Elastic continuous road pavement structure with nano-cracks

Abstract

As part of the search for innovative and sustainable solutions for the design and construction of road pavement, the present invention consists of a continuous structure that challenges conventional maintenance paradigms. The design of the invention, which is based on an elastic and disruptive mechanistic approach, incorporates nano-cracks to improve the strength and durability of the pavement. The invention uses H30 reinforced concrete with A630-420H steel in a central mesh. This pavement is suited to different levels of traffic by means of the variation in the thickness and reinforcement of frameworks, which are installed on a continuous levelling H5 concrete grid, having a thickness that varies depending on the characteristics of the subgrade, ensuring a pavement-ground structure with structural integrity. This approach also includes features such as chamfers on the surface that prevents the edge from breaking due to the load of road traffic, ensuring its structural integrity under different traffic conditions and not requiring maintenance. In 2011, the first generation (1G) invention patent CL47.313 (José Pablo Fernández, 03 November 2008) was granted for a continuous pavement structure with an elastic and disruptive mechanistic design with nano-cracks, in ports, airports and roads, with a double continuous upper and lower mesh, and reinforcing bars at the edges. To date, a third generation invention patent has been applied for which relates to a continuous road pavement structure with a disruptive and elastic mechanistic design with nano-cracks, which is more efficient with a central mesh having a longitudinal framework at 100 mm and a transverse framework at 200 mm, and without reinforcing bars at the edges, for average traffic with a pavement thickness of 100 mm. The invention is used as a firebreak that prevents fire propagation and allows evacuation and access for rescuers and firefighters.

Description

[0001] STATE OF THE ART

[0002] The invention patent granted on 13-06-2011 at INAPI, CL47.313 (José Pablo Fernández V., application No. 2048 on 14-07-2008) includes a continuous pavement structure that does not require maintenance and is disruptive, with an elastic mechanistic design, with nanocracks in concrete with double steel mesh, lower and upper, and reinforcing bars at the edges, for ports, airports and roads. Its road prototype at the MOP Road Directorate, in Retomo 4, Temuco-Labranza Sector, Route S30, Region IX, Chile, after 13 years (2011-2024) confirms its elastic mechanistic design, disruptive with nanocracks, see on Google Maps https: / / lnkd.in / emSG4PRV. It refers to the works of Westergaard, Burmister, Gilbert, Teller-Sutherland, Fang, Siddique-Hossain-Meggers, Zanuy-Albajar-de la Fuente.

[0003] Road pavements in the World Road Manuals are designed for fatigue or equivalent axes for annual maintenance and replacement or rehabilitation. This is confirmed by the state of the art using empirical-mechanistic methods, with annual maintenance and replacement or rehabilitation every 10 years in Chile. There is no continuous road pavement structure that does not require maintenance, has firebreak properties for areas at risk of forest fires, prevents their spread, allows for the evacuation of communities, and allows access for rescuers, firefighters, ambulances, and police (example: forest fires in Chile, March 2024, in Viña del Mar and Valparaíso). Asphalt roads are obtained from petroleum, burn, and emit toxic gases. They are not suitable for community evacuation or access for firefighters.

[0004] This industrial privilege proposes a solution to the problems and obsolescence presented by the state of the art in the face of climate change. It is sustainable and precedes a circular economy in roads.

[0005] DESCRIPTIVE MEMORY

[0006] NOVELTY AND INVENTIVE LEVEL

[0007] This application covers a continuous foundation for rolling loads in Roads, not recognized by the state of the art in 16 years (application 2048 / 2008), which does not require maintenance with an elastic and disruptive mechanistic design with third-generation (3G) nanocracks, which resists climate change with extreme temperatures and extreme rainfall, and is used as a firebreak. The elastic design (infinite load cycles) allows for the stress in the steel to be less than 50%, while the stress in the concrete and soil is less than 30%. It does not require maintenance because its elastic and disruptive mechanistic design with nanocracks uses a surface hardening additive for a useful life of 50 years or more, allowing for an adhered overlay (with mesh).

[0008] The scope of this invention is urban and interurban road pavements for low, medium, and high traffic. It is used in civil engineering projects involving vehicles, as well as in a wide range of applications, from road and highway rehabilitation to improving connectivity in urban and rural areas. It can also be used in the renovation of urban streets, access roads, parking lots, and the interior foundations of industrial and commercial facilities, as well as in improving public transportation infrastructure. Overall, this development contributes significantly to improving mobility, accessibility, and the quality of life of the community.

[0009] Currently, hundreds of kilometers of roads and highways require resurfacing and maintenance. This invention not only reduces the amount of materials needed but also extends the lifespan of existing roads and highways.

[0010] STATE OF THE TECHNIQUE

[0011] Currently, road pavements, according to the Highway Manual with global standards, are designed for fatigue or equivalent axles for annual maintenance and replacement or rehabilitation, every 10 years in Chile. This is confirmed by the state of the art, which uses empirical-mechanistic design methods.

[0012] The current problem, using the aforementioned empirical-mechanistic design methods, is based on fatigue or equivalent axles, with annual maintenance scheduling and periodic replacement or rehabilitation. This has its disadvantages, not only technical but also in the planning and management of road infrastructure, as well as:

[0013] 1. Significant costs: Scheduling replacement or rehabilitation every few years can be costly, as it requires the allocation of significant budgets to carry out these activities on a regular basis.

[0014] 2. Reactive maintenance: Even if annual maintenance is performed, this approach can lead to reactive maintenance—that is, addressing problems once they have arisen, rather than proactively preventing them. This can result in more rapid deterioration of road infrastructure and higher long-term costs.

[0015] 3. Limitations in adapting to new technologies: This traditional approach may be less adaptable to the integration of new technologies and design methodologies that could improve pavement durability and efficiency, as proposed by this invention.

[0016] Other drawbacks include the impact on communities, with the disruption to traffic implied by the replacement or rehabilitation of roads and highways, resulting in partial or complete road closures, causing traffic disruptions and inconvenience to users due to delays. There is also the environmental impact of the waste generated, which requires the use of heavy machinery, and the negative impact on the environment, depending on how properly managed it is.

[0017] The solution proposed in this application is based on the objective of extending the useful life of roads and highways (road infrastructure) and minimizing or eliminating the time and resources required for maintenance of existing infrastructure.By applying this invention of road design and construction, the useful life and resistance of roads and routes (road infrastructure) is extended by means of a continuous foundation (road), a foundation characterized by an elastic design (infinite load cycles) with the tension in the steel less than 50%, and the tension in the concrete and in the soil less than 30%. It is characterized by not requiring maintenance, for moving loads (rolling), with an elastic and disruptive mechanistic design with third generation (3G) nano cracks, with the advantages of being able to adapt to climate change with extreme temperatures and extreme rainfall, not requiring maintenance because it uses a surface hardener additive to extend its useful life, it also allows an adhered overlay (with mesh) that also does not require maintenance.

[0018] DESCRIPTION OF THE FIGURES

[0019] Figure 1 below shows a vertical cross section of the continuous road pavement structure that does not require maintenance, thin reinforced concrete (1), a central steel mesh (2) can be seen on a leveling concrete scaffolding (3) with variable thickness according to the CBR quality (%) of the subgrade (4), and chamfer (5) that prevents the edge from breaking due to the rolling load.

[0020] Figure 2 below shows a longitudinal vertical section of the continuous road pavement structure that does not require maintenance, thin reinforced concrete (1), a central steel mesh (2) can be seen on a leveling concrete template (3) with variable thickness depending on the CBR quality (%) of the subgrade (4), the joint or overlap of the longitudinal reinforcement that is located under the transverse reinforcement can also be seen.

[0021] DETAILED DESCRIPTION OF THE INVENTION

[0022] In the search for innovative and sustainable solutions for the design and construction of road pavements, the invention consists of a continuous structure that challenges conventional maintenance paradigms. This design, based on an elastic and disruptive mechanistic approach, incorporates nanocracks to improve the pavement's strength and durability. Using H30 concrete reinforced with A630-420H steel in a central mesh, this pavement adapts to different traffic levels by varying the thickness and reinforcement of rebar. These reinforcements are installed on a continuous H5 concrete leveling scaffold, with a thickness that varies according to the subgrade characteristics, ensuring a pavement-soil structure with structural integrity.This approach also includes features such as surface chamfers that prevent edge breakage due to rolling loads, ensuring structural integrity under varied traffic conditions and requiring no maintenance.

[0023] DETAIL Continuous pavement structure viaE with elastic and disruptive mechanistic design with nano cracks (1), made of H30 concrete with thicknesses of 100 mm, 120 mm, and 80 mm for medium, high and low traffic, respectively, reinforced with A630-420H steel on a central mesh (2) of 10 * 100 * 200 mm, 12 * 100 * 200 mm, 8 * 100 * 150 mm (diameter * longitudinal * transversal) for medium, high and low traffic, respectively, on a continuous H5 leveling concrete scaffolding (3) with variable thickness (mm) depending on the CBR quality (%) of the subgrade (4): thickness 50 mm for CBR greater than or equal to 13%; thickness 70 mm for CBR 9%; thickness 90 mm for CBR 6%; thickness 120 mm for CBR 4%; 260 mm thick for CBR 2%; with 10*10 mm chamfer (5) on the surface with the edge and longitudinal joint, which prevents the edge from breaking due to rolling load.

[0024] Stress and crack control in pavement-soil structures are primarily addressed by two prominent sources. First, the study entitled "Shrinkage Cracking in Fully Restrained Concrete Members," written by R. Ian Gilbert and published in the ACI Structural Journal in March-April 1992, under Technical Reference Paper 89-S15. Second, the work entitled "The Concrete Fatigue Process and its Structural Influence," conducted by C. Zanuy, L. Albajar, and P. de la Fuente at the Polytechnic University of Madrid in 2011.

[0025] The patent application filed here proposes moving toward a third generation (3G) continuous road pavement structure, which aims to eliminate the need for maintenance. This approach entails structural and constructive simplification in order to achieve greater effectiveness and efficiency in road infrastructure. Furthermore, this initiative aligns with sustainability principles and sets an important precedent on the path toward a circular economy in the road sector: a. It avoids reinforcing bars at the edge or longitudinal joint, for greater simplification and speed of execution. b. It reduces the amount of transverse reinforcement by increasing its spacing from 100 mm to 200 mm for high and medium traffic, and from 100 mm to 150 mm for low traffic, for greater economy. c.It uses independent straight bar coils of longitudinal (12 m) and transverse (3.4 m) reinforcement for a continuous track (km) of 3.5 m wide, for greater speed of execution. d. It uses galvanized formwork, less than 1 mm thick, incorporated into the track for greater speed of execution. e. It is used as a firebreak, non-combustible concrete for areas at risk of forest fires, preventing their spread, allowing the evacuation of communities and access for rescuers, firefighters, ambulances and police. f. It can use recycled steel reinforcement, recycled concrete aggregates and carbon-neutral cement for greater sustainability in a circular economy. g. It does not require maintenance because it also uses a surface hardening additive for a 50-year lifespan. h. It does not require replacement because it allows an overlay (with mesh) to be adhered to the pavement to last another 50 years, a process that can be repeated.

[0026] BACKGROUND OF THE INVENTION

[0027] In 2011, the first generation invention patent (1G) CL47.313 (José Pablo Fernández, on 03-11-2008) was granted to a continuous pavement structure with an elastic and disruptive mechanistic design with nano-cracks, such as ports, airports and roads, with a continuous double mesh upper and lower and reinforcing bars on the edge.

[0028] In 2023, the application for a second generation (2G) invention patent No. 202100820 (currently appealed in TPI dated August 28, 2023) for a continuous road pavement structure that does not require maintenance, with an elastic and disruptive mechanistic design with nano-cracks, more efficient with a continuous central mesh 10 * 100 * 100 mm and 10 mm reinforcing bars on the edge, for medium traffic with a pavement thickness of 100 mm, is rejected by a licensed chemistry expert, and not by a structural civil expert.

[0029] To date, a third-generation (3G) invention patent has been filed for a continuous, maintenance-free road pavement structure with a disruptive, elastic mechanistic design featuring nano-cracks. This is more efficient with a central mesh with 100 mm longitudinal reinforcement and 200 mm transverse reinforcement, and without edge reinforcement bars. It is suitable for medium traffic with a 100 mm pavement thickness. It can be used as a firebreak to prevent fire propagation, allowing for evacuation and access for rescuers and firefighters.

[0030] An expert civil structural engineer is requested for expert opinion for this third generation (3G) invention patent application, which refers to the first generation (1G) invention patent granted in 2011, CL47.313. It includes the second generation (2G) development No. 202100820 rejected by an expert with a degree in Chemistry and appealed to the TPI on 08-28-2023 and without a response to date.

Claims

CLAIMS SHEET 202401057 1. A continuous maintenance-free road pavement structure with a disruptive elastic mechanistic design with nanocracks (1), CHARACTERIZED in that it comprises a 100 mm thick structure for medium traffic, H30 concrete, A630-420H steel, with a central mesh (2) of 10*100*200 mm (diameter*longitudinal*transverse) on a continuous H5 concrete leveling screed (3) with variable thickness (mm) depending on the CBR quality (%) of the subgrade (4): 50 mm thickness for CBR greater than or equal to 13%; 70 mm thickness for CBR 9%; 90 mm thickness for CBR 6%; 120 mm thickness for CBR 4%; thickness 260 mm for CBR 2%, road pavement (1) with 10*10 mm chamfer (5) on surface with edge and longitudinal joint, chamfer that prevents the edge from breaking due to the rolling load.

2. The continuous road pavement structure, according to claim 1, CHARACTERIZED in that the structure has a thickness of 120 mm for high traffic, with a central mesh (2) of 12*100*200 mm (diameter* longitudinal transverse) .

3. The continuous road pavement structure, according to claim 1, CHARACTERIZED in that the structure has a thickness of 80 mm for low traffic, with a central mesh (2) of 8*100*150 mm (diameter* longitudinal transverse) .

4. The continuous road pavement structure, according to claim 1, CHARACTERIZED in that the structure resists extreme temperatures of 40°C to 50°C, with longitudinal bars at a distance of 80 mm + / - 10 mm.

5. The continuous road pavement structure, according to claim 1, CHARACTERIZED in that the structure uses structural concrete and structural steel on lean concrete slabs, all with strengths + / - 25%.

6. Use of the continuous structure of road pavement, according to claim 1, CHARACTERIZED because it applies to pavement with a Graphene surface that transforms the sun's energy into electrical energy.

7. Use of the continuous road pavement structure, according to claim 1, CHARACTERIZED because it applies to firebreaks in forest fires that prevent their spread, allow the evacuation of communities and access to rescuers, firefighters, ambulances and police.

8. The continuous road pavement structure, according to claim 1, CHARACTERIZED in that the structure's surface uses a surface hardening additive for a useful life of 50 years without requiring maintenance.

9. The continuous structure of road pavement, according to claim 1, CHARACTERIZED because the structure on the pavement allows an overlay (with mesh) adhered to last 50 more years, this can be repeated.

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