Asphalt ultra-thin overlay maintenance construction paving structure
By using ultra-thin asphalt overlay maintenance construction paving structure and high-viscosity modified asphalt materials, the problems of traditional paving overlay thickness, long construction period and high noise have been solved, achieving efficient, quiet and comfortable highway pavement maintenance effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 重庆公路养护工程(集团)有限公司
- Filing Date
- 2025-05-16
- Publication Date
- 2026-05-12
AI Technical Summary
In existing preventive maintenance of highways, traditional methods of paving overlays suffer from problems such as large surface thickness, long construction period, high noise, and poor driving comfort.
The construction and paving structure adopts an ultra-thin asphalt overlay, including components such as a carrier plate, distribution seat, rotating shaft assembly, distribution impeller, asphalt flow control valve, negative pressure fan, and secondary pressure roller, to achieve quantitative and uniform paving of high-viscosity modified asphalt and initial, secondary, and final pressure shaping, combined with the use of high-viscosity modified asphalt materials.
It achieves ultra-thin overlay maintenance, improves construction efficiency, enhances road surface smoothness and driving comfort, reduces noise pollution and engineering costs, and extends the service life of the road surface.
Smart Images
Figure CN224227620U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of preventive maintenance engineering for highway pavements, specifically to an asphalt ultra-thin overlay maintenance construction paving structure. Background Technology
[0002] Highways, or expressways for short, are closed roads specifically designed for high-speed motor vehicle travel. Regulations governing highways vary across different countries, regions, eras, and research fields. To extend the service life of highways, preventative maintenance of the road surface, through early intervention, can slow down road condition deterioration, prevent minor problems from escalating into major issues, thereby postponing major repairs and extending the highway's lifespan. Timely maintenance also keeps the road surface smooth, reduces damage, and improves driving safety and comfort. Furthermore, preventative maintenance can effectively prevent and reduce road traffic accidents, enhancing highway performance.
[0003] Currently, preventive maintenance of highways is usually carried out by laying overlays. However, the existing traditional highway overlays are thick, which can easily increase the load on the bridge structure and have a long construction period. In addition, conventional thin overlays are noisy and have poor driving comfort. Therefore, we propose an ultra-thin asphalt overlay maintenance paving structure. Utility Model Content
[0004] The purpose of this utility model is to provide an asphalt ultra-thin overlay maintenance construction paving structure, which has the advantages of ultra-thin overlay maintenance, high construction efficiency and good driving comfort, and solves the problem of preventive maintenance engineering of highway pavement.
[0005] To achieve the above objectives, this utility model provides the following technical solution: a pavement structure for ultra-thin asphalt overlay curing construction, comprising:
[0006] The carrier plate has a material distribution seat at the middle of its bottom. The material distribution seat has a rotating shaft assembly inside. Material distribution impellers are symmetrically arranged at the front and rear ends of the outer surface of the rotating shaft assembly. A hopper is provided at the left end of the top of the carrier plate. An asphalt flow control valve is provided at the lower end of the hopper.
[0007] A fixed base is fixedly installed at the bottom left end of the carrier plate. A secondary pressure roller is provided on the inner side of the fixed base. A final pressure roller is provided on the inner side of the left end of the carrier plate. An arc-shaped initial pressure plate is provided at the lower left end of the material distribution seat.
[0008] A negative pressure fan is fixedly installed at the top left end of the carrier plate, and an air equalization cylinder is fixedly installed at the bottom right end of the carrier plate. The bottom of the air equalization cylinder is connected to multiple equally spaced nozzles, and a ventilation pipe is provided between the exhaust end of the negative pressure fan and the rear end of the air equalization cylinder.
[0009] Preferably, a traction frame and a first gearbox are fixedly connected to the right end of the top of the carrier plate, a second gearbox is provided at the middle end of the top of the carrier plate, and a universal drive shaft is provided between the second gearbox and the first gearbox.
[0010] Preferably, the second gearbox and the shaft assembly are connected by a transmission.
[0011] Preferably, the lower end of the hopper is connected to the top of the distribution seat, and the asphalt flow control valve is located above the distribution seat.
[0012] Preferably, both the left and right ends of the bottom of the carrier plate are fixedly installed with casters.
[0013] Preferably, an emulsified asphalt spraying hood is fixedly installed on the lower right side of the material distribution seat via a connecting plate, and a material distribution groove is provided at the bottom of the emulsified asphalt spraying hood.
[0014] Preferably, a material pump body is fixedly installed at the right end of the top of the carrier plate, the material conveying end of the material pump body is connected to the top of the emulsified asphalt spraying hood through a pipe, and the material inlet end of the material pump body is provided with a connecting clamp.
[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0016] 1. This utility model allows the high-viscosity modified asphalt binder in the hopper to quantitatively enter the distribution seat after the asphalt flow control valve is opened. The rotating distribution impeller can quickly and evenly disperse the binder after it enters the distribution seat. After falling onto the cleaned road surface through the distribution seat, the rotating distribution impeller can further evenly spread the binder, ensuring the uniformity of the binder during paving. Controlling the asphalt flow rate in conjunction with even spreading enables this structure to achieve ultra-thin overlay curing.
[0017] 2. By moving the structure, the initial pressure plate, the intermediate pressure roller, and the final pressure roller can achieve initial, intermediate, and final pressing and shaping of the cementitious material after uniform spreading, thus improving the working efficiency of this structure. Attached Figure Description
[0018] Figure 1 This is a first-view structural diagram of the present invention;
[0019] Figure 2 This is a schematic diagram of the second-view structure of the present invention;
[0020] Figure 3 This is a schematic diagram of the third-view cross-sectional structure of this utility model;
[0021] Figure 4 This is a schematic diagram of the fourth-angle cross-sectional structure of the present invention.
[0022] In the diagram: 1. Carrier plate; 101. Traction frame; 102. First gearbox; 103. Universal drive shaft; 104. Second gearbox; 105. Moving wheel; 2. Air distribution cylinder; 201. Nozzle; 202. Vent pipe; 203. Negative pressure fan; 3. Emulsified asphalt spraying hood; 301. Material pump body; 302. Material distribution trough; 4. Material distribution seat; 401. Material distribution impeller; 402. Rotary shaft assembly; 403. Asphalt flow control valve; 404. Hopper; 5. Fixed seat; 501. Final pressure roller; 502. Initial pressure plate; 503. Secondary pressure roller. Detailed Implementation
[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0024] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0025] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0026] The components of this application, including the carrier plate 1, traction frame 101, first gearbox 102, universal drive shaft 103, second gearbox 104, moving wheel 105, air distribution cylinder 2, nozzle 201, air pipe 202, negative pressure fan 203, emulsified asphalt spraying hood 3, material pump body 301, material distribution trough 302, material distribution seat 4, material distribution impeller 401, rotating shaft assembly 402, asphalt flow control valve 403, hopper 404, fixed seat 5, final pressure roller 501, initial pressure plate 502, and secondary pressure roller 503, are all general standard parts or parts known to those skilled in the art. Their structure and principle can be learned by those skilled in the art through technical manuals or conventional experimental methods.
[0027] Example 1
[0028] Please see Figures 1-4 As shown, this utility model provides a technical solution: a pavement structure for ultra-thin asphalt overlay curing construction, comprising:
[0029] Carrier plate 1, a material distribution seat 4 is provided at the middle of the bottom of the carrier plate 1, a rotating shaft assembly 402 is provided inside the material distribution seat 4, a material distribution impeller 401 is symmetrically provided at the front and rear ends of the outer surface of the rotating shaft assembly 402, a hopper 404 is provided at the left end of the top of the carrier plate 1, and an asphalt flow control valve 403 is provided at the lower end of the hopper 404.
[0030] A fixed base 5 is fixedly installed at the bottom left end of the carrier plate 1. A secondary pressure roller 503 is provided on the inner side of the fixed base 5. A final pressure roller 501 is provided on the inner side of the left end of the carrier plate 1. An arc-shaped primary pressure plate 502 is provided at the lower left end of the material distribution seat 4.
[0031] A negative pressure fan 203 is fixedly installed at the top left end of the carrier plate 1, and an air equalization cylinder 2 is fixedly installed at the bottom right end of the carrier plate 1. Multiple equally spaced nozzles 201 are connected to the bottom of the air equalization cylinder 2. A ventilation pipe 202 is provided between the exhaust end of the negative pressure fan 203 and the rear end of the air equalization cylinder 2.
[0032] A traction frame 101 and a first gearbox 102 are fixedly connected to the right end of the top of the carrier plate 1. A second gearbox 104 is provided at the middle of the top of the carrier plate 1. A universal drive shaft 103 is provided between the second gearbox 104 and the first gearbox 102. The second gearbox 104 and the rotating shaft assembly 402 are connected for transmission. The lower end of the hopper 404 is connected to the top of the material distribution seat 4. The asphalt flow control valve 403 is located above the material distribution seat 4. The left and right ends of the bottom of the carrier plate 1 are fixedly installed with moving wheels 105.
[0033] This technical solution involves treating the original road surface with equipment. The milling depth is 1.0mm, leaving a residual texture depth of 0.8mm. After cleaning up debris, the structure is moved to the work area by a tractor unit with the cooperation of the traction frame 101, the first gearbox 102, and the moving wheels 105. Then, high-viscosity modified asphalt binder is fed into the hopper 404. While the tractor unit is moving the structure, the negative pressure fan 203 is activated. The negative pressure fan 203 pressurizes the outside air and sends it into the air distribution cylinder 2 through the vent pipe 202. Finally, the air is sprayed outwards through the nozzles 201. Since the nozzles 201 are mostly designed to be angled towards the road surface, the pressurized air can effectively clean the treated road surface, ensuring its cleanliness. Next, the power output shaft of the tractor unit transmits power to the second gearbox 104 via the first gearbox 102 and the universal joint drive shaft 103. The second gearbox 104 then... The transmission is transferred to the rotating shaft assembly 402 in the distribution seat 4, which ultimately drives the distribution impeller 401 to rotate. After the asphalt flow control valve 403 is opened as needed, the binder of high-viscosity modified asphalt in the hopper 404 can enter the distribution seat 4 in a quantitative manner according to the limit of the asphalt flow control valve 403. After the binder enters the distribution seat 4, the rotating distribution impeller 401 can quickly and evenly disperse it. After falling onto the cleaned road surface through the distribution seat 4, the rotating distribution impeller 401 can further evenly spread it, ensuring the uniformity of the binder during paving. Controlling the asphalt flow rate in conjunction with evenly spreading the binder enables this structure to achieve ultra-thin overlay curing. Then, as this structure moves, the initial pressure plate 502, the intermediate pressure roller 503, and the final pressure roller 501 can achieve initial, intermediate, and final pressure shaping of the evenly spread binder, improving the working efficiency of this structure during use.
[0034] The use of high-viscosity modified asphalt as a binder significantly enhances the cohesion and adhesion of asphalt, resulting in a new type of high-quality modified asphalt material. Using it for highway paving enhances high-temperature stability. On highways, the heat generated by vehicles raises the road surface temperature. Ordinary asphalt easily softens and deforms at high temperatures, while high-viscosity modified asphalt resists high-temperature deformation, effectively preventing rutting, ensuring road surface smoothness and driving comfort, extending road surface service life, and improving low-temperature crack resistance. The improved flexibility of this asphalt enhances its adaptability to temperature changes, effectively preventing and reducing road surface cracks caused by low temperatures. In cold regions or winter, highway pavements are prone to cracking due to low temperatures. High-viscosity modified asphalt can reduce the brittleness of the pavement at low temperatures, improve its crack resistance, and reduce cracking. The formation and expansion of high-viscosity modified asphalt mixtures ensure the structural integrity and performance of the pavement, and improve fatigue resistance. High-viscosity modified asphalt mixtures have good flexibility and adhesion, enabling them to better withstand repeated vehicle loads and reduce fatigue cracking. On highways, where traffic volume is high and travel is frequent, the pavement is subjected to the constant pressure of heavy vehicles. High-viscosity modified asphalt can improve the fatigue resistance of the pavement, extend its service life, reduce maintenance costs, and enhance water stability. Its strong adhesion to aggregates effectively prevents water penetration into the base layer, improving the pavement's resistance to water damage. In rainy seasons or humid environments, ordinary asphalt pavements are prone to water damage, such as potholes and loosening. High-viscosity modified asphalt can ensure the structural stability of the pavement, reduce water erosion, and extend its service life. It also ensures driving safety and improves the pavement's anti-skid performance: High-viscosity modified asphalt has a high viscosity, which effectively prevents vehicle skidding and improves driving safety. On highways, vehicles travel at high speeds, making the road surface's anti-skid performance crucial, especially in rainy or wet conditions. High-viscosity modified asphalt can increase the friction between the tires and the road surface, reducing the risk of vehicle skidding and ensuring driving safety.
[0035] Reduce noise pollution: High-viscosity modified asphalt can reduce the noise generated by vehicles on the road surface, improving driving comfort and quietness. On highways, vehicle noise can affect surrounding residents and the environment; using high-viscosity modified asphalt can reduce noise pollution and create a quiet driving environment.
[0036] Reduce project costs
[0037] Reduced material usage: High-viscosity modified asphalt can reduce the thickness of the overlay, effectively reducing the consumption of materials such as sand and gravel by 50%-60%, saving more than 30% of the project cost compared with traditional overlay, and more than 10%-20% compared with similar overlay technologies. In highway construction, the use of high-viscosity modified asphalt can reduce the amount of materials used and lower project costs.
[0038] Reduced maintenance costs: Due to the superior durability and anti-aging properties of high-viscosity modified asphalt, the service life of road surfaces is extended, reducing the frequency and cost of road maintenance and repair. Maintenance costs are a crucial consideration during the long-term use of highways; using high-viscosity modified asphalt can reduce maintenance costs and improve economic efficiency.
[0039] Convenient construction: High-viscosity modified asphalt can be directly added to the asphalt mixing plant and dry-mixed with aggregates without the need for high-temperature shear modification. The application process is simple and easy to operate. Moreover, compared with the application of traditional modified asphalt, it greatly improves the high-temperature stability, low-temperature crack resistance and water stability of asphalt mixtures, and is more beneficial to the health of production personnel and reduces adverse ecological impacts.
[0040] It should be noted that the transmission connection between the second gearbox 104 and the shaft assembly 402 is existing technology, such as the connection between a tractor and a rotary tiller. However, this structure uses a high-viscosity modified asphalt binder, which will not cause large-area adhesion. When using the high-viscosity modified asphalt binder, the temperature is relatively high, and the inner wall of the structure is coated with an anti-adhesion and high-temperature resistant coating.
[0041] Example 2
[0042] Based on Embodiment 1, this utility model is as follows: Figures 1-4 As shown, an emulsified asphalt spraying hood 3 is fixedly installed on the lower right side of the material distribution seat 4 via a connecting plate. The bottom of the emulsified asphalt spraying hood 3 is provided with a material distribution groove 302. A material conveying pump body 301 is fixedly installed on the right side of the top of the carrier plate 1. The material conveying end of the material conveying pump body 301 is connected to the top of the emulsified asphalt spraying hood 3 via a pipe. A connecting clamp is provided at the inlet end of the material conveying pump body 301.
[0043] This technical solution involves connecting the connecting clamp to the discharge end of the material box containing high-viscosity modified emulsified asphalt via the feed pump body 301. Once the feed pump body 301 is activated, it delivers the high-viscosity modified emulsified asphalt into the emulsified asphalt spray hood 3, from which it is sprayed outwards through the equalization trough 302. This allows for the spraying of high-viscosity modified emulsified asphalt onto the cleaned road surface, enabling the bonding layer construction before the binder is laid. After the road surface is laid, the rutting resistance is significantly improved compared to ordinary SBS, making it suitable for high-traffic areas like G50 and G65 highways, with a service life of over three years on heavy-load sections. It also exhibits significant noise reduction and can withstand extreme high temperatures in summer.
[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit the scope of protection of this utility model. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the essence and scope of the technical solutions of this utility model.
Claims
1. A pavement structure for ultra-thin asphalt overlay curing construction, characterized in that, include: A carrier plate (1) is provided with a material distribution seat (4) at the middle of the bottom of the carrier plate (1). A rotating shaft assembly (402) is provided inside the material distribution seat (4). Material distribution impellers (401) are symmetrically arranged at the front and rear ends of the outer surface of the rotating shaft assembly (402). A hopper (404) is provided at the left end of the top of the carrier plate (1). An asphalt flow control valve (403) is provided at the lower end of the hopper (404). A fixed seat (5) is fixedly installed at the bottom left end of the carrier plate (1). A secondary pressure roller (503) is provided on the inner side of the fixed seat (5). A final pressure roller (501) is provided on the inner side of the left end of the carrier plate (1). An arc-shaped initial pressure plate (502) is provided at the lower left end of the material distribution seat (4). A negative pressure fan (203) is fixedly installed on the left end of the top of the carrier plate (1), and an air equalization cylinder (2) is fixedly installed on the right end of the bottom of the carrier plate (1). The bottom of the air equalization cylinder (2) is connected to a plurality of equally spaced nozzles (201). A ventilation pipe (202) is provided between the exhaust end of the negative pressure fan (203) and the rear end of the air equalization cylinder (2).
2. The asphalt ultra-thin overlay curing construction paving structure according to claim 1, characterized in that: A traction frame (101) and a first gearbox (102) are fixedly connected to the right end of the top of the carrier plate (1), and a second gearbox (104) is provided at the middle end of the top of the carrier plate (1). A universal drive shaft (103) is provided between the second gearbox (104) and the first gearbox (102).
3. The asphalt ultra-thin overlay curing construction paving structure according to claim 2, characterized in that: The second gearbox (104) and the shaft assembly (402) are connected by a transmission.
4. The asphalt ultra-thin overlay curing construction paving structure according to claim 1, characterized in that: The lower end of the hopper (404) is connected to the top of the distribution seat (4), and the asphalt flow control valve (403) is located above the distribution seat (4).
5. The asphalt ultra-thin overlay curing construction paving structure according to claim 1, characterized in that: The bottom of the carrier plate (1) is fixedly equipped with casters (105) at both the left and right ends.
6. The asphalt ultra-thin overlay curing construction paving structure according to claim 1, characterized in that: The lower right end of the material distribution seat (4) is fixedly installed with an emulsified asphalt spraying hood (3) via a connecting plate, and the bottom of the emulsified asphalt spraying hood (3) is provided with a material equalization trough (302).
7. The asphalt ultra-thin overlay curing construction paving structure according to claim 6, characterized in that: A material conveying pump body (301) is fixedly installed on the right end of the top of the carrier plate (1). The material conveying end of the material conveying pump body (301) is connected to the top of the emulsified asphalt spraying hood (3) through a pipe. A connecting clamp is provided at the feed end of the material conveying pump body (301).