Anti-cracking cold recycling pavement structure

Abstract

This utility model discloses a crack-resistant cold recycled pavement structure, belonging to the field of recycled pavement technology. Key technical features include a supporting base course, a cold recycled base course on top of the supporting base course, a crack-resistant transition layer on top of the cold recycled base course, a drainage bonding layer on top of the crack-resistant transition layer, and a functional surface layer on top of the drainage bonding layer. Through the combined design of the crack-resistant transition layer, fiberglass grid, and emulsified asphalt bonding layer, the pavement's crack resistance is significantly improved. The crack-resistant transition layer has good flexibility, buffering temperature stress and vehicle load impact. Furthermore, the fiberglass grid, embedded in the center of the crack-resistant transition layer, utilizes its high strength to disperse stress at the crack tip, preventing upward reflection of base course cracks. Combined with the emulsified asphalt bonding layer, it enhances the bonding force between structural layers, preventing interlayer slippage and the generation of new cracks, thus reducing the overall occurrence of reflective and longitudinal cracks.

Description

Technical Field

[0001] This utility model relates to the field of recycled pavement technology, and in particular to a crack-resistant cold recycled pavement structure. Background Technology

[0002] Cold recycled pavement is a new pavement structure formed by continuously milling and crushing the old pavement structure layers, including the surface layer and part of the base layer, using specialized cold recycling machinery at normal temperature, adding recycled materials, mixing, paving, and compacting.

[0003] Cold recycling pavement technology is widely used in road maintenance and reconstruction due to its advantages such as energy saving, environmental protection, and convenient construction. However, existing cold recycling pavement structures have the following drawbacks:

[0004] Insufficient crack resistance: The bonding force between the base layer and the surface layer is weak, and reflective cracks and longitudinal cracks are prone to occur under temperature changes or vehicle loads, resulting in a short service life.

[0005] Poor water stability: Rainwater infiltration easily leads to softening of the base layer and peeling of the surface layer, especially in rainy areas where diseases occur frequently;

[0006] Limited load-bearing capacity: The overall structural strength is insufficient, making it difficult to adapt to the passage of heavy-duty vehicles and prone to rutting and subsidence;

[0007] Limited functionality: Lacking additional functions such as anti-skid and noise reduction, it cannot meet the diverse needs of modern roads.

[0008] Therefore, a crack-resistant cold-recycled pavement structure is proposed. Utility Model Content

[0009] The purpose of this invention is to provide a crack-resistant cold recycled pavement structure that can solve the problems of weak bonding between the base layer and surface layer of existing cold recycled pavement structures, easy occurrence of reflective cracks and longitudinal cracks under temperature changes or vehicle loads, short service life, easy softening of the base layer and peeling of the surface layer after rainwater infiltration, frequent occurrence of defects especially in rainy areas, insufficient overall structural strength, difficulty in adapting to heavy vehicle traffic, easy to cause rutting and subsidence, and lack of additional functions such as anti-skid and noise reduction, which cannot meet the diversified needs of modern roads.

[0010] To achieve the above objectives, this utility model provides the following technical solution: a crack-resistant cold recycled pavement structure, including a supporting base layer, a cold recycled base layer on top of the supporting base layer, a crack-resistant transition layer on top of the cold recycled base layer, a drainage connecting layer on top of the crack-resistant transition layer, a functional surface layer on top of the drainage connecting layer, and honeycomb-shaped drainage channels inside the drainage connecting layer, which are connected to the drainage holes of the curb stone;

[0011] The supporting base layer includes the original road base layer, the top of the original road base layer is provided with a sealing layer, the top of the sealing layer is provided with a permeable layer, and the bottom of the original road base layer is provided with a subbase layer.

[0012] The functional surface layer includes an anti-slip surface layer and a noise-reducing bottom layer, which are sequentially disposed on top of the drainage connection layer.

[0013] Preferably, the subbase is composed of 18cm thick low-dose cement-stabilized crushed stone, and the original road base is composed of 36cm thick cement-stabilized crushed stone.

[0014] Preferably, the seal coat is composed of SBS modified emulsified asphalt, and the prime coat is composed of liquid petroleum asphalt.

[0015] Preferably, the crack-resistant transition layer is embedded with a glass fiber grid, and an emulsified asphalt bonding layer is provided between the crack-resistant transition layer and the cold recycled base layer and the drainage bonding layer.

[0016] Preferably, the emulsified asphalt bonding layer is modified emulsified asphalt, covering the contact surfaces of each structural layer.

[0017] Preferably, the glass fiber grid is a bidirectional grid and is fixed in the middle of the crack-resistant transition layer by emulsified asphalt bonding.

[0018] Preferably, the crack-resistant transition layer is composed of modified emulsified asphalt stabilized crushed stone with a thickness of 5-8cm, and the cold recycled base layer is composed of old asphalt pavement milling material, cement, and emulsified asphalt.

[0019] Preferably, the drainage bonding layer is composed of open-graded asphalt mixture, and the honeycomb drainage channels are connected to the drainage holes of the curb stone in a one-to-one correspondence.

[0020] Compared with the prior art, the beneficial effects of this utility model are:

[0021] 1. This application significantly improves the crack resistance of the pavement through a combination design of crack-resistant transition layer + glass fiber grid + emulsified asphalt bonding layer. The crack-resistant transition layer has good flexibility and can buffer temperature stress and vehicle load impact. Moreover, the glass fiber grid is embedded in the middle of the crack-resistant transition layer, and its high strength characteristics disperse the stress at the crack tip and prevent the base layer cracks from reflecting upward. In addition, the emulsified asphalt bonding layer enhances the bonding force between the structural layers and avoids the generation of new cracks due to interlayer slippage. Overall, it reduces the generation of reflective cracks and longitudinal cracks.

[0022] 2. This application improves the water stability of the road surface by setting a drainage bonding layer and honeycomb drainage channels. The drainage bonding layer can quickly absorb surface infiltration water, while the honeycomb drainage channels guide water to the drainage holes of the curb stone for discharge, avoiding the softening and peeling of the surface layer caused by water accumulation in the base layer. It is especially suitable for rainy areas. By setting a functional surface layer, it achieves the dual functions of anti-skid and noise reduction. The anti-skid surface layer improves the road surface friction coefficient through special aggregates to ensure driving safety, while the porous structure of the noise reduction bottom layer can absorb traffic noise, improve the surrounding environment of the road, and meet the diversified needs of modern roads. Attached Figure Description

[0023] Figure 1 This is an overall structural diagram of the crack-resistant cold-recycling pavement structure of this utility model;

[0024] Figure 2 This is a schematic diagram of the overall connection of the road surface structure of this utility model;

[0025] Figure 3 This is an exploded view of the supporting base layer of this utility model;

[0026] Figure 4 This is a schematic diagram showing the connection between the functional surface layer and the drainage bonding layer of this utility model;

[0027] Figure 5 This is a schematic diagram showing the connection between the crack-resistant transition layer, the cold recycled base layer, and the drainage bonding layer of this utility model.

[0028] In the diagram, 1. Support base course; 11. Original road base course; 12. Sealing layer; 13. Prime coat; 14. Subbase course; 2. Cold recycled base course; 3. Crack-resistant transition layer; 4. Drainage bonding layer; 5. Functional surface layer; 51. Anti-skid surface layer; 52. Noise-reducing base course; 6. Honeycomb drainage channel; 7. Fiberglass grid; 8. Emulsified asphalt bonding layer. Detailed Implementation

[0029] 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.

[0030] Please see Figure 1-5 The present invention provides the following technical solution:

[0031] A crack-resistant cold recycled pavement structure includes a supporting base layer 1, a cold recycled base layer 2 on top of the supporting base layer 1, a crack-resistant transition layer 3 on top of the cold recycled base layer 2, a drainage connection layer 4 on top of the crack-resistant transition layer 3, a functional surface layer 5 on top of the drainage connection layer 4, and honeycomb-shaped drainage channels 6 inside the drainage connection layer 4, which are connected to the drainage holes of the curb stone.

[0032] The supporting base layer 1 includes the original road base layer 11, the top of the original road base layer 11 is provided with a sealing layer 12, the top of the sealing layer 12 is provided with a permeable layer 13, and the bottom of the original road base layer 11 is provided with a subbase layer 14.

[0033] The functional surface layer 5 includes an anti-slip surface layer 51 and a noise reduction bottom layer 52, which are sequentially disposed on top of the drainage connection layer 4.

[0034] In this embodiment: the combined design of crack-resistant transition layer 3 + fiberglass grid 7 + emulsified asphalt bonding layer 8 significantly improves the road surface's crack resistance. The crack-resistant transition layer 3 has good flexibility, which can buffer temperature stress and vehicle load impact. Moreover, the fiberglass grid 7 is embedded in the middle of the crack-resistant transition layer 3, utilizing its high strength characteristics to disperse the stress at the crack tip and prevent base layer cracks from reflecting upwards. Combined with the emulsified asphalt bonding layer 8, it enhances the bonding force between structural layers, preventing interlayer slippage and the generation of new cracks, thus reducing the overall generation of reflective and longitudinal cracks. By setting up a drainage bonding layer 4 and honeycomb drainage channels 6, the road surface's water stability can be improved. The drainage bonding layer 4 can quickly absorb surface infiltrated water, while the honeycomb drainage channels... Road 6 directs moisture to the drainage holes of the curbstone to prevent water accumulation in the base layer, which can lead to softening and surface peeling. It is especially suitable for rainy areas. By setting up a functional surface layer 5, it achieves the dual functions of anti-skid and noise reduction. The anti-skid surface layer 51 uses special aggregates to increase the road surface friction coefficient and ensure driving safety. The porous structure of the noise reduction base layer 52 can absorb traffic noise, improve the surrounding environment of the road, and meet the diversified needs of modern roads. By setting up a supporting base layer 1, which consists of a subbase layer 14 and the original road base layer 11, it provides a solid foundation for the road structure. The cold recycled base layer 2 uses milled old asphalt pavement material to form a high-strength load-bearing layer, which can distribute the load and make the road surface adaptable to heavy vehicle traffic, reducing rutting and subsidence.

[0035] Specifically, such as Figure 3 As shown, the subbase 14 is composed of 18cm thick low-dose cement-stabilized crushed stone, and the original road base 11 is composed of 36cm thick cement-stabilized crushed stone.

[0036] Specifically, such as Figure 3 As shown, the sealing layer 12 is composed of SBS modified emulsified asphalt, and the prime coat 13 is composed of liquid petroleum asphalt.

[0037] In this embodiment: the subbase 14 is 18cm thick low-dosage cement-stabilized crushed stone, and the original road base 11 is 36cm thick cement-stabilized crushed stone. The two are compacted to form a high-strength support structure, which evenly transfers vehicle loads to the foundation. The seal coat 12 is made of SBS modified emulsified asphalt and sprayed on the top of the original road base 11 to seal the base pores. The tack coat 13 is made of liquid petroleum asphalt and penetrates between the seal coat 12 and the cold recycled base 2 to enhance the interlayer bond. The seal coat 12 prevents moisture from penetrating into the base, and the tack coat 13 enhances the interlayer bonding force, prevents the cold recycled base 2 from separating from the support base 1, and improves the overall integrity of the road structure.

[0038] Specifically, such as Figure 5 As shown, the crack-resistant transition layer 3 is embedded with a glass fiber grid 7, and an emulsified asphalt bonding layer 8 is provided between the crack-resistant transition layer 3, the cold recycled base layer 2, and the drainage bonding layer 4.

[0039] Specifically, such as Figure 5 As shown, the emulsified asphalt bonding layer 8 is modified emulsified asphalt, covering the contact surfaces of each structural layer.

[0040] Specifically, such as Figure 5 As shown, the glass fiber grid 7 is a bidirectional grid and is fixed to the middle of the crack-resistant transition layer 3 by emulsified asphalt bonding.

[0041] In this embodiment: a glass fiber grid 7 is embedded inside the crack-resistant transition layer 3, and the emulsified asphalt bonding layer 8 between the glass fiber grid 7 and the cold recycled base layer 2 and the drainage bonding layer 4 makes each layer tightly bonded. When a load is applied, the glass fiber grid 7 disperses stress and prevents crack propagation, while the bonding layer increases the interlayer bonding strength, prevents relative sliding between layers under vehicle load, and reduces cracks caused by interlayer separation.

[0042] Specifically, such as Figure 2 As shown, the crack-resistant transition layer 3 is composed of modified emulsified asphalt stabilized crushed stone and has a thickness of 5-8cm. The cold recycled base course 2 is composed of old asphalt pavement milling material, cement, and emulsified asphalt.

[0043] Specifically, such as Figure 5 As shown, the drainage bonding layer 4 is composed of open-graded asphalt mixture, and the honeycomb drainage channels 6 are connected to the drainage holes of the curb stone one by one.

[0044] In this embodiment: the crack-resistant transition layer 3 uses modified emulsified asphalt stabilized crushed stone (5-8cm thick), which has good flexibility and strength and can buffer the impact of loads; the cold recycled base course 2 is a compound of old asphalt pavement milled material, cement and emulsified asphalt, realizing the reuse of old materials and forming a high-strength load-bearing layer; the drainage bonding layer 4 is an open-graded asphalt mixture, which can quickly absorb surface water. The water flows through the honeycomb drainage channel 6 to the curb stone drainage hole to avoid water accumulation, improve water stability, and reduce diseases such as base course softening and surface peeling caused by water soaking.

[0045] Working Principle: When used in road structures, the combined design of crack-resistant transition layer 3 + fiberglass grid 7 + emulsified asphalt binder layer 8 significantly improves the road surface's crack resistance. Crack-resistant transition layer 3 has good flexibility, buffering temperature stress and vehicle load impacts. Furthermore, the fiberglass grid 7, embedded in the center of crack-resistant transition layer 3, utilizes its high strength to disperse stress at the crack tip, preventing base layer cracks from reflecting upwards. Combined with the emulsified asphalt binder layer 8, it enhances the bonding force between structural layers, preventing interlayer slippage and the generation of new cracks, thus reducing the overall occurrence of reflective and longitudinal cracks. By setting up a drainage bonding layer 4 and honeycomb drainage channels 6, the road surface's water stability is improved. The drainage bonding layer 4 can quickly absorb surface infiltrated water, while the honeycomb... Drainage channel 6 directs moisture to the curb drainage holes, preventing water accumulation in the base layer that could lead to softening and surface peeling, making it particularly suitable for rainy areas. Functional surface layer 5 provides both anti-skid and noise reduction. The anti-skid surface layer 51 uses special aggregates to increase the road surface friction coefficient, ensuring driving safety. The porous structure of the noise-reducing base layer 52 absorbs traffic noise, improving the surrounding environment and meeting the diverse needs of modern roads. Support base layer 1, composed of subbase layer 14 and original road base layer 11, provides a solid foundation for the road structure. Cold recycled base layer 2, using milled old asphalt pavement material, forms a high-strength load-bearing layer, distributing loads and allowing the road surface to accommodate heavy vehicles, reducing rutting and subsidence.

[0046] The above are merely preferred embodiments of the present utility model and are 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 cold-recycled pavement structure, comprising a supporting base course (1), characterized in that: The top of the supporting base layer (1) is provided with a cold recycled base layer (2), the top of the cold recycled base layer (2) is provided with a crack-resistant transition layer (3), the top of the crack-resistant transition layer (3) is provided with a drainage connection layer (4), the top of the drainage connection layer (4) is provided with a functional surface layer (5), and the interior of the drainage connection layer (4) is provided with a honeycomb drainage channel (6), and the drainage channel is connected to the drainage hole of the curb stone. The supporting base layer (1) includes the original road base layer (11), the top of the original road base layer (11) is provided with a sealing layer (12), and the top of the sealing layer (12) is provided with a permeable layer (13), and the bottom of the original road base layer (11) is provided with a subbase layer (14). The functional surface layer (5) includes an anti-slip surface layer (51) and a noise reduction bottom layer (52), which are sequentially disposed on top of the drainage connection layer (4).

2. The crack-resistant cold-recycling pavement structure according to claim 1, characterized in that: The subbase (14) is composed of 18cm thick low-dose cement-stabilized crushed stone, and the original road base (11) is composed of 36cm thick cement-stabilized crushed stone.

3. The crack-resistant cold-recycling pavement structure according to claim 1, characterized in that: The sealing layer (12) is made of SBS modified emulsified asphalt, and the prime coat (13) is made of liquid petroleum asphalt.

4. The crack-resistant cold-recycling pavement structure according to claim 1, characterized in that: The crack-resistant transition layer (3) is internally embedded with a glass fiber grid (7), and an emulsified asphalt bonding layer (8) is provided between the crack-resistant transition layer (3), the cold recycled base layer (2), and the drainage bonding layer (4).

5. The crack-resistant cold-recycling pavement structure according to claim 4, characterized in that: The emulsified asphalt bonding layer (8) is modified emulsified asphalt, covering the contact surfaces of each structural layer.

6. The crack-resistant cold-recycling pavement structure according to claim 4, characterized in that: The glass fiber grid (7) is a bidirectional grid and is fixed to the middle of the crack-resistant transition layer (3) by emulsified asphalt bonding.

7. The crack-resistant cold-recycling pavement structure according to claim 1, characterized in that: The drainage bonding layer (4) is composed of open-graded asphalt mixture, and the honeycomb drainage channel (6) is connected to the drainage hole of the curb stone in a one-to-one correspondence.

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