CN112726321A - 一种全厚式超薄长寿命路面结构及其施工方法 - Google Patents
一种全厚式超薄长寿命路面结构及其施工方法 Download PDFInfo
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Abstract
本发明公开了一种全厚式超薄长寿命路面结构及其施工方法,本方法利用聚氨酯材料搭配不同矿料制备功能性不同的路面结构层,根据结构层的功能差异合成全厚式超薄长寿命路面结构,该路面结构整体稳定性好、层间联结强度高、抵抗疲劳荷载能力强、结构层数少、结构层厚度小,可有效延长路面结构使用寿命。
Description
技术领域
本发明涉及一种全厚式超薄长寿命路面结构及其施工方法,属于道路工程领域。
背景技术
当代道路技术正向以耐久、绿色、智能为特征的“第五代”智能道路转型发展,其中研发长寿命路面技术是核心目标之一,建设长寿命路面可以降低由于频繁维修造成的过高寿命周期费用,减少资源浪费,保障路面使用性能的优良率和路网通行能力,长寿命路面是实现降低全寿命成本和用户成本的有效途径。
目前长寿命路面多采用半刚性基层沥青路面或者全厚式沥青路面结构,主要通过以下途径来延长路面的使用寿命:(1)在沥青混合料中掺加抗车辙剂或高模量添加剂等外掺剂,或者采用复合改性沥青等,以改善沥青混合料性能;(2)增加结构层数和结构层厚度,以降低路面结构层层底拉应变。
中国发明专利CN 103669154 A公开了一种结构层寿命逐层递增的耐久性沥青路面设计方法。该结构层寿命逐层递增的耐久性沥青路面由耐久性面层、长寿命基层、永久性路基构成,其中耐久性面层由优质高性能沥青混合料铺筑而成,厚度为18cm~36cm,长寿命基层由优质无机结合料稳定类基层铺筑而成,厚度为60cm~80cm,永久性路基为路堤或路堑,整个路面结构厚度为78cm~116cm。
中国发明专利CN 103243626 A公开了一种适用于重载交通的半刚性基层沥青路面耐久性结构,自上而下包括如下结构层:4cm表面层为改性SAC沥青混凝土,改性沥青防水粘结层,6cm中面层为重质SAC沥青混凝土,2cm下面层为改性SAC沥青混凝土,改性沥青防水粘结层,四层半刚性基层分别厚20cm以及土基,整个路面结构层厚度大于92cm。
中国专利CN 103321121 A公开了一种基于均匀沉降的长寿命沥青路面结构,该路面结构由上至下包括沥青面层和抗疲劳型水泥稳定碎石基层,所述沥青面层由上至下包括表面层、中面层和下面层,所述表面层和中面层之间、中面层和下面层之间喷洒粘层油。
中国专利CN107165017A公开了一种用于旧沥青路面改造的永久性复合式路面结构,自上而下依次包括高性能水泥混凝土层、沥青面层、基层、底基层和路基。高性能水泥混凝土层安设在沥青面层上,沥青面层安设在基层上,或者高性能水泥混凝土层替换沥青面层安设在基层上,基层安设在底基层上,底基层安设在路基上,竖向凹部贯穿沥青面层和基层,如果不存在沥青面层,则仅贯穿基层,高性能水泥混凝土柱填充在竖向凹部中并分别连接高性能水泥混凝土层和底基层。
沥青混合料性能的提升和路面结构层数及厚度的增加在一定程度上提升了沥青路面结构的耐久性,但是都不能从本质上解决这类沥青路面结构本身存在的抗疲劳荷载能力弱、层间易发生剪切破坏、基层裂缝易反射到面层、易产生车辙和坑槽病害等问题。而且又带来了许多新的问题,比如大量沥青改性剂和沥青混合料外掺剂的应用提高了工程成本,不同类型、批次及质量的改性剂应用导致工程质量控制困难,而较大的路面结构层厚度和较多的路面结构层数,导致砂石、土、水泥和沥青等建筑材料用量增多,提高了成本并增加了施工难度,无法保证施工质量。
发明内容
本发明克服了上述现有技术的不足,提供一种全厚式超薄长寿命路面结构及其施工方法,本方法利用聚氨酯材料搭配不同矿料制备功能性不同的路面结构层,根据结构层的功能差异合成全厚式超薄长寿命路面结构,该路面结构整体稳定性好、层间联结强度高、抵抗疲劳荷载能力强、结构层数少、结构层厚度小,可有效延长路面结构使用寿命。
一种全厚式超薄长寿命路面结构,所述的全厚式长寿命路面结构设置于路基之上,该全厚式长寿命路面由下而上依次包括:复合式联结层、抗疲劳层、承重层、高强粘结层和抗滑磨耗层;
所述复合式联结层包括底层和上层,所述底层为级配碎石层,所述上层为开级配大粒径透水性聚氨酯碎石混合料层;
所述抗疲劳层由骨架嵌挤结构聚氨酯混合料铺筑而成;
所述承重层由悬浮密实型聚氨酯混合料铺筑而成;
所述高强粘结层由聚氨酯类复合材料固化后形成;
所述抗滑磨耗层由高黏高弹改性沥青混合料铺筑而成。
进一步的,上述级配碎石层的厚度为6~15cm,上述开级配大粒径透水性聚氨酯碎石混合料层的厚度为8~12cm;上述抗疲劳层厚度为5-9cm;上述承重层厚度为6-12cm;上述高强粘结层厚度为1~3mm;上述抗滑磨耗层的厚度为3-6cm。
进一步的,上述级配碎石层是由0~5mm、5~10mm、10~20mm、20~30mm的集料按照质量比为(25~35):(20~30):(40~50):(0.1~10)比例混合配制而成。
进一步的,上述开级配大粒径透水性聚氨酯碎石混合料层是由矿料与聚氨酯胶结料按照质量比(95~98):(2~5)的比例混合所制备的空隙率为15%~20%的骨架孔隙结构混合料;所述矿料是由径为0~3mm、3~5mm、5~10mm、10~20mm、20~30mm的集料按照(25~35):(20~30):(20~40):(0.1~15):(0.1~15)比例混合配制而成。
进一步的,上述骨架嵌挤结构聚氨酯混合料由聚氨酯胶结料和矿料按照质量比(94~97):(3~6)的比例混合所制备的空隙率为13%~18%的混合料,所述矿料是由矿粉、0~3mm、3~5mm、5~10mm、10~20mm集料按照(0.1~5):(0.1~10):(5~20):(25~50):(10~30)比例混合配制而成;
进一步的,上述悬浮密实型聚氨酯混合料由矿料、橡胶粉、聚氨酯胶结料按照质量比(92~95):(0~10):(3~6)的比例混合所制备的空隙率为2%~5%的混合料,所述矿料由矿粉、0~3mm、3~5mm、5~10mm、10~20mm集料按照(3~10):(30~40):(10~20):(10~30):(10~20)比例混合配制而成。
进一步的,上述聚氨酯类复合材料由聚氨酯胶结料、填料、添加剂、抗剥落剂按照(56~85):(32~50):(5~12):(0.1~1)的质量比例混合而成;所述填料为轻钙粉;所述添加剂为炭黑;所述抗剥落剂为端羟基含磷聚酯。
进一步的,上述高黏高弹改性沥青混合料由集料、矿粉、高黏高弹改性沥青按照(85~95):(5~10):(3~6)的质量比例混合而成,其空隙率为3-5%;
所述高黏高弹改性沥青为SBS复合改性沥青、聚氨酯复合改性沥青、橡胶粉复合改性沥青中的一种;
所述集料为玄武岩和辉绿岩中的一种;所述矿粉为石灰石矿粉。
进一步的,上述聚氨酯胶结料是按照专利CN109180071B中所述方法制备的单组分湿固化胶结料;所述集料为玄武岩和辉绿岩中的一种;所述矿粉为石灰石矿粉。
上述全厚式超薄长寿命路面结构的施工方法,包括如下步骤:
1)级配碎石采用现场拌和法拌和,采用稳定土拌和机拌和2~4遍,当混合料含水量等于或略大于最佳含水量时,应立即用12t以上振动压路机进行碾压,由两侧向中间碾压,直到达到规定的压实度。
2)开级配大粒径透水性聚氨酯碎石混合料层、抗疲劳层和承重层采用间歇式沥青混合料拌和站进行混合料生产,施工过程中无需对材料加热,由自卸汽车运输至施工现场,采用沥青混合料摊铺机进行摊铺,摊铺机速度1.5~2.0m/min,采用钢轮压路机静压2~4遍,压路机速度为2.5~3.5km/h,每层压实24~36h后可进行下一层次施工。
3)高强粘结层采用洒布车进行聚氨酯复合材料的洒布,洒布量为1~3kg/m2;
4)抗滑磨耗层施工方法同常规热拌改性沥青混合料。即可完成全厚式超薄长寿命路面结构的施工。
复合式联结层采用级配碎石和开级配大粒径透水性聚氨酯碎石混合料层组成,其整体性较好,共同形成柔性联结层结构,一是可以释放土基顶面应力,承受上部荷载并将其传递到土基,并可以有效抑制反射裂缝、改善上下层材料温湿状态。二是开级配大粒径透水性聚氨酯碎石混合料层形成了单一粒径骨架嵌挤,并且采用少量细集料进行填充,提高混合料模量与耐久性,既具有良好的排水性能又具较高模量与耐久性,级配碎石和开级配大粒径透水性聚氨酯碎石混合料层可以将进入路面结构内的自由水向路基和两侧路肩结构渗流而逐渐排走,保证了整个路面结构的水稳定性。三是复合式联结层与抗疲劳层和承重层一起形成全厚式结构,提高结构承载力和抗疲劳性能,实现路基与路面之间的完美过渡。
抗疲劳层采用集料嵌挤结构优化理论进行骨架嵌挤结构聚氨酯混合料矿料级配设计,骨架嵌挤结构聚氨酯混合料抗疲劳特性优异、强度高,在满足抗疲劳层使用需要的同时与承重层一起联结为一体,提高整个结构承载能力。
承重层由聚氨酯胶结料、粗集料、细集料、橡胶粉和石灰石矿粉在常温下拌和而成的聚氨酯混合料,经摊铺和压实而成。用连续级配进行矿料级配设计,聚氨酯混合料形成悬浮密实结构,混合料空隙率小,减少水分由上而下进入路面结构内,同时抗劈裂强度高,承受弯拉应力能力强。
高强粘结层由聚氨酯类复合材料均匀洒布在在承重层表面固化后形成,聚氨酯胶结料中的大分子链段与填料中的无机物CaCO3表面相互作用,另一方面,因为聚氨酯大分子链本身也会产生交织作用,通过上述两方面的作用,填料颗粒被完全地包裹缠绕在胶结料内部,从而在一定程度上增加了胶结料的拉伸强度。炭黑一方面可以改善聚氨酯胶结料物理状态,以满足施工操作需求,另一方面可吸收固化过程中释放的CO2。端羟基含磷聚酯既可以与聚氨酯胶结料中过剩的异氰酸酯基反应,又可以与抗滑磨耗层和承重层中的石料之间形成化学吸附,从而提高两层之间的粘结性能。
各结构层之间协同共效,共同实现该路面结构的效果。抗滑磨耗层采用形成骨架密实结构的高黏高弹改性沥青混合料,为车辆提供良好的行驶表面,可直接加铺、铣刨或再生等,便于维修养护,并不影响路面结构强度和承载力。在面层下100~150mm高应力区设置了模量较高的聚氨酯混合料承重层,有效抵抗荷载作用,保证路面结构的稳定性。在路面结构层层底设置了由骨架嵌挤结构聚氨酯混合料,其疲劳极限应变在300με左右,抗疲劳特性优异,可以抵抗结构层层底拉应变,控制自下而上疲劳开裂产生,有效保证了整个路面结构的使用寿命。复合式联结层与抗疲劳层、抗疲劳层与承重层之间结合料类型相同,承重层与抗滑磨耗层之间使用聚氨酯复合材料组成的高强度粘结层,结构层间完美联结。复合式层间剪切试验表明,各层间剪切强度大于0.8MPa,可抵抗结构层间水平剪应力,保证了路面结构整体性。
有益效果:
(1)该路面结构整体稳定性好、层间联结强度高、抵抗疲劳荷载能力强、结构层数少、结构层厚度小、结构层间协同作用明显,可有效延长路面结构使用寿命,解决建筑市场砂石料短缺、路面结构整体稳定性差、温度和湿度敏感性强、施工能耗和排放高等问题。
(2)该路面结构的各结构层材料充分发挥各自性能优势,协同共效,在保证整个路面结构抗疲劳性能的同时降低工程成本。各结构层间联结较好,整个路面结构整体性较好。
(3)该路面结构结构可以有效减薄长寿命路面结构层厚度,减少结构层数。相对于目前常用的组合式长寿命沥青路面厚度80~90cm,全厚式长寿命沥青路面厚度为40~50cm,结构层厚度分别减薄50cm和10cm,节约大量的砂石、沥青、水泥和土等建筑材料资源。相对于目前常用的长寿命沥青路面7~9层结构,所推荐结构仅有5层结构,且每层均采用常规路面施工机械施工,降低施工难度,有效保证施工质量。
附图说明
图1全厚式超薄长寿命路面结构的示意图。
具体实施方式
为了使本技术领域人员更好地理解本申请中的技术方案,下面结合实施例对本发明作进一步说明,所描述的实施例仅是本申请一部分实施例,而不是全部,本发明不受下述实施例的限制。
《交通强国建设纲要》中明确提出“促进资源节约集约利用”和“强化节能减排和污染防治”。本发明提出了一种低碳环保的全厚式超薄长寿命路面结构,整体性及耐久性好,可以有效较少养护维修次数,节约投资,提高公路服务水平,同时结构层较薄,可节约大量筑路材料,减少能量消耗和排放,可为公路建设高质量绿色发展服务。
实施例1制备全厚式超薄长寿命路面结构
1、路面结构组成
如附图1所示,本实施例的全厚式超薄长寿命路面结构由复合式联结层1、抗疲劳层2、承重层3、高强粘结层4和抗滑磨耗层5,自下而上铺筑在路基顶面。复合式联结层自下而上由级配碎石层和开级配大粒径透水性聚氨酯碎石混合料层组成,级配碎石层的技术指标见表1。开级配大粒径透水性聚氨酯碎石混合料层由矿料与聚氨酯胶结料按比例混合所制备的空隙率为15%~20%的骨架孔隙结构混合料,所述矿料是由径为0~3mm、3~5mm、5~10mm、10~20mm、20~30mm的石灰岩集料混合配制而成。混合料类型及矿料级配见表2。
抗疲劳层采用骨架嵌挤结构聚氨酯混合料,由聚氨酯胶结料和矿料混合制备,矿料为石灰石矿粉、0~3mm、3~5mm、5~10mm、10~20mm的石灰岩集料,采用集料嵌挤优化理论进行矿料级配设计时,可以消除干涉作用对矿料空隙率的影响,使混合料最终形成单间断或双间断级配的骨架嵌挤结构,采用此方法设计的混合料具有密实度大、劲度模量高和抗疲劳性能好等优点,可以有效降低胶结料用量。混合料类型及矿料级配见表2。
承重层采用悬浮密实结构聚氨酯橡胶粉混合料,由矿料、橡胶粉、聚氨酯胶结料混合制备,选用40目的橡胶粉,橡胶粉与聚氨酯胶结料的比例为22:78。混合料类型、矿料级配和胶结料用量见表2。
抗滑磨耗层采用高黏高弹改性沥青混合料,高黏高弹改性沥青混合料由集料、矿粉、高黏高弹改性沥青混合而成,其中高黏高弹改性沥青由质量分数为5%聚氨酯、6%的SBS和2%粘度调节剂、0.8%相容剂,与86.2%基质沥青混合得到,高黏高弹改性沥青的针入度为42(0.1mm),软化点为88℃,135℃布氏黏度为2.8Pa.s。混合料类型、矿料级配和胶结料用量见表2。
聚氨酯类复合材料由聚氨酯胶结料、轻质碳酸钙、炭黑、端羟基含磷聚酯组成,材料质量份数为75:17:7:1。各结构层混合料类型及矿料级配见表2。各结构层混合料技术指标见表3。
表1级配碎石级配范围
表2混合料矿料级配范围
表3混合料技术指标
2、施工方法
级配碎石层采用稳定土拌和机拌和2~4遍,20t振动压路机进行碾压,由两侧向中间碾压,直到压实度大于等于95%。
开级配大粒径透水性聚氨酯碎石混合料层、抗疲劳层和承重层采用间歇式沥青混合料拌和站进行混合料生产,施工过程中无需对原材料加热,由自卸汽车运输至施工现场,采用沥青混合料摊铺机进行摊铺,摊铺机速度1.5m/min,采用钢轮压路机静压3遍,压路机速度为2.5km/h,每层压实完成后24h后进行下一层次施工。
高强粘结层采用洒布车进行聚氨酯复合材料的洒布,洒布量为1kg/m2;
抗滑磨耗层施工方法同常规热拌改性沥青混合料,即可即可获得全厚式超薄长寿命路面结构如图1所示。
3、检测结果
(1)采用倾斜剪切试验,测试不同环境条件下,抗滑磨耗层与承重层之间的层间抗剪强度,试验结果见表4。
表4不同环境条件下的层间剪切强度
试验条件 | 剪切强度/MPa |
常温 | 2.53 |
60℃ | 1.73 |
冻融循环后 | 1.58 |
分析表4中数据可知,不同试验条件下的层间剪切强度都大于1MPa,表明路面结构层间界面联结较好,路面结构具有较好的整体性。
(2)采用四点弯曲疲劳试验测试抗疲劳层在不同应变水平下的疲劳寿命,结果见表5所示。
表5不同应变水平下抗疲劳层的疲劳寿命
应变水平/με | 疲劳寿命/次 |
600 | 734700 |
700 | 428900 |
800 | 364220 |
1000 | 192980 |
基于外推法,根据表5中的测试数据,采用Carpenter S H等人提出的疲劳性能方程式(1),推算出抗疲劳层混合料的疲劳极限为295με,建立抗疲劳层混合料的疲劳寿命预估方程式(2)。改性沥青混合料疲劳极限在100με左右,而骨架嵌挤结构聚氨酯混合料抗疲劳层的疲劳极限是其3倍左右,表明抗疲劳层具有较强抵抗行车荷载重复作用的能力。
LgNf=A-BLg(ε-εr) (1)
式中εr为混合料的疲劳极限,Nf为混合料疲劳寿命。
LgNf=9.686-1.5408Lg(ε-295) (2)
该路面结构充分利用聚氨酯混合料优异的抗疲劳、抗车辙和节能环保等特性,减薄长寿命路面厚度,并具有较好的整体性,抵抗行车荷载反复作用的能力强,养护维修方便,节能减排,有益于环境保护,为长寿命路面建设提供一种新型的结构形式。
实施例2全厚式超薄长寿命路面结构的对比
1、路面结构组成优势
选择典型的全厚式长寿命沥青路面和组合式长寿命沥青路面进行对比分析,路面结构见表6,全厚式超薄长寿命路面总厚度仅为结构二和三的81.0%和41.5%,大幅减薄了长寿命路面厚度。
表6路面结构及厚度
2、路面结构成本优势
以长1km路面宽度25m的高速公路为例,按照当前材料市场价格,对表6中拟定的三种路面结构的各类材料用量及成本进行计算,计算结果见表7。
表7 3种路面结构材料用量及成本
分析表7中数据可知,相对于常规长寿命路面结构,超薄长寿命路面的抗疲劳性能优异,路面结构整体性好,超薄长寿命路面大幅减薄路面结构厚度,混合料用量相对于结构二和结构三分别减少15.2%、56.6%,材料成本相对于结构二增加了3.5%,相对于结构三减少了8.1%,同时由于超薄长寿命路面中聚氨酯混合料采用常温施工,相对于结构二和三分别减少了90.2%和84.6%的CO2排放和天然气消耗。综上所述,所推荐的全厚式超薄长寿命路面结构具有显著的经济环保效益,推广应用价值大。
Claims (10)
1.一种全厚式超薄长寿命路面结构,其特征在于,所述的全厚式长寿命路面结构设置于路基之上,该全厚式长寿命路面由下而上依次包括:复合式联结层、抗疲劳层、承重层、高强粘结层和抗滑磨耗层;
所述复合式联结层包括底层和上层,所述底层为级配碎石层,所述上层为开级配大粒径透水性聚氨酯碎石混合料层;
所述抗疲劳层由骨架嵌挤结构聚氨酯混合料铺筑而成;
所述承重层由悬浮密实型聚氨酯混合料铺筑而成;
所述高强粘结层由聚氨酯类复合材料固化后形成;
所述抗滑磨耗层由高黏高弹改性沥青混合料铺筑而成。
2.如权利要求1所述的路面结构,其特征在于,所述的级配碎石层的厚度为6~15cm,所述开级配大粒径透水性聚氨酯碎石混合料层的厚度为8~12cm;所述抗疲劳层厚度为5~9cm;所述承重层厚度为6~12cm;所述高强粘结层厚度为1~3mm;所述抗滑磨耗层的厚度为3-6cm。
3.如权利要求1所述的路面结构,其特征在于,所述的级配碎石层是由0~5mm、5~10mm、10~20mm、20~30mm的集料按照质量比为(25~35):(20~30):(40~50):(0.1~10)比例混合配制而成。
4.如权利要求1所述的路面结构,其特征在于,所述的开级配大粒径透水性聚氨酯碎石混合料层是由矿料与聚氨酯胶结料按照质量比(95~98):(2~5)的比例混合所制备的空隙率为15%~20%的骨架孔隙结构混合料;所述矿料是由径为0~3mm、3~5mm、5~10mm、10~20mm、20~30mm的集料按照(25~35):(20~30):(20~40):(0.1~15):(0.1~15)比例混合配制而成。
5.如权利要求1所述的路面结构,其特征在于,所述的骨架嵌挤结构聚氨酯混合料由聚氨酯胶结料和矿料按照质量比(94~97):(3~6)的比例混合所制备的空隙率为13%~18%的混合料,所述矿料是由矿粉、0~3mm、3~5mm、5~10mm、10~20mm集料按照(0.1~5):(0.1~10):(5~20):(25~50):(10~30)比例混合配制而成。
6.如权利要求1所述的路面结构,其特征在于,所述的悬浮密实型聚氨酯混合料由矿料、橡胶粉、聚氨酯胶结料按照质量比(92~95):(0~10):(3~6)的比例混合所制备的空隙率为2%~5%的混合料,所述矿料由矿粉、0~3mm、3~5mm、5~10mm、10~20mm集料按照(3~10):(30~40):(10~20):(10~30):(10~20)比例混合配制而成。
7.如权利要求1所述的路面结构,其特征在于,所述的聚氨酯类复合材料由聚氨酯胶结料、填料、添加剂、抗剥落剂按照(56~85):(32~50):(5~12):(0.1~1)的质量比例混合而成;所述填料为轻钙粉;所述添加剂为炭黑;所述抗剥落剂为端羟基含磷聚酯。
8.如权利要求1所述的路面结构,其特征在于,高黏高弹改性沥青混合料由集料、矿粉、高黏高弹改性沥青按照(85~95):(5~10):(3~6)的质量比例混合而成,其空隙率为3-5%;
所述高黏高弹改性沥青为SBS复合改性沥青、聚氨酯复合改性沥青、橡胶粉复合改性沥青中的一种;
所述矿粉为石灰石矿粉;所述的集料为玄武岩和辉绿岩中的一种。
9.如权利要求3-6任一项所述的路面结构,其特征在于,所述的集料为玄武岩和辉绿岩中的一种;所述矿粉为石灰石矿粉。
10.如权利要求1所述的全厚式超薄长寿命路面结构的施工方法,其特征在于,包括如下步骤:
1)级配碎石采用现场拌和法拌和,采用稳定土拌和机拌和2~4遍,当混合料含水量等于或略大于最佳含水量时,应立即用12t以上振动压路机进行碾压,由两侧向中间碾压,直到达到规定的压实度。
2)开级配大粒径透水性聚氨酯碎石混合料层、抗疲劳层和承重层采用间歇式沥青混合料拌和站进行混合料生产,施工过程中无需对材料加热,由自卸汽车运输至施工现场,采用沥青混合料摊铺机进行摊铺,摊铺机速度1.5~2.0m/min,采用钢轮压路机静压2~4遍,压路机速度为2.5~3.5km/h,每层压实24~36h后可进行下一层次施工。
3)高强粘结层采用洒布车进行聚氨酯复合材料的洒布,洒布量为1~3kg/m2;
4)抗滑磨耗层施工方法同常规热拌改性沥青混合料。即可完成全厚式超薄长寿命路面结构的施工。
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