Anti-skid pavement structure

Abstract

The application belongs to the technical field of municipal roads, and discloses an anti-skid pavement structure, which comprises a base layer laid on the ground, a buffer layer laid on the upper surface of the base layer, a bonding transition layer laid on the upper surface of the buffer layer, an anti-skid layer main body laid on the upper surface of the bonding transition layer, and a wear-resistant coating laid on the upper surface of the anti-skid layer main body. The application has the effect of reducing the probability of traffic accidents.

Description

Technical Field

[0001] This utility model relates to the field of municipal road technology, and in particular to an anti-skid pavement structure. Background Technology

[0002] Highways are an important part of road transportation, and highway construction is an important part of national infrastructure. They can improve connectivity between cities and thus improve the convenience of life.

[0003] The existing rural and township roads have a relatively smooth surface structure. In rainy and snowy weather, the road surface becomes slippery due to the rain and snow. When vehicles drive on slippery roads, they are prone to skidding, which can easily lead to traffic accidents. Utility Model Content

[0004] To address the aforementioned problems, this utility model provides an anti-skid pavement structure.

[0005] The above-mentioned technical objective of this utility model is achieved through the following technical solution: an anti-skid pavement structure, including a base layer laid on the ground, a buffer layer laid on the upper surface of the base layer, an adhesive transition layer laid on the upper surface of the buffer layer, an anti-skid layer body laid on the upper surface of the adhesive transition layer, and a wear-resistant coating laid on the upper surface of the anti-skid layer body.

[0006] By adopting the above technical solution, the anti-skid layer reduces the probability of vehicles skidding on wet and slippery roads, thereby reducing the probability of traffic accidents.

[0007] Furthermore, the anti-skid layer mainly comprises a modified asphalt mixture layer laid on the upper surface of the bonding transition layer, an elastic anti-skid layer laid on the upper surface of the modified asphalt mixture layer, and a high wear-resistant anti-skid layer laid on the upper surface of the elastic anti-skid layer. The modified asphalt mixture layer is embedded with a thermally conductive carbon fiber mesh, and basalt aggregate is added to the modified asphalt mixture layer. The elastic anti-skid layer is an elastic anti-skid layer composed of high elastic modified asphalt, elastic rubber particles, and quartz sand.

[0008] By adopting the above technical solution, the thermal conductivity of the modified asphalt mixture is improved by embedding a thermally conductive carbon fiber mesh. During use, the carbon fiber mesh has a high thermal conductivity, allowing it to be connected to an external low-temperature heating system in winter to melt the ice and snow inside, thus reducing the probability of vehicle skidding in icy and snowy weather. Furthermore, the addition of basalt aggregate to the modified asphalt mixture provides high strength, thereby improving the load-bearing capacity of the anti-skid layer. The elastic anti-skid layer, composed of highly elastic modified asphalt, elastic rubber particles, and quartz sand, absorbs some kinetic energy during vehicle braking through the elastic deformation of the rubber particles, thus shortening the braking distance and reducing the probability of traffic accidents.

[0009] Furthermore, the high wear-resistant and anti-slip layer is composed of crushed and mixed ceramic particles.

[0010] By adopting the above technical solution, the high-wear-resistant and anti-skid layer composed of crushed and mixed ceramic particles increases the roughness of the road surface, thereby increasing the friction between the tire and the road surface, reducing the probability of vehicle skidding, and thus reducing the probability of traffic accidents. Furthermore, the excellent wear resistance of ceramic particles extends the service life of the anti-skid layer.

[0011] Furthermore, a repair layer is provided between the anti-slip layer body and the wear-resistant coating. The repair layer is a mixture of epoxy resin, curing agent and self-healing capsules.

[0012] By adopting the above technical solution, when a small crack occurs in the road surface, the crack will squeeze the ruptured self-healing capsule during the expansion process, releasing the epoxy resin repair agent inside the self-healing capsule. This allows the repair agent to react with the curing agent to form a gel, thereby sealing the crack. This reduces the probability of rainwater seeping into the underlying structure of the road surface when small cracks occur, thus extending the service life of the road surface.

[0013] Furthermore, the wear-resistant coating is a wear-resistant coating made by mixing a nano-coating and a polyurethane coating.

[0014] By adopting the above technical solution, the high hardness of the nano-coating is combined with the flexibility of polyurethane, which not only improves the wear resistance of the road surface but also reduces the probability of road surface cracking, thereby improving the integrity of the road surface. This reduces the probability of rainwater remaining on the road surface, which in turn reduces the probability of slipping and thus reduces the probability of traffic accidents.

[0015] Furthermore, the base layer is made of C30 cement concrete, and multiple bidirectional steel meshes are spaced apart inside the base layer.

[0016] By adopting the above technical solutions, the base layer made of C30 cement concrete ensures that it can bear the load of heavy vehicles, and the double-layer bidirectional steel mesh improves the crack resistance, thereby improving the strength of the road surface.

[0017] Furthermore, the high wear-resistant and anti-slip layer, the repair layer, and the wear-resistant coating are all provided with anti-slip grooves.

[0018] By adopting the above technical solution, the anti-skid groove further improves the roughness of the road surface, thereby increasing the friction between the tire and the road surface, reducing the probability of vehicle skidding, and thus reducing the probability of traffic accidents.

[0019] Furthermore, the buffer layer is a buffer layer made of a mixture of asphalt, waste tire rubber powder, and limestone gravel.

[0020] By adopting the above technical solution, the incorporation of waste tire rubber powder gives each layer excellent elastic deformation capacity, which can absorb the impact load generated by vehicle driving, reduce excessive stress concentration in the base layer, and thus extend the service life of the base layer. In addition, waste tire rubber powder can also reduce vehicle noise during driving.

[0021] Furthermore, the bonding transition layer is a bonding transition layer made of modified emulsified asphalt and cement composite adhesive layer.

[0022] By adopting the above technical solutions, modified emulsified asphalt has good flexibility and adhesion, and the cement composite bonding layer enhances the strength of the bonding transition layer, thereby improving the strength of the pavement.

[0023] In summary, this utility model has the following beneficial effects: 1. In this application, when the road surface is in use, the anti-skid layer reduces the probability of vehicles skidding when driving on wet and slippery road surfaces, thereby reducing the probability of traffic accidents. 2. In this application, the embedded thermally conductive carbon fiber mesh in the modified asphalt mixture improves the thermal conductivity of the modified asphalt mixture. During use, the carbon fiber mesh has a high thermal conductivity, allowing it to be connected to an external low-temperature heating system in winter to melt the ice and snow inside, thereby reducing the probability of vehicle skidding in icy and snowy weather. Furthermore, the addition of basalt aggregate to the modified asphalt mixture provides high strength, thus improving the load-bearing capacity of the anti-skid layer. The elastic anti-skid layer, composed of highly elastic modified asphalt, elastic rubber particles, and quartz sand, absorbs some kinetic energy during vehicle braking through the elastic deformation of the rubber particles, thereby shortening the braking distance and reducing the probability of traffic accidents. 3. In this application, the high-wear-resistant and anti-skid layer composed of crushed and mixed ceramic particles increases the roughness of the road surface, thereby increasing the friction between the tire and the road surface, reducing the probability of vehicle skidding, and thus reducing the probability of traffic accidents. Furthermore, the excellent wear resistance of the ceramic particles extends the service life of the anti-skid layer. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present utility model; Figure 2 yes Figure 2 A magnified structural diagram of A in the middle; Figure 3 This is a schematic diagram of the structure of the anti-slip layer in an embodiment of this utility model.

[0025] In the diagram: 1. Base layer; 11. Buffer layer; 12. Bonding transition layer; 13. Wear-resistant coating; 2. Main body of anti-skid layer; 21. Modified asphalt mixture layer; 22. Elastic anti-skid layer; 23. High wear-resistant anti-skid layer; 3. Repair layer; 4. Anti-skid groove. Detailed Implementation

[0026] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0027] like Figure 1-3 As shown in the illustration, this application discloses an anti-skid pavement structure, including a base layer 1, a buffer layer 11, an adhesive transition layer 12, an anti-skid layer body 2, a wear-resistant coating 13, and a repair layer 3. The base layer 1 is laid on the ground, the buffer layer 11 is laid on the upper surface of the base layer 1, the adhesive transition layer 12 is laid on the upper surface of the buffer layer 11, the anti-skid layer body 2 is laid on the upper surface of the adhesive transition layer 12, and the wear-resistant coating 13 is laid on the upper surface of the anti-skid layer body 2.

[0028] When the road surface is in use, the anti-skid layer 2 reduces the probability of vehicles skidding on wet and slippery surfaces, thereby reducing the probability of traffic accidents.

[0029] The anti-skid layer 2 comprises a modified asphalt mixture layer 21, an elastic anti-skid layer 22, and a high-wear-resistant anti-skid layer 23. The modified asphalt mixture layer 21 is laid on the upper surface of the bonding transition layer 12. The modified asphalt mixture layer 21 contains embedded thermally conductive carbon fiber mesh and basalt aggregate. The thickness of the modified asphalt mixture layer 21 is 3-4 cm. The elastic anti-skid layer 22 is laid on the upper surface of the modified asphalt mixture layer 21. The elastic anti-skid layer 22 is a mixture of highly elastic modified asphalt, elastic rubber particles, and quartz sand. The thickness of the elastic anti-skid layer 22 is 2-3 cm. The high-wear-resistant anti-skid layer 23 is laid on the upper surface of the elastic anti-skid layer 22. The thickness of the high-wear-resistant anti-skid layer 23 is 1-3 cm.

[0030] The embedded thermally conductive carbon fiber mesh in the modified asphalt mixture layer 21 improves its thermal conductivity. During use, the carbon fiber mesh, with its high thermal conductivity, can be connected to an external low-temperature heating system in winter to melt the ice and snow inside, thus reducing the probability of vehicle skidding in icy and snowy weather. Furthermore, the addition of basalt aggregate to the modified asphalt mixture layer 21 provides high strength, thereby improving the load-bearing capacity of the anti-skid layer 2. The elastic anti-skid layer 22, composed of highly elastic modified asphalt, elastic rubber particles, and quartz sand, absorbs some kinetic energy during vehicle braking through the elastic deformation of the rubber particles, thereby shortening the braking distance and reducing the probability of traffic accidents.

[0031] To extend the service life of the anti-skid layer 2, the high-wear-resistant anti-skid layer 23 is composed of a mixture of crushed ceramic particles. The high-wear-resistant anti-skid layer 23, composed of crushed ceramic particles, increases the roughness of the road surface, thereby increasing the friction between the tire and the road surface, reducing the probability of vehicle skidding, and consequently reducing the probability of traffic accidents. Furthermore, the excellent wear resistance of the ceramic particles further extends the service life of the anti-skid layer 2.

[0032] The repair layer 3 is disposed between the anti-slip layer body 2 and the wear-resistant coating 13. The repair layer 3 is a mixture of epoxy resin, curing agent and self-healing capsules, and the thickness of the repair layer 3 is 0.2-0.3cm.

[0033] When tiny cracks appear on the road surface, the cracks expand and squeeze the ruptured self-healing capsules, releasing the epoxy resin repair agent inside the capsules. This causes the repair agent to react with the curing agent to form a gel, which seals the cracks. This reduces the probability of rainwater seeping into the underlying structure of the road surface when small cracks occur, thus extending the service life of the road surface.

[0034] The wear-resistant coating 13 is a wear-resistant coating made of a mixture of nano-coating and polyurethane coating, and the thickness of the wear-resistant coating 13 is 0.05-0.08cm.

[0035] The combination of the high hardness of the nano-coating and the flexibility of polyurethane not only improves the wear resistance of the road surface but also reduces the probability of road surface cracking, thereby improving the integrity of the road surface. This reduces the probability of rainwater remaining on the road surface, which in turn reduces the probability of slipping and thus reduces the probability of traffic accidents.

[0036] Base layer 1 is made of C30 cement concrete. Multiple bidirectional steel meshes are interspersed inside base layer 1. The thickness of base layer 1 is 25-30cm.

[0037] The base layer made of C30 cement concrete ensures that it can bear the load of heavy vehicles, and the double-layer bidirectional steel mesh improves crack resistance, thereby increasing the strength of the pavement.

[0038] To further reduce the probability of traffic accidents, anti-skid grooves 4 are provided on the high wear-resistant and anti-skid layer 23, the repair layer 3, and the wear-resistant coating 13. The anti-skid grooves 4 further increase the roughness of the road surface, thereby increasing the friction between the tire and the road surface, reducing the probability of vehicle skidding, and thus reducing the probability of traffic accidents.

[0039] The buffer layer 11 is a mixture of asphalt, waste tire rubber powder and limestone gravel, and the thickness of the buffer layer 11 is 5-8cm.

[0040] The incorporation of waste tire rubber powder gives each layer excellent elastic deformation capacity, which can absorb the impact load generated by vehicle driving, reduce excessive stress concentration in the base layer 1, and thus extend the service life of the base layer 1. In addition, waste tire rubber powder can also reduce vehicle noise during driving.

[0041] The bonding transition layer 12 is a bonding transition layer made of modified emulsified asphalt and cement composite adhesive layer, and the thickness of the bonding transition layer 12 is 0.4-0.6cm.

[0042] Modified emulsified asphalt has good flexibility and adhesion. The cement composite bonding layer enhances the strength of the bonding transition layer 12, thereby improving the strength of the pavement.

[0043] The working principle of the anti-skid pavement structure in this embodiment is as follows: The modified asphalt mixture 21 is embedded with a thermally conductive carbon fiber mesh, which improves the thermal conductivity of the modified asphalt mixture 21. During use, the carbon fiber mesh has a high thermal conductivity, and in winter, it can be connected to an external low-temperature heating system to melt the ice and snow inside through heat conduction, thereby reducing the probability of vehicle skidding in icy and snowy weather. Furthermore, the addition of basalt aggregate to the modified asphalt mixture 21 provides high strength, thus improving the load-bearing capacity of the anti-skid layer 2. The elastic anti-skid layer 22, composed of highly elastic modified asphalt, elastic rubber particles, and quartz sand, absorbs some kinetic energy through the elastic deformation of the rubber particles during vehicle braking, thereby shortening the braking distance and reducing the probability of traffic accidents.

[0044] The above description is merely a preferred embodiment of this utility model. The protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are protected. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of this utility model should also be considered within the protection scope of this utility model.

Claims

1. An anti-skid pavement structure, comprising a base course (1) laid on the ground, characterized in that: The upper surface of the base layer (1) is covered with a buffer layer (11), and an adhesive transition layer (12) is laid on the upper surface of the buffer layer (11). The upper surface of the adhesive transition layer (12) is covered with an anti-slip layer body (2), and the upper surface of the anti-slip layer body (2) is covered with a wear-resistant coating (13).

2. The anti-skid pavement structure according to claim 1, characterized in that: The anti-skid layer body (2) includes a modified asphalt mixture layer (21) laid on the upper surface of the bonding transition layer (12), an elastic anti-skid layer (22) laid on the upper surface of the modified asphalt mixture layer (21), and a high wear-resistant anti-skid layer (23) laid on the upper surface of the elastic anti-skid layer (22). The modified asphalt mixture layer (21) is embedded with a thermally conductive carbon fiber mesh.

3. The anti-skid pavement structure according to claim 2, characterized in that: A repair layer (3) is provided between the anti-slip layer body (2) and the wear-resistant coating (13).

4. The anti-skid pavement structure according to claim 2, characterized in that: The base layer (1) is a base layer (1) made of C30 cement concrete, and multiple bidirectional steel meshes are arranged at intervals inside the base layer (1).

5. The anti-skid pavement structure according to claim 3, characterized in that: The high wear-resistant and anti-slip layer (23), the repair layer (3), and the wear-resistant coating (13) are all provided with anti-slip grooves (4).

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