double-twisted steel wire mesh is fully laid after the construction of the anti-cracking paste (4) is completed, the longitudinal overlap of the steel wire mesh should be at least 35cm, and the transverse overlap should be at least 20cm, the double-twisted steel wire mesh is fixed by clamp, synchronous gravel layer (5) is laid on it to ensure uniform distribution in each area.

6. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 1 wherein: ATB-25 (6) is laid on the synchronous gravel layer (5), the temperature of the ATB-25 (6) mixture transported to the site should be no less than 150℃, the paving temperature should be no less than 145℃, the initial pressure temperature should be no less than 140℃, the re-pressing temperature should be no less than 125℃, and the final pressure temperature should be no less than 110℃.

7. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 6, wherein: Emulsified asphalt adhesive layer (7) is scattered between the ATB-25 (6) and the AC-20 (8) to ensure the adhesion of asphalt and the integrity.

8. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 1 wherein: AC-20 (8) is middle layer asphalt, after being compacted by steel wheel and rubber wheel, emulsified asphalt adhesive layer (9) is scattered after reaching a certain strength.

9. A composite structure of heavy cement concrete pavement laid with asphaltic process as claimed in claim 1 wherein: SMA-13 (10) is the uppermost asphalt surface layer, which uses coarse aggregate basalt with a thickness of 4cm.

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