A notched pre-treatment polyurethane pavement structure

Abstract

The utility model discloses a kind of polyurethane gap filling pavement structures with notched pretreatment, including asphalt pavement, the bottom of the asphalt pavement is laid cushion, and its inside is provided with pretreatment notch structure, the inside of the pretreatment notch structure is filled with gap filling glue, and upper gap filling channel is equipped on pretreatment notch structure, the bottom of the upper gap filling channel is equipped with lower gap filling channel.The polyurethane gap filling pavement structure with notched pretreatment, the collaborative design of pretightening mouth, lock top, accommodation port, anti-stripping seat, upper gap filling channel and lower gap filling channel in pretreatment notch structure, not only ensure the sufficient filling of gap filling glue, but also significantly improve the anti-stripping capacity of gap filling glue and asphalt pavement inside, effectively resist stress damage caused by temperature cycle and traffic load, extend the service life of asphalt pavement, while the cushion of bottom provides stable support for entire pavement structure, further enhance the load-carrying performance and durability of pavement.

Description

Technical Field

[0001] This utility model relates to the field of municipal engineering, specifically to a polyurethane crack-sealing pavement structure with groove pretreatment. Background Technology

[0002] Cracking of asphalt pavements is mainly caused by a combination of temperature changes, repeated loading, and material aging. Repair methods should be selected according to the type of crack, such as grouting, sealing, or overall milling and repaving. In winter, when the temperature is low, the asphalt material hardens and becomes brittle, and the volume shrinkage generates tensile stress. When the stress exceeds the tensile strength of the asphalt itself, transverse or longitudinal cracks will appear on the pavement. Long-term vehicle rolling will cause fatigue damage to the pavement base layer. In particular, the repeated action of heavy vehicles will cause the base layer cracks to reflect upwards, forming pavement cracks. Long-term exposure to sunlight and rain will cause asphalt aging and a decrease in adhesion. At the same time, the failure of the bond interface between the pavement aggregate and the asphalt will also cause cracks. When repairing asphalt pavement, specialized equipment is used to cut grooves along the cracks, typically 10mm–15mm wide and deep, and debris and dust are removed from the grooves. The sealant is then heated to the specified temperature (usually 180℃–220℃) to ensure its fluidity and adhesion. The sealant is then allowed to cool and cure (usually 10–30 minutes) before traffic is allowed to resume. During the above-mentioned repair process of asphalt pavement, the thermal expansion coefficients of the crack sealant and the asphalt pavement are too different; when the temperature changes, the two shrink or expand at different rates, and the resulting stress directly breaks the bonding interface; the anti-peeling ability is poor. Utility Model Content

[0003] The purpose of this invention is to provide a polyurethane crack-sealing pavement structure with groove pretreatment to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, a polyurethane crack-sealing pavement structure with groove pretreatment is provided, including an asphalt pavement, a subbase layer laid at the bottom of the asphalt pavement, and a pretreatment groove structure opened inside the subbase layer. The interior of the pretreatment groove structure is filled with crack-sealing adhesive, and an upper crack-sealing channel is provided on the pretreatment groove structure, with a lower crack-sealing channel at the bottom of the upper crack-sealing channel.

[0005] Furthermore, the pretreatment groove structure also includes a pre-tightening port, and the bottom of the pre-tightening port is provided with a receiving port, and the pre-tightening port is located on both sides of the upper filling channel.

[0006] Furthermore, the pre-tightening port has an isosceles trapezoidal cross section, and the receiving port has a rectangular cross section.

[0007] Furthermore, the pre-tightening port is provided with locking tops on both sides, and the two sets of locking tops are horizontally distributed, with the upper surfaces of the two sets of locking tops being flush.

[0008] Furthermore, the pre-tightening port has multiple sets of inlay grooves, the distance between two adjacent sets of inlay grooves is the same, the inlay grooves are rhomboid in shape, and the depth of the inlay grooves is 2-3mm.

[0009] Furthermore, two sets of anti-peeling seats are provided on the upper side of the receiving port, and the anti-peeling seats are inclined downwards at a 45-degree angle.

[0010] Furthermore, the two sets of anti-peel seats are distributed in an inverted V-shape, and the anti-peel seats and the locking tops are combined to form the anti-peeling structure of the sealant.

[0011] Compared with the prior art, the beneficial effects of this utility model are: 1. In this scheme: the coordinated design of the pre-tightening port, locking top, receiving port, anti-stripping seat, upper and lower sealing channels in the pre-treatment groove structure not only ensures the full filling of the sealing adhesive, but also significantly improves the anti-stripping ability of the sealing adhesive and the interior of the asphalt pavement, effectively resists the stress damage caused by temperature cycling and traffic loads, and extends the service life of the asphalt pavement. At the same time, the bottom subbase provides stable support for the entire pavement structure, further enhancing the load-bearing capacity and durability of the pavement. 2. In this solution: the corner structure of the diamond-shaped inlay groove can disperse the stress generated by the sealant and the inner wall of the pre-tightening port when the temperature changes, avoiding stress concentration on a single plane. Combined with the anti-stripping seat, it can better resist the risk of peeling caused by temperature stress. The consistent adjacent spacing makes the stress distribution more uniform, ensuring the force balance in each area of ​​the pre-tightening port. Ultimately, it helps to improve the reliability of the bonding between the entire pre-treatment groove structure and the sealant, and extend the service life of the asphalt pavement after crack repair. Attached Figure Description

[0012] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a bottom view of the structure of this utility model; Figure 3 This is a top view of the structure of this utility model; Figure 4 This is a cross-sectional view of the structure of this utility model; Figure 5 The structure of this utility model Figure 4 Rear view; Figure 6 This is a schematic diagram of the internal structure of the pretreatment groove for injecting sealant into the structure of this utility model. Figure 7 The structure of this utility model Figure 6 Rear view.

[0013] The diagram labels are as follows: 100, asphalt pavement; 200, subbase; 300, pre-treatment groove structure; 31, pre-tightening opening; 32, locking top; 33, inlay groove; 34, receiving opening; 35, anti-stripping seat; 36, upper crack filling channel; 37, lower crack filling channel; 400, crack filling adhesive. Detailed Implementation

[0014] Please see Figure 1-7 This utility model provides a polyurethane crack-sealing pavement structure with groove pretreatment, including an asphalt pavement 100, a subbase 200 laid at the bottom of the asphalt pavement 100, and a pretreatment groove structure 300 opened inside the subbase 200. The pretreatment groove structure 300 is filled with crack-sealing adhesive 400, and an upper crack-sealing channel 36 is provided on the pretreatment groove structure 300, and a lower crack-sealing channel 37 is provided at the bottom of the upper crack-sealing channel 36.

[0015] As a preferred embodiment, the pretreatment slot structure 300 further includes a pre-tightening port 31, and the bottom of the pre-tightening port 31 is provided with a receiving port 34. The pre-tightening port 31 is located on both sides of the upper filling channel 36.

[0016] The pre-tightening port 31 has an isosceles trapezoidal cross section, and the receiving port 34 has a rectangular cross section.

[0017] The pre-tightening port 31 is provided with locking tops 32 on both sides of the top, and the two sets of locking tops 32 are horizontally distributed and the upper surfaces of the two sets of locking tops 32 are flush.

[0018] Two sets of anti-peeling seats 35 are provided on the upper side of the receiving port 34, and the anti-peeling seats 35 are inclined downwards at a 45-degree angle.

[0019] The two sets of anti-peel seats 35 are distributed in an inverted V-shape, and the anti-peel seats 35 and the locking top 32 are combined together to form the anti-peeling structure of the sealant 400.

[0020] Working principle: First, a pre-treatment groove structure 300 is opened inside the asphalt pavement 100. This pre-treatment groove structure 300 achieves initial structural positioning and pre-fixation through pre-tightening ports 31 set on both sides of the upper crack filling channel 36. The pre-tightening ports 31 have an isosceles trapezoidal cross-section, which ensures both fit with the interior of the asphalt pavement 100 and provides a certain pre-tightening force when filling the crack filling adhesive 400, preventing displacement of the crack filling adhesive 400 during the initial curing stage. The receiving port 34 at the bottom of the pre-tightening port 31 has a rectangular cross-section, which serves as the main receiving space for the crack filling adhesive 400, ensuring that the crack filling adhesive 400 can be fully filled. Deep within the crack, two sets of locking tops 32, horizontally distributed on both sides of the top of the pre-tightening opening 31 and with their upper surfaces flush, can form a mechanical locking structure with the sealant 400 after it is filled, restricting the horizontal movement of the sealant 400; two sets of anti-peeling seats 35, inclined at 45 degrees and distributed in an inverted V-shape on the upper side of the receiving opening 34, will tightly bond with the sealant 400 during the filling process, using the inclined angle to increase the contact area between the sealant 400 and the inner wall of the receiving opening 34, while dispersing the stress generated under temperature changes or traffic loads, avoiding stress concentration that could cause the sealant 400 to peel off from the inner wall; When the crack filler 400 is actually filled, the crack filler 400 first enters the pretreatment groove structure 300 through the upper crack filling channel 36, and then further penetrates to all corners of the receiving opening 34 through the lower crack filling channel 37 at the bottom of the upper crack filling channel 36, ensuring that the crack filler 400 completely fills the internal space of the pretreatment groove structure 300. At this time, the anti-peeling structure composed of the locking top 32 and the anti-peeling seat 35 will work together from the two dimensions of horizontal limiting and stress dispersion, so that the crack filler 400 and the inner wall of the pretreatment groove structure 300 form a stable bond and interlocking relationship, ultimately achieving effective repair and reinforcement of the cracks in the asphalt pavement 100.

[0021] Through the coordinated design of the pre-tightening port 31, locking top 32, receiving port 34, anti-stripping seat 35, upper sealing channel 36 and lower sealing channel 37 in the pre-treated groove structure 300, not only is the full filling of the sealant 400 guaranteed, but the anti-stripping ability of the sealant 400 and the asphalt pavement 100 is also significantly improved. This effectively resists the stress damage caused by temperature cycling and traffic loads, and extends the service life of the asphalt pavement 100. At the same time, the bottom subbase 200 provides stable support for the entire pavement structure, further enhancing the load-bearing capacity and durability of the pavement.

[0022] As a preferred embodiment, the pre-tightening port 31 has multiple sets of inlay grooves 33, the distance between two adjacent sets of inlay grooves 33 is the same, the inlay grooves 33 are rhomboid, and the depth of the inlay grooves 33 is 2-3mm.

[0023] like Figure 1 and Figure 5As shown: First, the diamond-shaped inlay groove 33 can form a two-way mechanical engagement with the sealant 400. With consistent adjacent spacing, the sealant 400 can be evenly embedded in each inlay groove 33. This effectively restricts the horizontal sliding of the sealant 400 along the length of the pre-tightening opening 31 and also prevents its peeling tendency perpendicular to the side of the pre-tightening opening 31, significantly improving the mechanical engagement force between the pre-tightening opening 31 and the sealant 400. Secondly, the 2-3mm depth design ensures that the sealant 400 fully fills the inlay groove 33, avoiding insufficient interlocking effect due to shallow depth, while avoiding increased construction difficulty or material waste due to excessive depth. At the same time, multiple inlay grooves 33 can further expand the bonding area between the sealant 400 and the inner wall of the pre-tightening port 31 on the basis of the original isosceles trapezoidal cross section of the pre-tightening port 31, forming a composite bonding interface of planar and three-dimensional grooves, which is equivalent to adding multiple sets of micro bonding points and improving the overall bonding stability. In addition, the corner structure of the diamond-shaped inlay groove 33 can disperse the stress generated by the sealant 400 and the inner wall of the pre-tightening port 31 when the temperature changes, avoiding stress concentration on a single plane. Combined with the function of the anti-stripping seat 35, it can better resist the risk of peeling caused by temperature stress. The consistent adjacent spacing makes the stress distribution more uniform, ensuring the force balance in each area of ​​the pre-tightening port 31. Ultimately, it helps to improve the bonding reliability of the entire pre-treatment groove structure 300 and sealant 400, and extend the service life of the asphalt pavement 100 after crack repair. The sealant 400 is a polyurethane sealant with high elasticity, high adhesion, aging resistance and excellent low temperature ductility.

Claims

1. A polyurethane crack-sealing pavement structure with groove pretreatment, comprising an asphalt pavement (100), characterized in that: The bottom of the asphalt pavement (100) is laid with a subbase (200) and a pre-treatment groove structure (300) is provided inside it. The pre-treatment groove structure (300) is filled with crack sealant (400) and an upper crack sealant channel (36) is provided on the pre-treatment groove structure (300). A lower crack sealant channel (37) is provided at the bottom of the upper crack sealant channel (36).

2. The polyurethane crack-sealing pavement structure with groove pretreatment according to claim 1, characterized in that: The pretreatment slot structure (300) also includes a pre-tightening port (31), and the bottom of the pre-tightening port (31) is provided with a receiving port (34). The pre-tightening port (31) is located on both sides of the upper filling channel (36).

3. The polyurethane crack-sealing pavement structure with groove pretreatment according to claim 2, characterized in that: The pre-tightening port (31) has an isosceles trapezoidal cross section, and the receiving port (34) has a rectangular cross section.

4. The polyurethane crack-sealing pavement structure with groove pretreatment according to claim 3, characterized in that: The pre-tightening port (31) is provided with locking tops (32) on both sides of the top, and the two sets of locking tops (32) are horizontally distributed, with the upper surfaces of the two sets of locking tops (32) flush.

5. A polyurethane crack-sealing pavement structure with groove pretreatment according to claim 4, characterized in that: The pre-tightening port (31) has multiple sets of inlay grooves (33), the distance between two adjacent sets of inlay grooves (33) is the same, the inlay grooves (33) are rhomboid, and the depth of the inlay grooves (33) is 2-3mm.

6. The polyurethane crack-sealing pavement structure with groove pretreatment according to claim 3, characterized in that: The upper side of the receiving port (34) is provided with two sets of anti-peeling seats (35), and the anti-peeling seats (35) are inclined downwards, with the anti-peeling seats (35) inclined at 45 degrees.

7. A polyurethane crack-sealing pavement structure with groove pretreatment according to claim 6, characterized in that: The two sets of anti-peel seats (35) are distributed in an inverted V-shape, and the anti-peel seats (35) and the locking top (32) are combined together to form the anti-peeling structure of the sealant (400).

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