A structurally stable asphalt concrete pavement structure
By introducing a three-dimensional fiber mesh, a modified asphalt stress-absorbing layer, and a wear-resistant and anti-skid surface layer into asphalt concrete pavement, combined with base course design and drainage system, the pavement distress caused by freeze-thaw cycles and heavy traffic in cold regions has been solved, and the stability and durability of the pavement structure have been improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- KUNSHAN MINJIE DECORATION ENG CO LTD
- Filing Date
- 2025-08-13
- Publication Date
- 2026-07-21
AI Technical Summary
Traditional asphalt concrete pavements are susceptible to cracking due to freeze-thaw cycles in cold regions, and are prone to rutting and subsidence under heavy traffic, affecting driving safety and comfort.
The design incorporates a three-dimensional fiber mesh reinforced asphalt concrete layer, a modified asphalt stress-absorbing layer, a wear-resistant and skid-resistant surface wear layer, and a base course, combined with an emulsified asphalt bonding layer and a drainage system, to enhance the frost resistance and compressive strength of the pavement structure.
It improves the road surface's resistance to freezing in cold climates and its compressive strength under vehicle loads, ensuring the stability and durability of the road surface for long-term use and reducing the occurrence of defects such as cracks, ruts and subsidence.
Smart Images
Figure CN224531374U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of asphalt concrete pavement structure technology, and in particular to a structurally stable asphalt concrete pavement structure. Background Technology
[0002] Asphalt concrete pavement is a pavement structure made of a mixture of asphalt, aggregates and mineral powder in a certain proportion. It has good smoothness, driving comfort, skid resistance and durability, and has a short construction period and convenient maintenance. Asphalt concrete pavement is widely used in highways of all levels, urban roads and airport runways, and is one of the common pavement types in modern road engineering.
[0003] Traditional asphalt concrete pavements are susceptible to freeze-thaw cycles in cold regions, leading to problems such as cracking and peeling. At the same time, under heavy traffic loads, the pavement is prone to rutting, subsidence, and other defects, seriously affecting driving safety and comfort. Utility Model Content
[0004] The purpose of this application is to provide a structurally stable asphalt concrete pavement structure that improves the pavement's frost resistance under cold climate conditions and its compressive strength under vehicle loads, ensuring the long-term stability and durability of the pavement, achieving a comprehensive improvement in the stability of the pavement structure, effectively avoiding the shortcomings of traditional pavements in terms of frost resistance and compressive strength, and solving the problems mentioned in the background art.
[0005] The present application provides a structurally stable asphalt concrete pavement structure, which adopts the following technical solution: a structurally stable asphalt concrete pavement structure, comprising a base course, a stress-absorbing layer, a reinforced asphalt concrete layer, and a surface wear-resistant layer, wherein the base course, the stress-absorbing layer, the reinforced asphalt concrete layer, and the surface wear-resistant layer are laid sequentially from bottom to top. The reinforced asphalt concrete layer is internally embedded with a three-dimensional fiber mesh, which is mesh-shaped and is a composite material of glass fiber, carbon fiber and basalt fiber. The stress-absorbing layer is a modified asphalt stress-absorbing layer.
[0006] By adopting the above technical solution, and by setting a three-dimensional fiber mesh inside the reinforced asphalt concrete layer, the toughening effect of the fibers can effectively limit the expansion of cracks in the pavement structure under low temperature conditions, improve the tensile strength and toughness of the pavement structure, and help resist damage caused by freeze-thaw cycles. By setting a stress-absorbing layer, stress can be absorbed and dispersed, reducing stress concentration damage to the upper structure, and effectively alleviating problems such as rutting and subsidence under heavy traffic.
[0007] Preferably, the reinforced asphalt concrete layer is laid in a full-section or partially reinforced manner.
[0008] By adopting the above technical solutions, the reinforced asphalt concrete layer can be laid in full-section or partially reinforced, which significantly improves the stability and durability of the pavement structure. Full-section laying ensures uniform stress distribution on the pavement as a whole, effectively resisting repeated vehicle loads and reducing the occurrence of rutting, subsidence and other defects. On the other hand, partial reinforcement laying targets vulnerable areas of the pavement, improving the compressive strength of these key parts and extending the service life of the pavement. The flexible combination of the two laying methods not only ensures the overall performance of the pavement but also optimizes the efficiency of material use and reduces construction costs.
[0009] Preferably, the surface wear layer is made of modified asphalt concrete or colored asphalt concrete with good wear resistance and anti-slip properties.
[0010] By adopting the above technical solutions, the surface wear layer uses modified asphalt concrete or colored asphalt concrete with good wear resistance and anti-skid performance, which significantly improves the driving safety and comfort of the road surface. The materials with good wear resistance can effectively resist the wear of vehicle tires, reduce the decline of road surface roughness, and keep the road surface flat for a long time. The materials with excellent anti-skid performance can provide sufficient friction in rainy or wet conditions to prevent vehicles from skidding and ensure driving safety. The application of colored asphalt concrete not only improves the aesthetics of the road surface, but also distinguishes different functional areas according to color, thereby improving the efficiency of road use.
[0011] Preferably, the base layer is one of graded crushed stone, cement-stabilized crushed stone, or lime-fly ash stabilized crushed stone, to ensure the overall stability of the road structure.
[0012] By adopting the above technical solutions, the base course uses one of graded crushed stone, cement-stabilized crushed stone, or lime-fly ash stabilized crushed stone, ensuring the overall stability of the pavement structure. Graded crushed stone has good permeability and drainage performance, which can effectively reduce the accumulation of moisture in the pavement structure and reduce the risk of frost heave damage. Cement-stabilized crushed stone and lime-fly ash stabilized crushed stone have high strength and stability, can withstand large vehicle loads, and reduce base course deformation and cracking. The selection of these materials is based on a comprehensive consideration of factors such as road grade, traffic flow, and geological conditions, ensuring that the base course has both sufficient load-bearing capacity and good durability and stability. The stability of the base course provides a solid foundation for the entire pavement structure and guarantees the long-term performance of the pavement.
[0013] Preferably, an adhesive layer is provided between the base layer and the stress-absorbing layer, between the stress-absorbing layer and the reinforced asphalt concrete layer, and between the reinforced asphalt concrete layer and the surface wear layer.
[0014] By adopting the above technical solution, bonding layers are set between the base course and stress-absorbing layer, between the stress-absorbing layer and reinforced asphalt concrete layer, and between the reinforced asphalt concrete layer and surface wearing course. This significantly enhances the bonding force between the layers, prevents interlayer slippage, and the bonding layer can effectively transfer interlayer stress, reduce stress concentration damage to the pavement structure, improve the overall stability and durability of the pavement, reduce pavement distress caused by interlayer slippage, and extend the service life of the pavement.
[0015] Preferably, the adhesive layer can be an emulsified asphalt adhesive layer.
[0016] By adopting the above technical solutions, the emulsified asphalt bonding layer has good bonding performance and can be tightly bonded to various layers such as the base layer, stress-absorbing layer, reinforced asphalt concrete layer and surface wearing course, forming a pavement structure with strong integrity. It is easy to construct and can be evenly laid between layers by spraying or brushing, which improves construction efficiency. In addition, the emulsified asphalt bonding layer has low cost and good economic performance, making it suitable for large-scale road construction projects.
[0017] Preferably, the base layer is provided with equally spaced drainage pipes, which are connected to an external drainage system.
[0018] By adopting the above technical solutions, drainage pipes can effectively collect and drain water from the road surface structure, reducing the damage to the road surface structure caused by water accumulation. Especially in cold regions, drainage pipes can prevent water from freezing and expanding at low temperatures, which could lead to road surface cracking and subsidence. The equidistant arrangement of drainage pipes ensures uniform drainage and avoids local water accumulation.
[0019] Preferably, the drainage pipe is made of high-density polyethylene, and the outer surface of the drainage pipe is coated with an epoxy resin coating.
[0020] By adopting the above technical solution, the drainage pipes are made of high-density polyethylene and coated with an epoxy resin coating on the outer surface, which significantly improves the corrosion resistance and wear resistance of the drainage pipes. High-density polyethylene has advantages such as high strength, corrosion resistance, and aging resistance, making it suitable for long-term burial in road structures. The epoxy resin coating further enhances the corrosion resistance of the drainage pipes, preventing water and chemical substances from eroding the pipes. This choice of material and coating ensures the long-term stable operation of the drainage pipes in harsh environments, reducing the frequency of maintenance and replacement. At the same time, high-density polyethylene and epoxy resin coating also have good environmental performance, meeting the requirements of modern road engineering for environmentally friendly materials.
[0021] In summary, this application includes at least one of the following beneficial technical effects: This structurally stable asphalt concrete pavement structure incorporates a three-dimensional fiber mesh made of glass fiber, carbon fiber, and basalt fiber composites within the reinforced asphalt concrete layer. The toughening effect of the three-dimensional fibers effectively limits the propagation of pavement cracks in low-temperature environments, improves the tensile strength and toughness of the pavement structure, and helps resist damage caused by freeze-thaw cycles. By incorporating a modified asphalt stress-absorbing layer, stress can be absorbed and dispersed, reducing stress concentration damage to the upper structure. Under heavy traffic, it effectively alleviates rutting and subsidence problems, improving driving safety and comfort. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the overall three-dimensional structure of this application; Figure 2 This is a schematic diagram of the basic structure of this application; Figure 3 This is a schematic diagram of the overall front view structure of this application; Figure 4 This is a schematic diagram of the three-dimensional fiber mesh structure of this application; Figure 5 For this application Figure 3 A magnified structural diagram at point A.
[0023] In the picture: 1. Base layer; 2. Stress-absorbing layer; 3. Reinforced asphalt concrete layer; 4. Surface wear layer; 5. Three-dimensional fiber mesh; 6. Adhesive layer; 7. Drainage pipe. Detailed Implementation
[0024] The following is in conjunction with the appendix Figure 1 -Appendix Figure 5 This application will be described in further detail below.
[0025] Example 1: A structurally stable asphalt concrete pavement structure, referring to... Figure 1 , Figure 3 and Figure 5 It includes a base layer 1, a stress-absorbing layer 2, a reinforced asphalt concrete layer 3, and a surface wear layer 4, which are laid sequentially from bottom to top.
[0026] Base course 1 is made of one of the following: graded crushed stone, cement-stabilized crushed stone, or lime-fly ash stabilized crushed stone. This ensures the overall stability of the pavement structure. Graded crushed stone has good permeability and drainage performance, effectively reducing moisture accumulation within the pavement structure and mitigating the risk of frost heave damage. Cement-stabilized crushed stone and lime-fly ash stabilized crushed stone have high strength and stability, capable of withstanding large vehicle loads and reducing deformation and cracking of base course 1. The selection of these materials is based on a comprehensive consideration of factors such as road grade, traffic flow, and geological conditions, ensuring that base course 1 possesses both sufficient load-bearing capacity and good durability and stability. The stability of base course 1 provides a solid foundation for the entire pavement structure, guaranteeing the long-term performance of the pavement.
[0027] The surface wear layer 4 is made of modified asphalt concrete or colored asphalt concrete with good wear resistance and anti-skid properties. This significantly improves the driving safety and comfort of the road surface. The wear-resistant material can effectively resist the wear of vehicle tires, reduce the decrease in road surface roughness, and keep the road surface smooth for a long time. The material with excellent anti-skid properties can provide sufficient friction in rainy or wet conditions to prevent vehicles from skidding and ensure driving safety. The application of colored asphalt concrete not only improves the aesthetics of the road surface, but also distinguishes different functional areas according to color, thereby improving the efficiency of road use.
[0028] A bonding layer 6 is provided between base course 1 and stress-absorbing layer 2, stress-absorbing layer 2 and reinforced asphalt concrete layer 3, and reinforced asphalt concrete layer 3 and surface wearing course 4. The bonding layer 6 significantly enhances the adhesion between the layers, prevents interlayer slippage, effectively transfers interlayer stress, reduces stress concentration damage to the pavement structure, improves the overall stability and durability of the pavement, reduces pavement distress caused by interlayer slippage, and extends the service life of the pavement.
[0029] The bonding layer 6 can be set as an emulsified asphalt bonding layer. The emulsified asphalt bonding layer has good bonding performance and can be tightly bonded to the base layer 1, stress-absorbing layer 2, reinforced asphalt concrete layer 3 and surface wearing layer 4 to form a pavement structure with strong integrity. It is easy to construct and can be evenly laid between layers by spraying or brushing, which improves construction efficiency. In addition, the emulsified asphalt bonding layer has low cost and good economic performance, and is suitable for large-scale road construction projects.
[0030] The base layer 1 is equipped with equally spaced drainage pipes 7. The drainage pipes 7 are connected to the external drainage system. The drainage pipes 7 can effectively collect and drain the water in the pavement structure, reducing the damage to the pavement structure caused by water accumulation. Especially in cold regions, the drainage pipes 7 can prevent water from freezing and expanding at low temperatures, which could lead to pavement cracking and subsidence. The equally spaced drainage pipes 7 ensure uniform drainage and avoid local water accumulation.
[0031] Drainage pipe 7 is made of high-density polyethylene (HDPE), and its outer surface is coated with an epoxy resin coating. The use of HDPE and the epoxy resin coating significantly improve the corrosion resistance and wear resistance of drainage pipe 7. HDPE has advantages such as high strength, corrosion resistance, and aging resistance, making it suitable for long-term installation in road structures. The epoxy resin coating further enhances the corrosion resistance of drainage pipe 7, preventing moisture and chemicals from eroding the pipe. This material and coating selection ensures the long-term stable operation of drainage pipe 7 in harsh environments, reducing the frequency of maintenance and replacement. Furthermore, HDPE and the epoxy resin coating also have good environmental performance, meeting the requirements of modern road engineering for environmentally friendly materials.
[0032] Example 2: A structurally stable asphalt concrete pavement structure, see reference. Figure 1 , Figure 2 and Figure 4 The interior of the reinforced asphalt concrete layer 3 is embedded with a three-dimensional fiber mesh 5. The three-dimensional fiber mesh 5 is in the shape of a mesh and is a composite material of glass fiber, carbon fiber and basalt fiber. The stress absorption layer 2 is a modified asphalt stress absorption layer.
[0033] The reinforced asphalt concrete layer 3 is laid in either full-section or partially reinforced manner. This method significantly improves the stability and durability of the pavement structure. Full-section laying ensures uniform stress distribution across the pavement, effectively resisting repeated vehicle loads and reducing rutting, subsidence, and other defects. Meanwhile, partial reinforcement lays targeted reinforcement in vulnerable areas of the pavement, improving the compressive strength of these critical parts and extending the pavement's service life. The flexible combination of these two laying methods ensures overall pavement performance, optimizes material utilization efficiency, and reduces construction costs.
[0034] The implementation principle of this application embodiment is as follows: In the road structure, the base layer 1 serves as a support layer, using materials such as graded crushed stone, cement-stabilized crushed stone, or lime-stabilized crushed stone to ensure the overall stability of the road structure. The stress-absorbing layer 2 uses modified asphalt material, which can effectively absorb and disperse stress from vehicle loads, reducing stress concentration damage to the upper road structure. Simultaneously, the modified asphalt stress-absorbing layer can alleviate the pressure of vehicle loads on the road surface through its good elasticity and plastic deformation capacity, reducing rutting and subsidence, and improving road smoothness and driving comfort. The reinforced asphalt concrete layer 3 is internally embedded with a three-dimensional fiber mesh 5. The composite material of glass fiber, carbon fiber, and basalt fiber has high strength and high modulus characteristics. By fabricating it into a three-dimensional fiber mesh 5 and setting it in the reinforced asphalt concrete layer 3, it can significantly improve the tensile strength and toughness of the road structure, effectively resist the tensile stress generated by vehicle loads, reduce the generation and propagation of road cracks, and improve the overall stability of the road surface. Furthermore, under low-temperature conditions, the asphalt... Plain concrete is prone to cracking due to shrinkage, while the fiber material in the three-dimensional fiber mesh 5 has good low-temperature toughness and can maintain a certain degree of flexibility at low temperatures, limiting the expansion of cracks and thus effectively improving the low-temperature crack resistance of the pavement. The paving method of the reinforced asphalt concrete layer 3 can be selected as full-section paving or partial reinforcement paving according to the actual situation to further improve the stability and durability of the pavement structure. The surface wear layer 4 uses modified asphalt concrete or colored asphalt concrete with good wear resistance and anti-skid performance, which significantly improves the driving safety and comfort of the pavement. The material with good wear resistance can effectively resist the wear of vehicle tires and keep the pavement smooth for a long time. The material with excellent anti-skid performance can provide sufficient friction in rainy or wet conditions to prevent vehicles from skidding. The emulsified asphalt bonding layer enhances the bonding force between the layers, prevents interlayer slippage, and improves the overall stability and durability of the pavement. The drainage pipe 7 connects to the external drainage system to effectively collect and drain the water in the pavement structure and reduce the damage to the pavement structure caused by water accumulation.
[0035] The embodiments described in this specific implementation are preferred embodiments of this application and are not intended to limit the scope of protection of this application. Identical components are represented by the same reference numerals. Therefore, all equivalent changes made to the structure, shape, and principle of this application should be covered within the scope of protection of this application.
Claims
1. A structurally stable asphalt concrete pavement structure, comprising a base course (1), a stress-absorbing layer (2), a reinforced asphalt concrete layer (3), and a surface wearing course (4), characterized in that: The base layer (1), stress-absorbing layer (2), reinforced asphalt concrete layer (3) and surface wear layer (4) are laid sequentially from bottom to top; The reinforced asphalt concrete layer (3) is embedded with a three-dimensional fiber mesh (5). The three-dimensional fiber mesh (5) is in the shape of a mesh. The three-dimensional fiber mesh (5) is a composite material of glass fiber, carbon fiber and basalt fiber. The stress absorption layer (2) is a modified asphalt stress absorption layer.
2. The structurally stable asphalt concrete pavement structure according to claim 1, characterized in that: The reinforced asphalt concrete layer (3) is laid in a full-section or partially reinforced manner.
3. The structurally stable asphalt concrete pavement structure according to claim 1, characterized in that: The surface wear layer (4) is made of modified asphalt concrete or colored asphalt concrete with good wear resistance and anti-skid properties.
4. The structurally stable asphalt concrete pavement structure according to claim 1, characterized in that: The base course (1) is one of graded crushed stone, cement-stabilized crushed stone or lime-stabilized crushed stone, to ensure the overall stability of the road structure.
5. The structurally stable asphalt concrete pavement structure according to claim 1, characterized in that: An adhesive layer (6) is provided between the base layer (1) and the stress-absorbing layer (2), the stress-absorbing layer (2) and the reinforced asphalt concrete layer (3), and the reinforced asphalt concrete layer (3) and the surface wear layer (4).
6. The structurally stable asphalt concrete pavement structure according to claim 5, characterized in that: The adhesive layer (6) can be set as an emulsified asphalt adhesive layer.
7. The structurally stable asphalt concrete pavement structure according to claim 1, characterized in that: The base layer (1) is provided with drainage pipes (7) arranged at equal intervals, and the drainage pipes (7) are connected to the external drainage system.
8. The structurally stable asphalt concrete pavement structure according to claim 7, characterized in that: The drainage pipe (7) is made of high-density polyethylene, and the outer surface of the drainage pipe (7) is coated with epoxy resin.