Anti-cracking asphalt road structure

Abstract

The anti-cracking asphalt road structure comprises an asphalt road body, the asphalt road body comprises a surface layer, a gradient anti-cracking layer and a foundation layer which are sequentially laid from top to bottom, the surface layer comprises a fine asphalt concrete layer, a plurality of sets of grooves are formed in the top surface of the fine asphalt concrete layer at equal intervals in the length direction of the fine asphalt concrete layer, and the gradient anti-cracking layer is arranged in the grooves. The groove is filled with permeable asphalt concrete; the gradient anti-cracking layer comprises a stress absorbing layer and a reinforcing layer which are sequentially stacked from top to bottom, and a connecting piece extending into the stress absorbing layer and the reinforcing layer is arranged between the stress absorbing layer and the reinforcing layer, so that the stress absorbing layer and the reinforcing layer form an integral structure. According to the technical scheme provided by the utility model, the bonding layer formed by the interface agent is arranged between every two layers, and meanwhile, the linking piece for linking the whole body is designed in the gradient anti-cracking layer, so that the bonding strength between every two layers can be ensured, and the problem of interface cracks is not easy to occur.

Description

Technical Field

[0001] This utility model belongs to the field of road pavement technology, specifically to a crack-resistant asphalt road structure. Background Technology

[0002] Asphalt pavement refers to various types of road surfaces constructed by incorporating road-grade asphalt into mineral materials. Asphalt binders enhance the ability of paving aggregates to resist damage from traffic and natural factors, resulting in a smooth, dust-free, impermeable, and durable surface. Therefore, asphalt pavement is one of the most widely used high-grade road surfaces in road construction.

[0003] A Chinese patent with publication number CN210194370U discloses a crack-resistant asphalt road structure, including an asphalt road body. The asphalt road body includes a foundation, a subgrade, a crushed stone cushion layer, a cement-stone powder stabilized layer, a moisture-proof layer, a coarse asphalt concrete layer, and a fine asphalt concrete layer. The foundation is located at the bottom, the subgrade is located on top of the foundation, the crushed stone cushion layer is located on top of the subgrade, the cement-stone powder stabilized layer is located on top of the crushed stone cushion layer, the moisture-proof layer is located on top of the cement-stone powder stabilized layer, and the coarse asphalt concrete layer is located on top of the moisture-proof layer.

[0004] Regarding the aforementioned technologies, the inventors believe that the following defects still exist: 1. The pressing between various layers is achieved solely through a compaction machine. After prolonged use, the weak interlayer adhesion (pressing) can easily lead to interface cracks; 2. The use of a separate fine asphalt concrete layer as the top surface layer results in the road surface's drainage performance being affected by the small pore size of the fine asphalt concrete layer during rainy weather. Utility Model Content

[0005] The purpose of this utility model is to provide a crack-resistant asphalt road structure in order to solve the problems mentioned above.

[0006] The technical solution adopted by this utility model is as follows: a crack-resistant asphalt road structure, including an asphalt road body, the asphalt road body including a surface layer, a gradient crack-resistant layer and a base layer laid sequentially from top to bottom, wherein the surface layer includes a fine asphalt concrete layer, and multiple sets of grooves are equidistantly formed on the top surface of the fine asphalt concrete layer along its length direction, the grooves being filled with permeable asphalt concrete; the gradient crack-resistant layer includes a stress-absorbing layer and a reinforcing layer stacked sequentially from top to bottom, and a connecting piece extending into the interior of the stress-absorbing layer and the reinforcing layer is provided between the stress-absorbing layer and the reinforcing layer so that the stress-absorbing layer and the reinforcing layer form an integral structure.

[0007] In a preferred embodiment, the depth of the groove is 1 / 3 to 1 / 2 of the thickness of the surface layer, the width of the groove is 0.3 to 0.8 cm, the spacing between adjacent grooves is 50 to 80 cm, and the top surface of the permeable asphalt concrete is flush with the top surface of the fine asphalt concrete layer.

[0008] In a preferred embodiment, the surface of the fine asphalt concrete layer is coated with a nano-titanium dioxide coating to form an outer protective surface.

[0009] In a preferred embodiment, the stress-absorbing layer is formed by laying elastic modified asphalt material, and the thickness of the stress-absorbing layer is 3-4 cm.

[0010] In a preferred embodiment, the reinforcing layer is formed by laying a high-strength fiber reinforced concrete layer, and the thickness of the reinforcing layer is 2.5-4cm.

[0011] In a preferred embodiment, the connector is a frame structure woven from basalt fibers, and the frame structure has reserved grouting holes.

[0012] In a preferred embodiment, the base layer is a cement-stabilized crushed stone layer.

[0013] In a preferred embodiment, an adhesive layer is formed between adjacent surface layers of the asphalt road body by coating with an interface agent.

[0014] In summary, due to the adoption of the above technical solution, the beneficial effects of this utility model are:

[0015] 1. In this utility model, multiple sets of permeable asphalt concrete are spaced apart on the fine asphalt concrete layer of the surface layer. In rainy weather, most of the rainwater will be discharged along the permeable asphalt concrete. While ensuring the original strength of the surface layer, it can also quickly drain the water on the surface of the asphalt road and reduce the risk of freeze-thaw damage.

[0016] 2. In this utility model, an adhesive layer formed by an interface agent is provided between the various layers of the asphalt road, and a connector for linking the layered crack-resistant structure is designed in the gradient crack-resistant layer. While improving the crack-resistant performance of the asphalt road, it can also ensure the bonding strength between the various layers and prevent the problem of interface cracks. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall three-dimensional layered structure of this utility model;

[0018] Figure 2 This is a schematic diagram of the planar structure of the middle layer of this utility model;

[0019] Figure 3This is a cross-sectional planar structural diagram of the gradient crack-resistant layer in this utility model.

[0020] Marked in the image:

[0021] 100 - Main body of asphalt road;

[0022] 110 - Surface layer, 111 - Fine asphalt concrete layer, 112 - Permeable asphalt concrete;

[0023] 120 - Gradient crack-resistant layer, 121 - Stress-absorbing layer, 122 - Reinforcing layer, 123 - Connector;

[0024] 130 - Adhesive layer;

[0025] 140 - Ground level. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0027] Reference Figure 1-3 The crack-resistant asphalt road structure includes an asphalt road body 100, which comprises, from top to bottom, a surface layer 110, a gradient crack-resistant layer 120, and a base course 140. The base course 140 is a cement-stabilized crushed stone layer. The surface layer 110 includes a fine asphalt concrete layer 111. Multiple sets of grooves are equidistantly spaced along the length of the top surface of the fine asphalt concrete layer 111, and these grooves are filled with permeable asphalt concrete 112. Multiple sets of permeable asphalt concrete 112 are spaced apart on the fine asphalt concrete layer 111 of the surface layer 110. In rainy weather, most rainwater will drain through the permeable asphalt concrete 112, ensuring the original strength of the surface layer 110 and increasing its anti-skid performance while quickly draining accumulated water from the asphalt road surface, reducing the risk of freeze-thaw damage. Drainage pipes (not shown in the figure) can also be installed in the permeable asphalt concrete 112 to drain accumulated water.

[0028] Specifically, the depth of the groove is 1 / 3 to 1 / 2 of the thickness of the surface layer 110, the width of the groove is 0.3 to 0.8 cm, the spacing between adjacent grooves is 50 to 80 cm, and the top surface of the permeable asphalt concrete 112 is flush with the top surface of the fine asphalt concrete layer 111.

[0029] Furthermore, the gradient crack-resistant layer 120 includes a stress-absorbing layer 121 and a reinforcing layer 122 stacked sequentially from top to bottom. A connector 123 extending into the stress-absorbing layer 121 and the reinforcing layer 122 is provided between them, so that the stress-absorbing layer 121 and the reinforcing layer 122 form an integral structure. An adhesive layer 130 is formed between adjacent surface layers 110 of the asphalt road body 100 by coating with an interface agent. An adhesive layer 130 formed by an interface agent is provided between each layer of the asphalt road. At the same time, the gradient crack-resistant layer 120 is designed with connectors 123 for connecting the layered crack-resistant structures. While improving the crack resistance and pressure resistance of the asphalt road, it can also ensure the bonding strength between each layer and prevent the problem of interface cracks.

[0030] Furthermore, the surface of the fine asphalt concrete layer 111 is coated with a nano-titanium dioxide coating to form an outer protective surface (not shown in the figure). The titanium dioxide coating can enhance the anti-skid performance of the asphalt pavement and improve its mechanical properties and anti-aging ability, thereby improving the crack resistance of the surface layer 110. At the same time, titanium dioxide can become a catalyst under light conditions, promoting the decomposition of pollutants emitted by automobiles and reducing the pollution of automobile exhaust to the environment.

[0031] Furthermore, the stress-absorbing layer 121 is formed by laying elastic modified asphalt material. The thickness of the stress-absorbing layer 121 is 3-4cm. The elastic modified asphalt has good pavement flexibility and elasticity, which can better adapt to vehicle loads and pavement deformation, reduce the generation of pavement cracks, and absorb the stress generated by the pavement during use. 3%-5% by mass of rubber powder and 1%-2% of SBS modifier are added to the elastic modified asphalt material.

[0032] Furthermore, the reinforcing layer 122 is formed by laying a high-strength fiber concrete layer with a thickness of 2.5-4cm. The high-strength fiber concrete contains polypropylene fibers and steel fibers, with fiber volume fractions of 0.1%-0.3% and 0.1%-0.2%, respectively.

[0033] Furthermore, the connector 123 is a frame structure woven from basalt fibers. The frame structure has reserved filling holes. The three-dimensional mesh structure of the connector 123 can realize stress gradient transfer, and at the same time, it can ensure the combined strength between the stress absorption layer 121 and the reinforcing layer 122.

[0034] The specific implementation principle is as follows: This utility model provides an adhesive layer 130 formed by an interface agent between each layer, and a connector 123 for connecting the whole is designed in the gradient crack-resistant layer 120, which can ensure the bonding strength between each layer and prevent the problem of interface cracks. Secondly, a gradient crack-resistant layer 120 is designed for absorbing stress and providing stable support. The stress absorption layer 121 absorbs deformation, and the reinforcing layer 122 inhibits crack propagation. The stress gradient is transferred through the three-dimensional grid structure of the connector 123, and the "flexible-rigid" stress transition is achieved through the gradient crack-resistant layer 120, avoiding the problem of single material failure.

[0035] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A crack resistant asphalt road structure, characterized in that, The system includes an asphalt road body, which comprises a surface layer, a gradient crack-resistant layer, and a base layer laid sequentially from top to bottom. The surface layer includes a fine asphalt concrete layer, and multiple sets of grooves are equidistantly formed on the top surface of the fine asphalt concrete layer along its length. The grooves are filled with permeable asphalt concrete. The gradient crack-resistant layer includes a stress-absorbing layer and a reinforcing layer stacked sequentially from top to bottom. A connecting piece extending into the stress-absorbing layer and the reinforcing layer is provided between them to form an integral structure.

2. The anti-cracking asphalt road structure of claim 1, wherein: The depth of the groove is 1 / 3 to 1 / 2 of the thickness of the surface layer, the width of the groove is 0.3 to 0.8 cm, the spacing between adjacent grooves is 50 to 80 cm, and the top surface of the permeable asphalt concrete is flush with the top surface of the fine asphalt concrete layer.

3. The anti-cracking asphalt road structure of claim 1, wherein: The surface of the fine asphalt concrete layer is coated with a nano-titanium dioxide coating to form an outer protective surface.

4. The anti-cracking asphalt road structure of claim 1, wherein: The stress-absorbing layer is formed by laying elastic modified asphalt material, and the thickness of the stress-absorbing layer is 3-4 cm.

5. The anti-cracking asphalt road structure of claim 1, wherein: The reinforcing layer is formed by laying a high-strength fiber concrete layer, and the thickness of the reinforcing layer is 2.5-4cm.

6. The anti-cracking asphalt road structure of claim 1, wherein: The connector is a frame structure woven from basalt fibers, and the frame structure has reserved filling holes.

7. The anti-cracking asphalt road structure of claim 1, wherein: The foundation layer is a cement-stabilized crushed stone layer.

8. The anti-cracking asphalt road structure of claim 1, wherein: An adhesive layer is formed between adjacent surface layers of the asphalt road body by coating with an interface agent.

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