Anti-rutting asphalt pavement structure for intersections
Patent Information
- Application Number
- CN202522444344.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-18
- Publication Date
- 2026-10-09
- Estimated Expiration
- 2035-11-18
AI Technical Summary
1、本实用新型通过优化路面结构，由上到下依次设置细粒式环氧沥青混凝土上面层、环氧沥青浸渍聚酯布层、中粒式灌注沥青混凝土下面层及水泥稳定碎石基层，形成“刚-柔-刚”复合层结构，通过分层协同承载以优化应力分布，提高路面的抗车辙性能；采用细粒式环氧沥青混凝土上面层作为上部的“刚”性层，依靠高模量和抗压强度分散垂直应力，减少轮载对下层材料的集中压力，抑制车辙的初始形成；采用环氧沥青浸渍聚酯布层和中粒式灌注沥青混凝土下面层作为“柔”性层，环氧沥青浸渍聚酯布层相比中粒式灌注沥青混凝土下面层的柔性更大，能够快速吸收上层传递的剪切应力，并减缓、分散中粒式灌注沥青混凝土下面层接受的剪切应力，避免应力在刚性层界面处积聚，降低细粒式环氧沥青混凝土上面层的疲劳损伤，且延缓车辙发展；采用水泥稳定碎石基层作为下部“刚”性层，并采用抗剪切钉与中粒式灌注式沥青混凝土下面层锚固成一个整体，提供稳定支撑，限制路基变形向上传递，避免塑性变形累积形成结构性车辙。
Smart Images
Figure CN224833390U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of road engineering technology, and in particular relates to an anti-rutting asphalt pavement structure for intersections. Background Technology
[0002] Rutting refers to the permanent deformation of asphalt pavement structural layers under high temperature and channelized traffic conditions. It typically manifests as longitudinal grooves along vehicle wheel tracks and bulges on both sides of the tracks. Rutting is particularly pronounced at road intersections due to frequent braking and starting of vehicles. Based on their formation causes, rutting can be classified into three types: unstable rutting, structural rutting, and abrasion rutting. Instable rutting occurs when the shear stress generated by the asphalt pavement under wheel loads exceeds the shear strength of the asphalt mixture under high temperature conditions, causing lateral flow deformation of the internal materials. Structural rutting occurs when the load exceeds the strength of each pavement layer, resulting in permanent deformation in each structural layer. Abrasion rutting occurs when the top layer of asphalt pavement structural material is continuously lost due to wheel wear and environmental factors.
[0003] Due to their unique characteristics, road intersections involve converging vehicles and severe traffic channelization. Simultaneously, the slow speeds and frequent starts and stops of vehicles exert significant horizontal shear stress on the road surface, making the asphalt mixture prone to shoving and flow damage, resulting in rutting. Therefore, developing a novel rutting-resistant asphalt pavement structure for intersections is of great significance for solving the rutting problem at intersections. Utility Model Content
[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an anti-rutting asphalt pavement structure for intersections. This invention optimizes the pavement structure by sequentially configuring a fine-grained epoxy asphalt concrete top layer, an epoxy asphalt impregnated polyester fabric layer, a medium-grained cast-in-place asphalt concrete bottom layer, and anchoring the cast-in-place asphalt concrete layer and cement-stabilized crushed stone base layer into a single unit using shear studs. This forms a rigid-flexible-rigid composite layer structure. Through layered synergistic load-bearing, stress distribution is optimized, improving the pavement's anti-rutting performance and solving the problem of rutting easily occurring on road intersections.
[0005] To achieve the above objectives, the technical solution adopted by this utility model is: an anti-rutting asphalt pavement structure for intersections, characterized in that it comprises, in sequence from top to bottom, a fine-grained epoxy asphalt concrete top layer, a medium-grained grouting asphalt concrete bottom layer, and a cement-stabilized crushed stone base layer, wherein an epoxy asphalt impregnated polyester fabric layer is provided between the fine-grained epoxy asphalt concrete top layer and the medium-grained grouting asphalt concrete bottom layer, and shear studs are provided between the medium-grained grouting asphalt concrete bottom layer and the cement-stabilized crushed stone base layer.
[0006] The above-mentioned anti-rutting asphalt pavement structure for intersections is characterized in that the thickness of the fine-grained epoxy asphalt concrete surface layer is 20mm~30mm.
[0007] The above-mentioned anti-rutting asphalt pavement structure for intersections is characterized in that the thickness of the epoxy asphalt impregnated polyester fabric layer is 2mm~3mm.
[0008] The aforementioned anti-rutting asphalt pavement structure for intersections is characterized in that the thickness of the medium-grained cast-in-place asphalt concrete lower layer is 40mm~50mm.
[0009] The above-mentioned anti-rutting asphalt pavement structure for intersections is characterized in that the spacing between the anti-shear studs is 1m.
[0010] The above-mentioned anti-rutting asphalt pavement structure for intersections is characterized in that the thickness of the cement-stabilized crushed stone base course is 300mm~400mm.
[0011] The aforementioned anti-rutting asphalt pavement structure for intersections is characterized in that the epoxy asphalt impregnated polyester fabric layer and the medium-grained grouting asphalt concrete lower layer have a structure that is high in the middle and low on both sides.
[0012] The aforementioned anti-rutting asphalt pavement structure for intersections is characterized in that the α angle of the medium-grained grouting asphalt concrete lower layer and the epoxy asphalt impregnated polyester fabric layer is not greater than 1°.
[0013] The above-mentioned anti-rutting asphalt pavement structure for intersections is characterized in that the top of the epoxy asphalt impregnated polyester fabric layer is provided with a plurality of transverse drainage channels filled with permeable concrete. The transverse drainage channels are U-shaped, the width of the transverse drainage channels is less than 100mm, the height is less than 5mm, and the interval between the transverse drainage channels is 15m~40m.
[0014] The aforementioned anti-rutting asphalt pavement structure for intersections is characterized in that the modified asphalt spraying rate of the epoxy asphalt impregnated with polyester fabric layer is 0.4 kg / m³. 2 ~0.6kg / m 2 .
[0015] This utility model has the following advantages compared with the prior art: 1. This utility model optimizes the road surface structure by sequentially configuring a fine-grained epoxy asphalt concrete top layer, an epoxy asphalt impregnated polyester fabric layer, a medium-grained cast-in-place asphalt concrete bottom layer, and a cement-stabilized crushed stone base layer, forming a "rigid-flexible-rigid" composite layer structure. Through layered synergistic load-bearing, stress distribution is optimized, improving the road surface's rutting resistance. The fine-grained epoxy asphalt concrete top layer serves as the upper "rigid" layer, relying on its high modulus and compressive strength to disperse vertical stress, reducing concentrated pressure from wheel loads on the lower layer material and suppressing the initial formation of rutting. The epoxy asphalt impregnated polyester fabric layer and the medium-grained cast-in-place asphalt concrete bottom layer further enhance the rigidity. As a "flexible" layer, the epoxy asphalt impregnated polyester fabric layer is more flexible than the medium-grained cast-in-place asphalt concrete sublayer. It can quickly absorb the shear stress transmitted from the upper layer and reduce and disperse the shear stress received by the medium-grained cast-in-place asphalt concrete sublayer, avoiding stress accumulation at the rigid layer interface, reducing fatigue damage to the fine-grained epoxy asphalt concrete upper layer, and delaying rutting development. The cement-stabilized crushed stone base course is used as the lower "rigid" layer and is anchored to the medium-grained cast-in-place asphalt concrete sublayer with shear studs to provide stable support, limit the upward transmission of subgrade deformation, and avoid the accumulation of plastic deformation to form structural rutting.
[0016] 2. By setting an epoxy asphalt impregnated polyester fabric layer, this utility model can improve the bonding effect between the fine-grained epoxy asphalt concrete upper layer and the medium-grained grouting asphalt concrete lower layer, reduce the possibility of interlayer slippage, thereby improving the stability of the overall pavement structure, filling the micro-cracks between the fine-grained epoxy asphalt concrete upper layer, inhibiting the expansion of cracks caused by thermal shrinkage or load, and avoiding water damage and repeated rolling at the cracks, thus accelerating rutting formation.
[0017] 3. By utilizing the superior properties of high-modulus materials and the "rigid-flexible-rigid" composite layer structure, this utility model can reduce the thickness of the asphalt layer, significantly reducing the traditional three-layer asphalt pavement structure (thickness of approximately 180mm). While meeting the performance requirements of rutting resistance, fatigue resistance, and skid resistance, it reduces the amount of materials used and construction costs.
[0018] 4. This utility model, by setting the epoxy asphalt impregnated polyester cloth layer and the medium-grained grouting asphalt concrete lower layer as a structure with a high middle and low sides, can drain water that seeps in through the fine-grained epoxy asphalt concrete upper layer. Due to the waterproof barrier formed by the epoxy asphalt impregnated polyester cloth layer, rainwater or snowmelt water can be blocked from seeping down. Combined with the high middle and low sides structure, water can be drained quickly, reducing problems such as loosening of asphalt mixture and decreased load-bearing capacity of base course caused by water damage, and indirectly delaying the occurrence of deep ruts and potholes caused by structural instability.
[0019] 5. This utility model effectively connects the surface layer and the base layer by setting anti-shear studs, forming a tighter overall structure. When the surface layer is subjected to vibration, the anti-shear studs, as connectors, can transfer the vibration load of the surface layer to the base layer, sharing the vibration energy borne by the surface layer. At the same time, the presence of anti-shear studs can change the vibration propagation path. Due to the high stiffness and strength of the anti-shear studs, vibration will preferentially be transmitted along them when passing through them. The vibration can be transmitted more directly from the surface layer to the base layer, reducing reflection and scattering within the surface layer, thereby accelerating the transfer of vibration to the base layer.
[0020] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of the road surface structure of Embodiment 1 of this utility model.
[0022] Figure 2 This is a schematic diagram of the road surface structure in Embodiment 2 of this utility model.
[0023] Figure 3 This is a schematic diagram of the road surface structure in Embodiment 3 of this utility model.
[0024] Figure 4 This is a schematic diagram of the transverse drainage channel structure in Embodiment 3 of this utility model.
[0025] Explanation of reference numerals in the attached figures: Detailed Implementation Example
[0026] like Figure 1 As shown, the road structure of this embodiment includes a fine-grained epoxy asphalt concrete top layer 1, a medium-grained groutable asphalt concrete bottom layer 3, and a cement-stabilized crushed stone base layer 5 arranged sequentially from top to bottom. An epoxy asphalt impregnated polyester fabric layer 2 is provided between the fine-grained epoxy asphalt concrete top layer 1 and the medium-grained groutable asphalt concrete bottom layer 3, and shear studs 4 are provided between the medium-grained groutable asphalt concrete bottom layer 3 and the cement-stabilized crushed stone base layer 5.
[0027] In this embodiment, a fine-grained epoxy asphalt concrete top layer 1 is used. The epoxy asphalt allows the curing agent and epoxy resin to bond together to form a network structure in the cured product, giving the fine-grained epoxy asphalt concrete top layer 1 high structural layer strength and high-temperature stability. This improves the high-temperature resistance of the pavement structure's top surface and reduces the probability of instability-type rutting under high-temperature conditions. A medium-grained cast-in-place asphalt concrete bottom layer 3 is used. The interlocking action between aggregates and the cast-in-place material jointly contribute to the material's strength, exhibiting a balance of rigidity and flexibility, effectively improving the structural layer's load-bearing capacity. Furthermore, the fine-grained epoxy asphalt concrete bottom layer... An epoxy asphalt impregnated polyester fabric layer 2 is laid between the granular epoxy asphalt concrete surface layer 1 and the medium-grained cast-in-place asphalt concrete base layer 3. This layer significantly improves the bonding effect, fills micro-cracks, transfers shear stress, and reduces the possibility of interlayer slippage, thereby improving the overall stability of the pavement structure. The medium-grained cast-in-place asphalt concrete base layer 3 is anchored to the cement-stabilized crushed stone base layer 5 using shear studs 4, making the surface layer and base layer a whole and providing stable support for the surface layer. It should be noted that in this embodiment, the epoxy asphalt impregnated polyester fabric layer 2 is laid using polyester fabric impregnated with epoxy asphalt.
[0028] Furthermore, in this embodiment, the fine-grained epoxy asphalt concrete surface layer 1 is laid with a thickness of 20mm~30mm; the epoxy asphalt impregnated polyester fabric layer 2 has a thickness of 2mm~3mm, and the modified asphalt application rate is 0.4kg / m². 2 ~0.6kg / m 2 The thickness of the medium-grained asphalt concrete lower layer 3 is 40mm~50mm; the thickness of the cement-stabilized crushed stone base layer 5 is 300mm~400mm; and the spacing between each shear nail 4 is 1m.
[0029] In this embodiment, preferably, the anti-shear nail 4 has a diameter of 10mm, a length of 10cm, and is driven into the cement-stabilized crushed stone base layer 5 to a depth of 8cm, which can firmly anchor the anti-shear nail 4 into the cement-stabilized crushed stone base layer 5 and bond the surface layer to the base layer. Example
[0030] like Figure 2 As shown, the difference between this embodiment and Embodiment 1 is that the epoxy asphalt impregnated polyester fabric layer 2 and the medium-grained grouting asphalt concrete lower layer 3 have a structure that is high in the middle and low on both sides, and the α angle is no greater than 2°.
[0031] In this embodiment, by setting the epoxy asphalt impregnated polyester fabric layer 2 and the medium-grained grouting asphalt concrete lower layer 3 as a structure that is high in the middle and low on both sides, and the α angle on both sides of this structure is no greater than 2°, it can block rainwater or snowmelt water from seeping down and quickly drain the water, reducing problems such as loosening of asphalt mixture and decreased load-bearing capacity of base course caused by water damage; at the same time, the compressive stress generated during vehicle driving can also help water to be discharged outward during actual use. Example
[0032] like Figure 3 and Figure 4 As shown, the difference between this embodiment and embodiment 2 is that: the top of the epoxy asphalt impregnated polyester fabric layer 2 is provided with several transverse drainage channels 1-1 filled with permeable concrete. The transverse drainage channels 1-1 are U-shaped, the width of the transverse drainage channels 1-1 is less than 100mm, the height is less than 5mm, and the interval between the transverse drainage channels 1-1 is 15m~40m.
[0033] In this embodiment, by setting several U-shaped permeable concrete filling the transverse drainage channels 1-1, rainwater infiltrating into the fine-grained epoxy asphalt concrete surface layer 1 can be quickly collected into the transverse drainage channels 1-1. By designing the transverse drainage channels 1-1 as a structure that is high in the middle and low on both sides with an arc-shaped U-shaped top, water can be quickly discharged to both sides. By setting the size of the transverse drainage channels 1-1 and setting the compressive strength of the permeable concrete in this embodiment to be not less than 20MPa, structural damage to the permeable concrete caused by pressure or vibration during vehicle travel is avoided.
[0034] The above description is merely a preferred embodiment of the present utility model and does not constitute any limitation on the present utility model. Any simple modifications, alterations, or equivalent structural transformations made to the above embodiments based on the technical essence of the present utility model shall still fall within the protection scope of the present utility model.
Claims
1. A rutting-resistant asphalt pavement structure for intersections, characterized in that, The structure includes, from top to bottom, a fine-grained epoxy asphalt concrete top layer (1), a medium-grained grouting asphalt concrete bottom layer (3), and a cement-stabilized crushed stone base layer (5). An epoxy asphalt impregnated polyester fabric layer (2) is provided between the fine-grained epoxy asphalt concrete top layer (1) and the medium-grained grouting asphalt concrete bottom layer (3). Shear studs (4) are provided between the medium-grained grouting asphalt concrete bottom layer (3) and the cement-stabilized crushed stone base layer (5).
2. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The thickness of the fine-grained epoxy asphalt concrete top layer (1) is 20mm~30mm.
3. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The thickness of the epoxy asphalt impregnated polyester fabric layer (2) is 2mm~3mm.
4. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The thickness of the medium-grained asphalt concrete lower layer (3) is 40mm~50mm.
5. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The spacing between the anti-shear nails (4) is 1m.
6. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The thickness of the cement-stabilized crushed stone base course (5) is 300mm~400mm.
7. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The epoxy asphalt impregnated polyester fabric layer (2) and the medium-grained grouting asphalt concrete lower layer (3) have a structure that is high in the middle and low on both sides.
8. The anti-rutting asphalt pavement structure for intersections according to claim 7, characterized in that, The α angle of the medium-grained grouting asphalt concrete lower layer (3) and the epoxy asphalt impregnated polyester fabric layer (2) is not greater than 2°.
9. The anti-rutting asphalt pavement structure for intersections according to claim 7, characterized in that, The epoxy asphalt impregnated polyester fabric layer (2) has several transverse drainage channels (1-1) filled with permeable concrete at its top. The transverse drainage channels (1-1) are U-shaped, with a width of less than 100 mm and a height of less than 5 mm. The interval between the transverse drainage channels (1-1) is 15 m to 40 m.
10. The anti-rutting asphalt pavement structure for intersections according to claim 1, characterized in that, The modified asphalt application rate of the epoxy asphalt impregnated polyester fabric layer (2) is 0.4 kg / m. 2 ~0.6kg / m 2 .