CN104343067A - Long-service-lifetime bituminous pavement for heavy traffic - Google Patents
Long-service-lifetime bituminous pavement for heavy traffic Download PDFInfo
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- CN104343067A CN104343067A CN201310331039.7A CN201310331039A CN104343067A CN 104343067 A CN104343067 A CN 104343067A CN 201310331039 A CN201310331039 A CN 201310331039A CN 104343067 A CN104343067 A CN 104343067A
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- bituminous
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C7/00—Coherent pavings made in situ
- E01C7/08—Coherent pavings made in situ made of road-metal and binders
- E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
- E01C7/26—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders mixed with other materials, e.g. cement, rubber, leather, fibre
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- C—CHEMISTRY; METALLURGY
- C04—CEMENTS; CONCRETE; ARTIFICIAL STONE; CERAMICS; REFRACTORIES
- C04B—LIME, MAGNESIA; SLAG; CEMENTS; COMPOSITIONS THEREOF, e.g. MORTARS, CONCRETE OR LIKE BUILDING MATERIALS; ARTIFICIAL STONE; CERAMICS; REFRACTORIES; TREATMENT OF NATURAL STONE
- C04B24/00—Use of organic materials as active ingredients for mortars, concrete or artificial stone, e.g. plasticisers
- C04B24/24—Macromolecular compounds
- C04B24/26—Macromolecular compounds obtained by reactions only involving carbon-to-carbon unsaturated bonds
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- C—CHEMISTRY; METALLURGY
- C04—CEMENTS; CONCRETE; ARTIFICIAL STONE; CERAMICS; REFRACTORIES
- C04B—LIME, MAGNESIA; SLAG; CEMENTS; COMPOSITIONS THEREOF, e.g. MORTARS, CONCRETE OR LIKE BUILDING MATERIALS; ARTIFICIAL STONE; CERAMICS; REFRACTORIES; TREATMENT OF NATURAL STONE
- C04B26/00—Compositions of mortars, concrete or artificial stone, containing only organic binders, e.g. polymer or resin concrete
- C04B26/02—Macromolecular compounds
- C04B26/26—Bituminous materials, e.g. tar, pitch
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Ceramic Engineering (AREA)
- Structural Engineering (AREA)
- Materials Engineering (AREA)
- Organic Chemistry (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Road Paving Structures (AREA)
Abstract
The invention relates to a long-service-lifetime bituminous pavement for heavy traffic. The bituminous pavement comprises following layers from top to bottom in sequence: an upper surface layer, a middle surface layer, a high-modulus bituminous concrete lower surface layer, a bituminous stabilized macadam upper substrate layer, a cement stabilized macadam lower substrate layer, a mat layer and roadbed. The high-modulus lower surface layer is formed by bituminous concrete comprising a high-modulus additive, and has a thickness not less than 8 cm. The thickness of the cement stabilized macadam is not less than 30 cm, and the cement amount is 3.5%. The roadbed is reinforced, and the modulus of resilience of the roadbed is not less than 35 MPa. The pavement has advantages of high strength, good carrying capability, track resistance, good fatigue resistance, and the like, and is capable of obviously improving using performance of heavy-traffic pavements and reducing the cost for pavements in the life cycle. The bituminous pavement is a pavement structure that is characterized by capability of carrying heavy traffic, good tract resistance, long service lifetime, and suitability for use in places with warm climates.
Description
Technical field
The present invention relates to highway construction, be specifically related to a kind of Heavy Traffic Long Life Asphalt Pavement.
Background technology
Along with the fast development with highway transportation that improves constantly of economic level, the vehicle in communications and transportation is developing in large-scale, heavily loaded, and District of Shanghai belongs to Soft Soil Ground And Foundation, and the harm of super-heavy load is larger.
Long Life Asphalt Pavement, as a design concept, is admitted in recent years in the world widely, becomes the research topic that countries in the world Research on Bituminous Pavement mechanism and production unit are the most popular.The U.S., Europe, Canada even South Africa are all extensively being studied.From road structure development trend, Long Life Asphalt Pavement will become following topmost road structure, particularly in the road of speedway, Heavy Traffic.
Early stage rut investigation shows, the rutting deformation of flexible pavement mainly from upper layer, and current appearance based in, the phenomenon of cutting optimal.Flexible pavement occur with in, cutting optimal rut ratio increase reason a lot, high temperature, heavy duty, middle surface layer and cutting optimal material property design Shortcomings etc. are all likely.Under wheel load, 10cm ~ 15cm region is high stress area, also be the generation area of various damage, should select the material with high strength and good anti-rut behavior, the application of high-modulus asphalt concrete is just in order to the modulus by improving bituminous mixture improves the rutting resistance on road surface.
From the practical exploration of countries in the world high-grade highway Long Life Asphalt Pavement, based on Asphalt Pavement with Flexible Base, Combined base road structure, rigid base's road structure, Pavement on Semi-rigid Type Base structure etc. are auxiliary.Sub-surface requires higher, generally does the upper strata of basic unit with Asphalt Stabilized Macadam, and makes binder with pitch.The gross thickness of bituminous texture layer is greater than 20cm.Show the functional performance investigation of Long Life Pavement both at home and abroad, when thickness of bituminous surface is greater than 18cm, rut speed can obviously reduce.For thick asphalt surface course road, rut mainly occurs in bitumen layer surface, and rut now does not represent that the overall structure of road is destroyed, and only needs the his-and-hers watches surface layer when keeping in repair to carry out milling making again.The way adopting flexbile base to combine with semi-rigid type base is as the basic unit of Long Life Asphalt Pavement, it is a kind of combining form preferably, namely the anti-fatigue performance of flexbile base can be played, high strength and the stability of semi-rigid type base can be utilized again, improve the permanent deformation resistance of flexible pavement.
Summary of the invention
The object of the present invention is to provide a kind of Heavy Traffic Long Life Asphalt Pavement.
To achieve these goals, technical scheme of the present invention is as follows: a kind of Heavy Traffic Long Life Asphalt Pavement, it is characterized in that this Long Life Asphalt Pavement deck structure is from top to bottom upper layer, middle surface layer, cutting optimal, upper basic unit, go to a grassroots level, bed course, roadbed, described high-modulus asphalt concrete cutting optimal is made up of the bituminous concrete adding high-modulus additive, and thickness is not less than 8cm.Described high-modulus additive is made up of PE, butadiene-styrene rubber, Tissuemat E, anti-aging components, plasticizing component etc., wherein PE, butadiene-styrene rubber, Tissuemat E, anti-aging components, plasticizing component=100:10-30:15-30:2-6:5-15.
Upper basic unit and arrange one deck emulsification pitch penetration between going to a grassroots level, strengthens the bonding between bitumen layer and water stability detritus, keeps the continuity of road structure.
Flexible pavement association of the U.S. defines, and Long Life Asphalt Pavement refers to that design life reaches the flexible pavement of more than 50 years, the repair and reconstruction of amorphousness in design life, only needs periodically to repair according to surface course deterioration extent.
According to Design Concept of Long Life Asphalt Pavement, the scope of top course top thickness 15cm is high force area, should adopt the high performance bituminous mixture of high-quality.Upper layer adopts SBS modification SMA-13, and middle surface layer adopts SBS modification SMA-16, and cutting optimal adopts the HMAC-20 adding high-modulus additive, and surface layer gross thickness must be greater than 18cm.On asphalt macadam, basic unit adopts the ATB-25 of No. 30 pitches, and thickness is not less than 15cm.The cement that cement stabilized macadam adopts is 42.5 class g cements, and dosage 3.5%, thickness is not less than 30cm.In order to reduce the bad impact of hydrogeological conditions, the Base with Sand Gravel Cushion of 15cm is set below cement stabilized macadam base.Consider the impact of soft foundation, process necessarily strengthened by reply roadbed, improves the intensity of roadbed filling, plays stable, draining, the effects such as further dispersive stress.
Based on above-mentioned theory, Heavy Traffic Perpetual Pavements Structural of the present invention, deck structure is from top to bottom that on upper layer-middle surface layer-high-modulus asphalt concrete cutting optimal-asphalt macadam, basic unit-water stability detritus is gone to a grassroots level-Base with Sand Gravel Cushion-roadbed.Wherein, cutting optimal is made up of the high-modulus asphalt concrete that high-modulus is additive agent modified.
Accordingly, reach the application life of improving flexible pavement under Heavy Traffic, improve the anti-rut behavior of flexible pavement under achieving Heavy Traffic, and extend the object in flexible pavement application life.
Detailed description of the invention
Heavy Traffic Perpetual Pavements Structural of the present invention, deck structure is from top to bottom basic unit on upper layer-middle surface layer-high-modulus asphalt concrete cutting optimal-asphalt macadam--bed course-roadbed of going to a grassroots level.
Wherein, upper layer is made up of SMA-13, SBS modified bitumen (meeting the material performance requirement of PG76-22) concrete material;
Middle surface layer is made up of SMA-16, SBS modified bitumen (meeting the material performance requirement of PG76-22) concrete;
Cutting optimal, by HMAC-20, adds high-modulus additive (matrix pitch is high-quality No. 70 pitches) concrete and forms;
Upper basic unit is by ATB-25, and heavy traffic No. 30 bituminous concretes are formed;
Go to a grassroots level by cement stabilized macadam, 42.5 class g cements, cement dose 3.5% is formed;
Bed course is the good gritting material of water permeability;
Roadbed is through strengthening process, and the modulus of resilience should ensure at more than 35MPa;
Wherein go up basic unit and one deck emulsification pitch penetration is set between going to a grassroots level, strengthen the bonding between bitumen layer and water stability detritus, keep the continuity of road structure.
Wherein, high-modulus additive, be made up of waste and old PE, butadiene-styrene rubber, Tissuemat E, anti-aging components, plasticizing component etc., basic recipe is as follows:
| Raw material | Waste and old PE | Butadiene-styrene rubber | Tissuemat E | Anti-aging components | Plasticizing component |
| Basic recipe | 100 | 10-30 | 15-30 | 2-6 | 5-15 |
Described PE can adopt waste and old PE regeneration after treatment, economizes on resources, energy-conserving and environment-protective.Described butadiene-styrene rubber is butadiene and the styrene monomer product without copolymerization, and its relative molecular mass is 10 ~ 30 × 10
4, the cryogenic property of bituminous cements can be significantly improved, thus improve the crack resistance at low-temperature of bituminous mixture.
Described polyvinyl paraffin wax is a kind of mixture synthesizing straight-chain aliphatic hydrocarbon, is the long-chain fat hydrocarbon containing 40 ~ 120 carbon atoms.Its fusing point, at about 100 DEG C, can reduce mixing and stirring and compacting temperature of bituminous mixture, improves the anti-rut behavior of road surface within the scope of serviceability temperature.
Described anti-aging components is activating rubber powder or carbon black.
Described plasticizer component is dibutyl phthalate or dioctyl phthalate.
Described high-modulus asphalt concrete is the bituminous mixture using high-modulus additive, and its dynamic stability is higher, is 3.0 ~ 4.5 times of plain asphalt compound, is 1.2 ~ 1.8 times of SBS modified asphalt mixture.Wherein high-modulus additive take waste or used plastics as primary raw material, add other compositions simultaneously, improve the high-temperature stability of bituminous mixture, do not reduce low-temperature cracking-resistance and water stability simultaneously, owing to having Tissuemat E in high-modulus additive, this composition can improve temperature flowing, relative to matrix pitch, construction temperature does not need to improve too much, and 5 ~ 10 DEG C just can ensure construction quality.
When bituminous concrete heat gathers materials dry mixing, high-modulus additive is thrown in dry mixing 15s in agitator, then add pitch wet-mixing 45s; Gathering materials with the preheat temperature of breeze is 190 ~ 200 DEG C, and asphalt heating temperature is 160 ~ 170 DEG C, and after adding high-modulus additive, the heating-up temperature of mixer improves 5 ~ 10 DEG C than matrix pitch compound.High-modulus additive use amount is 0.2 ~ 0.8% of asphalt concrete quality, and the optimum amount of high-modulus additive is 0.4 ~ 0.6%.When consumption is 0.2 ~ 0.4%, bituminous concrete bitumen aggregate ratio is constant, and bituminous concrete bitumen aggregate ratio bituminous concrete bitumen aggregate ratio conveniently calculates; When consumption is 0.4 ~ 0.8%, bituminous concrete bitumen aggregate ratio improves 0.1 ~ 0.2%.
As previously mentioned, be high force area, should adopt high-quality bituminous mixture within the scope of Pavement Coat Thickness with Land 0 ~ 15cm, this part bituminous mixture plays the effect of antiskid, water resistant damage, Rut resistance.For this reason, upper layer and middle surface layer select the good hot-mix asphalt mixture of pavement performance; Cutting optimal then have employed High Modulus Asphalt Mixture, have Rut resistance, anti-fatigue performance good, the advantage such as shrinkage cracking, Water Damage should not be produced, under Heavy Traffic or extreme climate impact, good mechanical property can be shown.In pitch, cutting optimal is the curved main region of drawing effect of load, especially when cracking appears in basic unit, reflection crack will in, Quick Extended in cutting optimal, high-modulus asphalt concrete layer is owing to possessing stronger supporting capacity and anti-fatigue ability, the ability of resisting rutting deformation is in high temperature environments also very outstanding, therefore be arranged between surface layer and basic unit, replace traditional pitch cutting optimal, become the main bearing course of flexible pavement traffic loading and the primary layers of resisting fatigue effect.The high-modulus asphalt concrete below application of layer is conducive to reducing its inner shear stress and shearing strain, is conducive to the permanent deformation of resisting road surface, reduces flexible pavement cutting optimal rut.
Asphalt macadam has enough durability and water stability, is set to basic unit on road surface, effectively can improve the anti-fatigue performance on road surface.Water stability detritus has higher bearing capacity, but comparatively obvious to water temperature change, is therefore arranged on and goes to a grassroots level, above have asphalt macadam, the protection of lower grittiness rubble, avoids producing Water Damage; Emulsification pitch penetration to be adopted between bituminous macadam and water-stable gravel simultaneously, strengthen the bonding between two decks, reduce the Water Damage of cement treated material; And the cement that have employed compared with low dosage, and the upper basic unit Asphalt Stabilized Macadam modulus of resilience remains between 1 ~ 3 than as far as possible, and avoid stiffness differences excessive, produce excessive tensile stress or stretching strain, water stability detritus thickness is not less than 30cm.Bed course have employed gravel rubble, and thickness is not less than 15cm, can play the effect of moistureproof and waterproof, improves the water environment of whole road structure.
Claims (6)
1. a Heavy Traffic Long Life Asphalt Pavement, it is characterized in that this Long Life Asphalt Pavement deck structure is from top to bottom upper layer, middle surface layer, cutting optimal, upper basic unit, go to a grassroots level, bed course, roadbed, wherein cutting optimal is made up of the high-modulus asphalt concrete that high-modulus is additive agent modified.
2. Long Life Asphalt Pavement according to claim 1, it is characterized in that, described high-modulus additive is made up of PE, butadiene-styrene rubber, Tissuemat E, anti-aging components, plasticizing component etc., wherein PE, butadiene-styrene rubber, Tissuemat E, anti-aging components, plasticizing component=100:10-30:15-30:2-6:5-15.
3. Long Life Asphalt Pavement according to claim 2, is characterized in that: described upper layer is SMA-13, and asphalt binder used is SBS modified bitumen, meets the requirement of PG76-22; Described middle surface layer is SMA-16, and asphalt binder used is SBS modified bitumen, meets, the requirement of PG76-22; Described cutting optimal is by HMAC-20, and matrix pitch is the asphalt mixture material composition of the interpolation high-modulus modifier of high-quality No. 70 pitches, and high-modulus additive use amount is 0.2 ~ 0.8% of asphalt concrete quality.
4. Long Life Asphalt Pavement according to claim 3, described upper basic unit is asphalt macadam ATB-25, and heavy traffic No. 30 bituminous concretes are formed; Described going to a grassroots level is made up of cement stabilized macadam, and wherein cement is 42.5 class g cements, dosage 3.5%.
5. Perpetual Pavements Structural according to claim 4, is characterized in that, the new black top surface layer gross thickness be made up of described upper layer-middle surface layer-cutting optimal is greater than 18cm; Described upper groundwork thickness is greater than 15cm; Described thickness of going to a grassroots level is not less than 30cm.
6. Perpetual Pavements Structural according to claim 1, is characterized in that, upper basic unit and arrange one deck emulsification pitch penetration between going to a grassroots level.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201310331039.7A CN104343067B (en) | 2013-08-01 | 2013-08-01 | A kind of Heavy Traffic Long Life Asphalt Pavement |
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| CN201310331039.7A CN104343067B (en) | 2013-08-01 | 2013-08-01 | A kind of Heavy Traffic Long Life Asphalt Pavement |
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| CN104343067A true CN104343067A (en) | 2015-02-11 |
| CN104343067B CN104343067B (en) | 2018-10-09 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108660880A (en) * | 2018-03-28 | 2018-10-16 | 扬州大学 | A kind of best determining method of modulus combination of asphalt pavement structural layer |
| CN110698870A (en) * | 2019-11-19 | 2020-01-17 | 长安大学 | Storable high-modulus asphalt binder and preparation method thereof |
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| JP3188789B2 (en) * | 1993-04-21 | 2001-07-16 | 義之 大串 | Asphalt pavement structure |
| CN100999888A (en) * | 2006-12-30 | 2007-07-18 | 易志坚 | Road surface structure of rolling flexiable fibre cement concrete as based and construction method thereof |
| CN202359478U (en) * | 2011-12-14 | 2012-08-01 | 长安大学 | Multifunctional environmentally-friendly road surface |
| CN202359476U (en) * | 2011-12-07 | 2012-08-01 | 中冶天工集团有限公司 | Pavement structure with strong compression resistance |
| CN103215875A (en) * | 2013-04-22 | 2013-07-24 | 东南大学 | Differential-settlement-based anti-fatigue asphalt pavement |
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2013
- 2013-08-01 CN CN201310331039.7A patent/CN104343067B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3188789B2 (en) * | 1993-04-21 | 2001-07-16 | 義之 大串 | Asphalt pavement structure |
| CN100999888A (en) * | 2006-12-30 | 2007-07-18 | 易志坚 | Road surface structure of rolling flexiable fibre cement concrete as based and construction method thereof |
| CN202359476U (en) * | 2011-12-07 | 2012-08-01 | 中冶天工集团有限公司 | Pavement structure with strong compression resistance |
| CN202359478U (en) * | 2011-12-14 | 2012-08-01 | 长安大学 | Multifunctional environmentally-friendly road surface |
| CN103215875A (en) * | 2013-04-22 | 2013-07-24 | 东南大学 | Differential-settlement-based anti-fatigue asphalt pavement |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108660880A (en) * | 2018-03-28 | 2018-10-16 | 扬州大学 | A kind of best determining method of modulus combination of asphalt pavement structural layer |
| CN108660880B (en) * | 2018-03-28 | 2020-04-28 | 扬州大学 | Method for determining optimal modulus combination of asphalt pavement structure layer |
| CN110698870A (en) * | 2019-11-19 | 2020-01-17 | 长安大学 | Storable high-modulus asphalt binder and preparation method thereof |
| WO2021098340A1 (en) * | 2019-11-19 | 2021-05-27 | 长安大学 | Storable high modulus asphalt binder and preparation method |
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| CN104343067B (en) | 2018-10-09 |
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Effective date of registration: 20210625 Address after: 13 / F, 525 Jianguo East Road, Huangpu District, Shanghai 200025 Patentee after: SHANGHAI URBAN TRANSPORTATION DESIGN INSTITUTE Co.,Ltd. Address before: 200092 No. two, 901 North Road, Yangpu District, Shanghai, Zhongshan Patentee before: SHANGHAI MUNICIPAL ENGINEERING DESIGN INSTITUTE (Group) Co.,Ltd. |
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