CN112609529A

CN112609529A - Road maintenance method

Info

Publication number: CN112609529A
Application number: CN202011242290.2A
Authority: CN
Inventors: 蒋小晴; 刘浏; 肖磊; 粟爱军; 吴俊亮; 吴雄韬; 张洪彬; 刘伟康; 张子麒; 陈超录
Original assignee: Zhuzhou CRRC Times Electric Co Ltd; Hunan CRRC Zhixing Technology Co Ltd
Current assignee: Zhuzhou CRRC Times Electric Co Ltd; Hunan CRRC Zhixing Technology Co Ltd
Priority date: 2020-11-09
Filing date: 2020-11-09
Publication date: 2021-04-06

Abstract

The invention provides a road maintenance method. The maintenance method comprises the following steps: determining a road area to be maintained according to the track diseases; milling the asphalt pavement of the road area to a specified thickness; paving open-graded asphalt mixture to the milled road area, and carrying out rolling and leveling; and pouring mortar into the open-graded asphalt mixture to fill the pores of the open-graded asphalt mixture. The invention can carry out local maintenance and curing aiming at the high-emergence area of the track disease on the road, and replaces the surface layer of the traditional asphalt pavement with the semi-flexible pavement with high strength and strong anti-track performance, thereby improving the anti-track disease capability of the special lane of the virtual tramcar and prolonging the service life of the special lane of the virtual tramcar.

Description

Road maintenance method

Technical Field

The invention relates to a road maintenance technology, in particular to a road maintenance method.

Background

The virtual track tramcar is a novel multi-marshalling rubber-tyred vehicle running in two directions. The track-like running under the virtual track is realized by adopting a full-axis steering control technology based on the design concept of the traditional track traffic system and carrying out electronic constraint on running through active safety control, vehicle-mounted signal control, machine vision and the like. In the running process, the running tracks of the axles are constrained by the virtual track line and the multi-axle track following technology, so that the running tracks of a plurality of wheel sets of each vehicle of the virtual tramcar on the road are highly concentrated, and the running canalization precision is very high. The characteristic of high running canalization precision can ensure that the vehicle can realize the similar rail running without wheel rail constraint, but the tire-ground relation of the virtual rail tramcar can cause track damage to the asphalt concrete road commonly used in cities more easily.

Therefore, in order to overcome the above-mentioned defects in the prior art, there is a need in the art for a road maintenance and repair technology, which is used for local maintenance and repair of a high-occurrence area of a track disease on a road, and replaces the surface layer of a conventional asphalt pavement with a semi-flexible pavement having high strength and strong anti-rutting performance, so as to improve the anti-rutting capability of a special lane for a virtual tram and prolong the service life of the special lane for the virtual tram.

Disclosure of Invention

The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

In order to overcome the defects in the prior art, the invention provides a method for maintaining a road, which is used for carrying out local maintenance on a high-emergence area with track diseases on the road, and replacing the surface layer of the traditional asphalt pavement with a semi-flexible pavement with high strength and strong track resistance, so that the track disease resistance of a special lane for a virtual tramcar is improved, and the service life of the special lane for the virtual tramcar is prolonged.

The road maintenance method provided by the invention comprises the following steps: determining a road area to be maintained according to the track diseases; milling the asphalt pavement of the road area to a specified thickness; paving open-graded asphalt mixture to the milled road area, and carrying out rolling and leveling; and pouring mortar into the open-graded asphalt mixture to fill the pores of the open-graded asphalt mixture.

Preferably, in some embodiments of the invention, the roadway may comprise a bus lane. The bus special lane can be provided with a virtual track for guiding the virtual track vehicle to run along the track. The step of determining the road region to be maintained may comprise: monitoring road surface depressions along the virtual track as the rut diseases; and determining the bus lane of the road section where the track disease is located as the road area to be maintained.

Preferably, in some embodiments of the present invention, the maintenance method may further include the steps of: measuring the depth of the rut disease; and specifying a milling thickness not less than the depth according to the depth of the rut damage.

Preferably, in some embodiments of the present invention, the maintenance method may further include the steps of: and determining the using amount of the open-graded asphalt mixture according to the area of the road area to be maintained and the milling thickness.

Optionally, in some embodiments of the invention, the step of laying the open-graded asphalt mix may comprise: carrying out defect detection on the milled road area surface, and repairing the detected defects; sweeping the surface of the milled road area to remove dust and loose materials on the surface; coating the cleaned surface with asphalt emulsion for sealing treatment; and continuously paving the open-graded asphalt mixture in the road area after sealing treatment.

Preferably, in some embodiments of the present invention, the rolling and leveling step may include: rolling the laid open-graded asphalt mixture by using a 3.5-10 ton non-vibratory roller, wherein the pressure index of the small-sized non-vibratory roller is below 4 tons/m; and carrying out surface leveling on the rolled open-graded asphalt mixture by adopting a non-vibratory leveling roller with the weight of less than 2 tons, and carrying out seam leveling on peripheral seams of the road area to be maintained, wherein the non-vibratory roller and the rolling wheel of the non-vibratory leveling roller are both made of non-rubber materials.

Optionally, in some embodiments of the present invention, the step of pouring the mortar may include: pouring mortar into the rolled and leveled open-graded asphalt mixture to cover the surface of the open-graded asphalt mixture, wherein the mortar downwards penetrates along gaps of the open-graded asphalt mixture to fill the gaps; observing the liquid level and the bubbling condition of the mortar; replenishing the open-graded asphalt mixture with mortar in response to the liquid level of the mortar dropping insufficient to cover the surface of the open-graded asphalt mixture; and ending the step of pouring the mortar in response to the mortar no longer bubbling.

Preferably, in some embodiments of the present invention, the step of pouring the mortar may further include: moving the pouring mortar from the first long edge to the second long edge of the road area to be maintained along the short edge direction of the road area to be maintained; and after the second long edge is reached, turning around, moving the grouting mortar to the first long edge in a zigzag mode, and sequentially reciprocating until the grouting of the mortar in the whole road area to be maintained is completed.

Optionally, in some embodiments of the present invention, the step of pouring the mortar may further include: pouring mortar from the highest position of the road area to be maintained, and sequentially advancing to the lower positions until the lowest position of the road area to be maintained is finished, wherein the mortar pouring speed is lower than the mortar filling speed of the pores, and the mortar blanking position is behind the foremost position of the poured mortar.

Optionally, in some embodiments of the present invention, the maintenance method may further include the steps of: and in response to the completion of the step of pouring the mortar, scraping the mortar before the surface of the mortar is skinned, and removing the redundant mortar on the surface of the open-graded asphalt mixture to expose the surface of the open-graded asphalt mixture.

Drawings

The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.

FIG. 1 illustrates a flow diagram of a method of roadway maintenance provided in accordance with an aspect of the present invention.

Figure 2A illustrates a cross-sectional schematic view of a rut damaged asphalt road provided in accordance with some embodiments of the present invention.

Fig. 2B illustrates a cross-sectional schematic view of a milled asphalt road provided in accordance with some embodiments of the present invention.

FIG. 2C illustrates a cross-sectional view of a repair and maintenance completed asphalt roadway provided in accordance with some embodiments of the present invention.

FIG. 3 illustrates a schematic view of a perfusion screed provided in accordance with some embodiments of the present invention.

Reference numerals:

101-104 steps of a road maintenance method;

21 a road base layer;

221. 222 an asphalt binder layer;

23 track diseases;

24 a semi-flexible layer;

31 a bus lane;

32 road areas to be maintained;

321 a first long side;

322 second long side.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Additionally, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," "vertical" and the like as used in the following description are to be understood as referring to the segment and the associated drawings in the illustrated orientation. The relative terms are used for convenience of description only and do not imply that the described apparatus should be constructed or operated in a particular orientation and therefore should not be construed as limiting the invention.

It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.

Referring to fig. 1, fig. 1 is a schematic flow chart illustrating a maintenance method for repairing a road according to an aspect of the present invention.

As shown in fig. 1, the method for maintaining a road according to the present invention may include steps 101: and determining a road area to be maintained according to the track diseases.

In some embodiments of the invention, the roadway may include a plurality of lanes, divided into a general lane and a bus lane. The common lane is used for common social vehicles to travel. The Bus lane is specially used for virtual rail vehicles, Bus Rapid Transit (BRT) and other buses to run. Further, the bus lane for the virtual rail vehicle to travel may be further provided with a virtual rail. The virtual track can be a virtual track line formed by arranging a plurality of magnetic elements arranged on a road surface and used for guiding the virtual track vehicle to run along the track.

As described above, during the running, since the running locus of each axle is constrained by the virtual trajectory and the multi-axle locus following technology, the running loci of the plurality of sets of wheel pairs of each vehicle of the virtual railroad car on the road are highly concentrated, and the running canalization precision is very high. The characteristic of high running canalization precision can ensure that the vehicle can realize the similar rail running without wheel rail constraint, but the tire-ground relation of the virtual rail tramcar can cause track damage to the asphalt concrete road commonly used in cities more easily.

In some preferred embodiments, a maintenance maintainer of a road may use a position along a virtual rail of a bus lane as a key monitoring object, and key monitor a road surface depression near the virtual rail to determine whether a rut is generated on the road. If one or more road surface depressions exist in a certain road section of the virtual track, a road maintenance worker can use the road surface depressions as track diseases and judge that the road section is a high-incidence area with the track diseases. Then, a maintenance person of the road can determine the bus lane of the road section where the rut disease is located as the road area to be maintained, and lay a semi-flexible layer with strong rut resistance and long service life for the road area to be maintained so as to prevent the rut disease from occurring in the area again. It is to be understood that the maintenance maintainer of the roadway is merely a generic description and may include a worker performing maintenance tasks or a processor performing maintenance procedures.

Compared with the road surface depression of a common lane, the characteristic of high running canalization precision of the virtual rail vehicle easily causes the recurrence of the track diseases, and the track diseases in other areas are not easily caused. By laying the semi-flexible layer for the high-incidence area with the track diseases, the maintenance cost can be effectively saved, the influence of road maintenance on the whole road traffic can be reduced, and the same effect of resisting the track diseases can be achieved.

In view of the above-mentioned characteristic that rut diseases are likely to occur along the virtual rail, in some non-limiting embodiments, the rut diseases can be monitored by sensors mounted on the virtual rail tram. Specifically, the sensor may be installed near the wheel axle of the virtual rail trolley, and may monitor whether the wheel axle of the virtual rail trolley has a longitudinal sudden displacement. And responding to the situation that the wheel axle of the virtual tramcar is suddenly displaced downwards and upwards, and judging that the corresponding position has the track disease. And then, the virtual tramcar can record the position of the track disease, or send the position information of the track disease to the cloud end so as to prompt a maintenance maintainer of the road to maintain and maintain the road area.

In general, rut damage occurs in areas where acceleration and deceleration of vehicles are frequent, such as a platform area and an intersection area. In some embodiments, fixed-point monitoring equipment can be configured in high-emergence areas such as a platform area, an intersection area and the like along the virtual track, so that the real-time performance and the accuracy of track disease monitoring are improved.

As shown in fig. 1, the method for maintaining a road according to the present invention may further include step 102: and milling the asphalt pavement of the road area to be maintained to a specified thickness.

In some embodiments of the invention, the specified thickness for milling may be determined based on the depth of the rutting damage, and is generally no less than the depth of the rutting damage. Generally speaking, for a conventional rut damage, a milling thickness of 4cm may be specified to level the asphalt pavement throughout the road area to be maintained, thereby preventing surface defects from affecting the strength of the connection between the semi-flexible layer and the underlying road, and ensuring that the semi-flexible layer covered thereafter is of sufficient thickness to provide sufficient structural strength and to cope with long-term rut wear. For some serious rut diseases with the depth of more than 4cm, the milling thickness can be further increased to 6cm or more so as to ensure the firmness and smoothness of the surface of the whole road area to be maintained.

With further reference to fig. 2A, fig. 2A illustrates a schematic cross-sectional view of an asphalt road with rutting diseases provided in accordance with some embodiments of the present invention.

As shown in fig. 2A, existing asphalt roads generally include a base layer 21 and an asphalt binder layer 221. The asphalt binder layer 221 is typically applied using conventional continuous graded mixes. The conventional continuous gradation mixture is composed of stones with various continuous specifications, and has the characteristics of small gaps and high structural strength after being paved. Before the steps of milling and excavating the asphalt pavement are performed, a maintenance maintainer of the road may first measure the depth of the rut damage 23 and specify a milling thickness not less than the depth according to the depth of the rut damage 23. In some embodiments, the depth measurement of the rut diseases 23 may be performed by sensors mounted on a virtual rail trolley, and thus performed in advance before the steps of milling and excavating the asphalt pavement are performed, so as to improve the efficiency of road maintenance. Alternatively, in other embodiments, the depth measurement of the rut damage 23 may be performed by the constructor at the site of the road maintenance, so that the constructor can better draw up the construction scheme according to the actual situation at the site.

In some embodiments, the milling and excavating steps for the asphalt pavement can be performed according to the requirements of the technical Specification for maintaining asphalt pavement on roads. After the construction area is closed, the milling machine can be used for milling operation, and in the milling process, personnel are arranged to assist an operator of the milling machine to detect the milling depth at any time and adjust the milling depth in time. In some embodiments, the milling operation can be completed in sequence from one end of the area to be maintained at one time, and the construction process can not be stopped except for special reasons. The milled and dug asphalt needs to be arranged to be transported by a transport vehicle. The milling operation is completed at one time, so that the milling operation quality can be improved, and pits are reduced.

Referring to fig. 2B, fig. 2B illustrates a schematic cross-sectional view of a milled asphalt road according to some embodiments of the present invention.

As shown in fig. 2B, after milling away asphalt mixture of a given thickness, the road surface depression caused by rutting damage is completely leveled, facilitating stable connection between the semi-flexible layer and the underlying road 222. In some embodiments, the constructor may also inspect the area to be maintained after the milling operation. If the milled area to be maintained has defects such as cracks, pits, sinks, cuddles and the like, the defects should be repaired in advance to ensure that the lower road 222 is firm and flat, so as to facilitate stable connection between the semi-flexible layer and the lower road.

It will be understood by those skilled in the art that the above scheme of specifying milling thickness according to the depth of rut damage is only a preferred cost-saving scheme provided by the present invention, and is not intended to limit the scope of the present invention. Alternatively, in other embodiments, the constructor may also mill the layer of asphalt binder 221 completely (i.e., the milled thickness is equal to the thickness of the layer of asphalt binder 221) to achieve the same milling effect for leveling the rut damage.

As shown in fig. 1, the method for maintaining a road according to the present invention may further include step 103: and paving open-graded asphalt mixture to the milled road area, and rolling and leveling.

As described above, in some embodiments of the present invention, prior to laying open-graded asphalt mix, the milled road area surface may first be inspected for defects and the detected defects repaired. After that, the constructor can clean the milled road area surface to remove the dust and loose materials left on the surface of the area to be maintained by milling operation. In some preferred embodiments, the constructor may apply an asphalt emulsion on the surface of the lower asphalt binder layer 222 to perform a sealing process for preventing water as a rolling lubricant from penetrating into the lower asphalt binder layer 222 and improving the adhesive strength of the semi-compliant layer.

And then, a constructor can adopt an automatic paver to carry out paving operation to lay the open-graded asphalt mixture to the road area after sealing treatment. Compared with the conventional continuous graded mixture, the open graded asphalt mixture is a mixture uniformly composed of large stones, has large gaps after being paved, and is convenient for mortar to be poured to form a semi-flexible layer with strong rutting disease resistance. In addition, the open-graded asphalt mixture has lower density and lower consumption than the conventional continuous graded mixture, and is beneficial to reducing the cost of raw materials. In some embodiments, the same work area should be operated as continuously as possible, reducing the number of pauses to avoid marks of construction joints affecting the structural strength of the semi-flexible layer.

In some embodiments, the amount of open-graded asphalt mixture may be determined in advance according to the area of the road area to be maintained and the milling thickness. In some preferred embodiments, in response to the track disease record of the virtual tramcar end or the track disease prompt message sent by the virtual tramcar to the cloud end, the maintenance maintainer of the road may obtain the depth information of the track disease measured by the sensor from the tramcar end or the cloud end, and obtain the position information corresponding to the track disease. And then, a road maintenance maintainer can call an area map corresponding to the position information to calculate the area of a bus lane of a road section where the track diseases are located, and then the using amount of the open-graded asphalt mixture is calculated in advance before construction according to the area of the road section, the milling thickness and the density of the open-graded asphalt mixture. By calculating the using amount of the open-graded asphalt mixture in advance, materials, manpower and construction equipment can be prepared in advance to maintain the road section where the track diseases are located, so that the maintenance efficiency is improved, and the influence of the track diseases on public transportation is reduced.

After the laying of the open-graded asphalt mixture is finished, a constructor can roll and level the laid open-graded asphalt mixture by using a non-vibration double-steel-wheel road roller with the pressure index of 3.5-10 tons (the pressure index is below 4 tons/meter). The paved open-graded asphalt mixture is rolled and leveled by adopting a non-vibratory roller with the pressure index below 4 tons/m, so that a larger gap can be reserved while the open-graded asphalt mixture is leveled, and the mortar is conveniently poured to form a semi-flexible layer with strong rutting disease resistance. By adopting the steel wheel road roller made of non-rubber materials, the adhesive force between the open-graded asphalt mixture and the rolling wheel can be reduced, so that the open-graded asphalt mixture is prevented from being adhered by the rolling wheel to form a road surface defect. In some embodiments, the rolling wheels may be lubricated with a small amount of water during rolling to further avoid open-graded asphalt mix from sticking up by the rolling wheels to form pavement defects. And finishing rolling when the rolling marks of the wheels cannot be seen after rolling, wherein the height of the asphalt mixture is reduced by 10 percent after the asphalt mixture is compacted.

After the integral rolling of the open-graded asphalt mixture is finished, constructors can further adopt a non-vibration small-sized steel wheel road roller with the weight of less than 2 tons to carry out final surface leveling and seam leveling. The peripheral seams of the area to be maintained include, but are not limited to, seams of bus lanes of the road section to be maintained and bus lanes of other road sections, seams of bus lanes of the road section to be maintained and other lanes, and seams of bus lanes of the road section to be maintained and road edges. The leveling between the area to be maintained and the peripheral area can be realized by accurately calculating the using amount of the open-graded asphalt mixture and strictly controlling the high compression ratio of the asphalt mixture, so that the rutting disease at the peripheral joint can be prevented. In some embodiments, road compaction is performed on road surfaces that prohibit parking of the road roller in order to avoid rutting by leaving an impression on the road surface in the area to be maintained.

As shown in fig. 1, the method for maintaining a road according to the present invention may further include step 104: and pouring mortar into the open-graded asphalt mixture, and filling the pores of the open-graded asphalt mixture to form a semi-flexible layer.

As described above, the semi-flexible layer is formed by filling gaps of the open-graded asphalt mixture with mortar, has the characteristics of high strength, strong anti-rutting performance and the like, can improve the anti-rutting disease capability of the special lane for the virtual tramcar, and can prolong the service life of the special lane for the virtual tramcar.

Referring to fig. 2C, fig. 2C is a schematic cross-sectional view of a repaired and maintained asphalt road according to some embodiments of the present invention.

As shown in FIG. 2C, the asphalt pavement surface after repair and maintenance may be covered with a semi-flexible layer 24. The semi-flexible layer 24 may be composed of a graded asphalt mix and mortar, and may have a thickness equal to the previous milled thickness, so that the area to be maintained is flush with the surrounding area.

Before the mortar is poured, a constructor can add water into the high-performance mortar by a special high-speed pulping mixer according to the specified water adding amount of the product on a construction site. Thereafter, the operator may slowly pour the mortar into the compacted and leveled open-graded asphalt mixture so that the mortar covers and submerges the surface of the open-graded asphalt mixture. Under the action of gravity, the fluid mortar can penetrate downwards along the gaps of the open-graded asphalt mixture to fill the gaps among the particles of the open-graded asphalt mixture. Along with the air among the gaps of the open-graded asphalt mixture particles is discharged, the bubbling phenomenon can be generated on the surface of the mortar.

The constructor can observe the liquid level descending condition of the mortar and the bubbling condition of the surface of the mortar until the gaps among the open-graded asphalt mixture particles are completely filled with the mortar. In response to the surface of the open-graded asphalt mixture exposing the covered mortar, i.e., the liquid level of the mortar dropping to a level insufficient to cover the surface of the open-graded asphalt mixture, it may be judged that the mortar is insufficient, thereby immediately supplementing the mortar to the open-graded asphalt mixture. And responding to the condition that the surface of the mortar does not bubble any more and the liquid level of the mortar does not drop any more, and judging that gaps among the open-graded asphalt mixture particles are completely filled with the mortar. At this time, the step of pouring the mortar can be finished. In some embodiments, the mortar injection step requires continuous operation with no intervening downtime to avoid longitudinal seam hollows caused by mortar setting from affecting the structural strength of semi-flexible layer 24.

In some embodiments, the distribution of the mortar should be gradual to avoid an unordered pouring process to form lateral gap hollows that do not pour, which affect the structural strength of the semi-compliant layer 24. Referring to fig. 3, fig. 3 illustrates a schematic view of a grouting mortar provided according to some embodiments of the present invention.

As shown in fig. 3, in the above embodiment, the constructor can gradually move the grouting along the short side direction of the area to be maintained 32 of the bus lane 31 from the first long side 321 to the second long side 322 of the area to be maintained 32. After the pouring reaches the second long side 322, the pouring mortar is turned around and moved to the first long side 321 in a zigzag manner. And the steps are repeated in sequence until the mortar pouring of the whole road area 32 to be maintained is completed. By gradually moving the cloth along the short side direction of the area to be maintained 32 in a zigzag manner, the uniformity of the mortar cloth can be improved, thereby effectively avoiding the hollowing of the transverse gaps to improve the structural strength of the semi-flexible layer 24.

It will be appreciated by those skilled in the art that the embodiment shown in fig. 3, in which the vehicle driving direction is the long side direction and the vertical direction is the short side direction, is only a non-limiting embodiment of the present invention, and is intended to clearly illustrate the main concept of the present invention and provide a practical solution for the public without limiting the scope of the present invention. Alternatively, in other embodiments, the area to be maintained may be a flat area with the vehicle driving direction as the short side direction and the vertical direction as the long side direction.

As described above, the operator can lubricate the rolling wheels with a small amount of water while rolling. For the working condition that the open-graded asphalt mixture layer 222 has accumulated water, the accumulated water can be waited for volatilization or dried to avoid the adverse effect of the accumulated water on the quality of grouting treatment. In some embodiments, for the case that grouting must be performed under the condition of accumulated water, the constructor may start to distribute the material from the highest position of the area 32 to be maintained, and advance the material to the lower position in sequence until grouting is finished at the lowest position of the area 32 to be maintained, so as to facilitate the mortar to drive the accumulated water to the lower position. In some preferred embodiments, the distribution speed of the mortar should be lower than the speed at which the mortar fills the gap of the open-graded asphalt mixture to prevent the mortar from packing standing water in the gap. In some preferred embodiments, the mortar should be dropped after the foremost position of the poured mortar, so as not to spread the mortar directly on the accumulated water being driven out.

Generally, no air bubbles come out from gaps of the open-graded asphalt mixture within 5-10 minutes after mortar pouring is finished. This indicates that the mortar has filled the gaps of the open-graded asphalt mix. In some embodiments, after completing the mortar pouring for 5-10 minutes, the constructor may scrape the mortar before skinning the surface of the mortar, and remove the excess mortar on the surface of the open-graded asphalt mixture to expose the surface of the open-graded asphalt mixture. Specifically, the constructor can scrape off the excessive mortar on the surface by applying force with a rubber scraper so as to expose the aggregate of the asphalt mixture. The step of scraping the pulp is carried out by adopting the rubber scraper made of the non-sponge material, so that the pressure of scraping the pulp can be improved to ensure that no mortar depression is formed. In some preferred embodiments, the step of scraping the slurry can also be performed in a zigzag manner as described above, and the step of scraping the slurry can be performed between the first long side 321 and the second long side 322 of the area to be maintained 32 to improve the uniformity of the scraping slurry and to scrape the slurry as thoroughly as possible without leaving any scratches.

After the grouting and slurry scraping steps are completed, constructors can pull the warning lines to protect the construction site and forbid people and vehicles from running at the same time until the structure of the semi-flexible layer 24 is completely dried and stable.

In conclusion, the invention can determine the high-occurrence areas (such as a station area and a road junction area) of the rutting diseases according to the road surface depressions of the bus lanes, and replace the original asphalt binder layer 221 of the high-occurrence areas of the rutting diseases with the semi-flexible layer 24 with strong rutting resistance and long service life. Therefore, the invention can achieve the effects of low economic cost, simple and quick construction, small influence on traffic, long service life and the like, and is very suitable for the maintenance of special lanes of buses with moderate weights and highly concentrated running tracks, such as virtual rail trams, BRTs and the like.

While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.

The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A road maintenance method is characterized by comprising the following steps:

determining a road area to be maintained according to the track diseases;

milling the asphalt pavement of the road area to a specified thickness;

paving open-graded asphalt mixture to the milled road area, and carrying out rolling and leveling; and

and pouring mortar into the open-graded asphalt mixture, and filling the pores of the open-graded asphalt mixture to form a semi-flexible layer.

2. The maintenance method according to claim 1, wherein the road comprises a bus lane, the bus lane is provided with a virtual track for guiding a virtual track vehicle to track, and the step of determining the road area to be maintained comprises:

monitoring road surface depressions along the virtual track as the rut diseases; and

and determining the bus lane of the road section where the track disease is located as the road area to be maintained.

3. The maintenance method according to claim 2, further comprising:

measuring the depth of the rut disease; and

and designating a milling thickness not less than the depth according to the depth of the track disease.

4. The maintenance method according to claim 3, further comprising:

and determining the using amount of the open-graded asphalt mixture according to the area of the road area to be maintained and the milling thickness.

5. The maintenance method of claim 1, wherein the step of laying the open-graded asphalt mix comprises:

carrying out defect detection on the milled road area surface, and repairing the detected defects;

sweeping the surface of the milled road area to remove dust and loose materials on the surface;

coating the cleaned surface with asphalt emulsion for sealing treatment; and

and continuously paving the open-graded asphalt mixture in the road area after sealing treatment.

6. The maintenance method of claim 5, wherein said rolling and leveling step comprises:

rolling the laid open-graded asphalt mixture by using a 3.5-10 ton non-vibratory roller, wherein the pressure index of the small-sized non-vibratory roller is below 4 tons/m; and

and carrying out surface leveling on the rolled open-graded asphalt mixture by adopting a non-vibratory leveling roller with the weight of less than 2 tons, and carrying out seam leveling on peripheral seams of the road area to be maintained, wherein the non-vibratory roller and the rolling wheel of the non-vibratory leveling roller are both made of non-rubber materials.

7. The maintenance method according to claim 1, wherein the step of pouring the mortar comprises:

pouring mortar into the rolled and leveled open-graded asphalt mixture to cover the surface of the open-graded asphalt mixture, wherein the mortar downwards penetrates along gaps of the open-graded asphalt mixture to fill the gaps;

observing the liquid level and the bubbling condition of the mortar;

replenishing the open-graded asphalt mixture with mortar in response to the liquid level of the mortar dropping insufficient to cover the surface of the open-graded asphalt mixture; and

and ending the step of pouring the mortar in response to the mortar no longer bubbling.

8. The repair and maintenance method of claim 7, wherein the step of pouring the mortar further comprises:

moving the pouring mortar from the first long edge to the second long edge of the road area to be maintained along the short edge direction of the road area to be maintained; and

and after the second long edge is reached, turning around, moving the grouting mortar to the first long edge in a zigzag mode, and sequentially reciprocating until the grouting of the mortar in the whole road area to be maintained is completed.

9. The repair and maintenance method of claim 7, wherein the step of pouring the mortar further comprises:

pouring mortar from the highest position of the road area to be maintained, and sequentially advancing to the lower positions until the lowest position of the road area to be maintained is finished, wherein the mortar pouring speed is lower than the mortar filling speed of the pores, and the mortar blanking position is behind the foremost position of the poured mortar.

10. The maintenance method according to claim 1, further comprising:

and in response to the completion of the step of pouring the mortar, scraping the mortar before the surface of the mortar is skinned, and removing the redundant mortar on the surface of the open-graded asphalt mixture to expose the surface of the open-graded asphalt mixture.