CN113089470A - Bridge deck high-toughness ultrathin wearing layer and construction method thereof - Google Patents
Bridge deck high-toughness ultrathin wearing layer and construction method thereof Download PDFInfo
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- CN113089470A CN113089470A CN202110401014.4A CN202110401014A CN113089470A CN 113089470 A CN113089470 A CN 113089470A CN 202110401014 A CN202110401014 A CN 202110401014A CN 113089470 A CN113089470 A CN 113089470A
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/08—Damp-proof or other insulating layers; Drainage arrangements or devices ; Bridge deck surfacings
- E01D19/083—Waterproofing of bridge decks; Other insulations for bridges, e.g. thermal ; Bridge deck surfacings
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
Abstract
The invention discloses a bridge deck high-toughness ultrathin wearing layer which is used for being paved on a cement concrete bridge deck, the thickness of the bridge deck high-toughness ultrathin wearing layer is 1-2cm, the bridge deck high-toughness ultrathin wearing layer comprises a hot-mixing ultrathin covering layer and a bonding waterproof layer, the bonding waterproof layer is used for connecting the hot-mixing ultrathin covering layer and a cement concrete layer of the bridge deck, and the hot-mixing ultrathin covering layer is formed by the following components in a proportion by using steps: 100 parts of mineral aggregate, namely 77-87 parts of coarse aggregate, 8-18 parts of fine aggregate and 4-6 parts of mineral powder filler; 5.5 to 6.5 parts of high-viscosity modified asphalt; 0.1-1 part of anti-stripping agent. And a construction method of the bridge deck high-toughness ultrathin wearing layer. Compared with the prior art, the bridge deck high-toughness ultrathin wearing layer formed by combining the mixture ratio provided by the invention with a corresponding construction method has excellent cohesive force, water resistance, anti-stripping performance and anti-aging performance, and can effectively improve the safety and comfort of driving.
Description
Technical Field
The invention relates to the technical field of road construction, in particular to a bridge deck high-toughness ultrathin wearing layer and a construction method thereof.
Background
Old bridge decks are mostly paved by adopting cement concrete, for example, a through-traffic Jinshajiang bridge is built in 9 months in 2008, the span diameter of the bridge is arranged to be a pre-uniform-force concrete T beam, a cable-stayed bridge and a pre-uniform-force concrete T beam, the bridge leading position is an assembled pre-uniform-force concrete simply-supported T beam, the main bridge is a cable-stayed bridge, the total length is 1390 m, the width is 24.5 m, and the lane width is 21 m.
Based on the old and limited dead load of this kind of bridge pontic, it is difficult to carry out extensive transformation construction to the bridge floor, consequently for the security and the travelling comfort that improve this kind of bridge driving, prior art proposes to spread asphalt concrete additional at cement concrete bridge face to improve bridge face roughness, skid resistance, and noise reduction to a certain extent. However, the existing asphalt pavement layer basically adopts asphalt concrete with the thickness of 4cm or more than 4cm, and the cost is higher. In order to reduce the construction cost, the thickness of the asphalt pavement layer can be reduced. The paving thickness of the thinned asphalt concrete, namely the ultrathin wearing layer is within the range of 1-2cm, and the asphalt concrete can generate obvious economic benefit compared with asphalt concrete with the thickness of 4cm or more than 4cm, but also has the problems of insufficient surface skid resistance, infirm interlayer bonding and the like. Particularly, in consideration of the problems of high temperature along the line of the old main line bridge, more heavy-duty vehicles and the like, the requirements on the anti-cracking performance and the durability of the surface wearing layer are higher, so that the arrangement and the construction method of the ultra-thin wearing layer applied to the old bridge deck need to be deeply researched and improved.
Disclosure of Invention
In view of the above, it is necessary to provide a bridge deck high-toughness ultra-thin wearing layer and a construction method thereof, which have excellent adhesion, water-peeling resistance and aging resistance, can sufficiently bond the ultra-thin wearing layer and the cement concrete layer of the old pavement, and are not easy to fall off and fall off after passing, and have poor durability.
The invention is realized by the following technical scheme:
a bridge deck high-toughness ultrathin wearing layer is paved on a cement concrete bridge deck, the thickness of the bridge deck high-toughness ultrathin wearing layer is 1-2cm, and the bridge deck high-toughness ultrathin wearing layer comprises a hot-mixing ultrathin finish coat and a bonding waterproof layer, wherein the bonding waterproof layer is used for connecting the hot-mixing ultrathin finish coat and the cement concrete layer of the bridge deck; the hot-mixing ultrathin finishing coat is prepared by grading the following components in proportion by weight: 100 parts of mineral aggregate, namely 77-87 parts of coarse aggregate, 8-18 parts of fine aggregate and 4-6 parts of mineral powder filler; 5.5 to 6.5 parts of high-viscosity modified asphalt; 0.1-1 part of anti-stripping agent.
In one embodiment, the bonding waterproof layer is made of modified emulsified asphalt, and is sprayed on the cement concrete layer at the temperature of 70-90 ℃ in an amount of 0.5-0.6 kg per square meter.
The construction method of the bridge deck high-toughness ultrathin wearing layer comprises the following steps:
s1, repairing or crack pouring the bridge deck damage defect part according to the bridge deck damage degree;
s2, finish milling and planing the bridge deck by using a milling machine, and cleaning and dedusting the finish milled bridge deck;
s3, determining the mixing proportion of mineral aggregate, high-viscosity modified asphalt and anti-stripping agent according to the paving thickness of the hot-mixed ultrathin finishing coat, and mixing to obtain a hot-mixed asphalt mixture; during mixing, the heating temperature of the high-viscosity modified asphalt is controlled to be 175-185 ℃, the heating temperature of the mineral aggregate is controlled to be 195-205 ℃, and the discharging temperature of the hot-mixed asphalt mixture is controlled to be 180-200 ℃;
s4, transporting the hot-mixed asphalt mixture to the site, and controlling the site-arrival temperature of the hot-mixed asphalt mixture to be not lower than 170 ℃;
s5, uniformly spraying modified emulsified asphalt on the surface of the bridge floor after cleaning and dedusting to cover the bridge floor to form a bonding waterproof layer; after the bonding waterproof layer is demulsified, paving a hot-mixed asphalt mixture on the surface of the bonding waterproof layer, wherein the paving temperature of the hot-mixed asphalt mixture is controlled to be not lower than 165 ℃;
s6, rolling the paved hot-mixed asphalt mixture, and smoothing and leveling the paved hot-mixed asphalt mixture to form a high-toughness ultrathin wearing layer of the bridge deck, wherein the rolling temperature of the hot-mixed asphalt mixture is controlled to be not lower than 120 ℃.
In one embodiment, the repairing or caulking process in step S1 includes:
chiseling the local damaged bridge floor and then repairing by adopting the same material as the cement concrete layer; repairing cracks and corners with the fracture width exceeding 3mm by adopting epoxy mortar;
cleaning cracks with the fracture width smaller than 3mm, and then pouring the cracks with epoxy resin; and cleaning the joint and the joint cutting, and then pouring the joint by adopting polyurethane asphalt.
In one embodiment, in step S2, the specific operation manner of finish milling is as follows: preliminarily determining milling depth according to the paving thickness of the hot-mixed ultrathin covering layer, dividing milling areas on the top surface of the bridge deck in equal proportion, measuring the position elevation corresponding to each milling area, fitting the line shape of the existing bridge deck, adjusting the milling depth of different milling areas according to the unevenness degree of the bridge deck, and milling the milling depth in the vertical average layering and layer by layer.
In one embodiment, in step S4, the dump truck with clean and insulated compartments is used to transport the hot mix asphalt, and the side panels and the bottom panel of the compartments are uniformly coated with a thin layer of oil-water mixture.
In one embodiment, the modified emulsified asphalt in step S5 is a non-wheel-sticking special modified emulsified asphalt.
In one embodiment, in step S5, a spreader is used to spread the hot-mix asphalt mixture in combination with artificial feeding, and a screed plate of the spreader is preheated to 120 ℃ or higher before construction; when in paving, the paver advances at a constant speed and continuously paves, and the manual leveling is carried out at the position where the paving thickness has flaws.
In one embodiment, in step S6, the paved hot-mix asphalt mixture is rolled by a steel-wheel roller closely following the paver.
In one embodiment, when a steel wheel road roller is used for rolling the hot-mixed asphalt mixture, rolling sections are divided by the length of 20-30 m along the longitudinal direction of a bridge, and the rolling width of wheel trace superposition 1/3-1/4 of the steel wheel road roller is controlled to roll the rolling sections for 4 times; controlling the rolling temperature of the primary pressing to be not lower than 170 ℃ and the rolling speed to be 2-4 km/h; the rolling temperature of the first re-pressing is controlled to be not lower than 150 ℃, and the rolling speed is 3-6 km/h; the rolling temperature of the second re-pressing is controlled to be not lower than 135 ℃, and the rolling speed is 3-6 km/h; and controlling the rolling temperature of final pressing to be not lower than 120 ℃ and the rolling speed to be 2-4 km/h.
Compared with the prior art, the technical scheme of the invention at least has the following advantages and beneficial effects:
the bridge deck high-toughness ultrathin wearing layer provided by the invention is an ultrathin asphalt surface layer, the structural thickness of the bridge deck high-toughness ultrathin wearing layer is 1-2cm, the thickness of the bridge deck high-toughness ultrathin wearing layer is less than half of that of a common asphalt surface layer, the construction cost can be effectively reduced, excellent adhesion, water-stripping resistance and aging resistance are simultaneously maintained on the basis, the ultrathin wearing layer can be fully combined with an old pavement cement concrete layer by matching with a bonding waterproof layer, the bridge deck high-toughness ultrathin wearing layer is not easy to drop or fall off, and the service life of the bridge deck and the driving comfort are improved.
The hot-mix asphalt mixture produced by the construction method is uniformly coated, and has no white material and no cohesive lumps and caking; the paved hot-mixed asphalt mixture and the original cement concrete layer have high interlayer binding degree and no segregation phenomenon on the upper surface, so that the flatness of the pavement is greatly improved, and the appearance state of the pavement is improved; the compacted hot-mixed ultrathin overlay has good interlayer bonding capacity with the original cement concrete layer, and can effectively avoid the diseases of pushing, peeling and the like of the overlaying layer under the action of vehicle load; the formed bridge deck high-toughness ultrathin wearing layer has good construction depth and friction coefficient, can generate better noise reduction effect and anti-sliding performance, and improves driving safety.
Detailed Description
In the description of the present invention, it should be further noted that the terms "disposed," "mounted," "connected," and "connected" used herein should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; 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.
The invention provides a bridge deck high-toughness ultrathin wearing layer which is used for being paved on a cement concrete bridge deck, the thickness of the bridge deck high-toughness ultrathin wearing layer is 1-2cm, the bridge deck high-toughness ultrathin wearing layer comprises a hot-mixing ultrathin cover coat and a bonding waterproof layer, and the bonding waterproof layer is used for connecting the hot-mixing ultrathin cover coat and the cement concrete layer of the bridge deck; the hot-mixing ultrathin finishing coat is prepared by grading the following components in proportion by weight: 100 parts of mineral aggregate, namely 77-87 parts of coarse aggregate, 8-18 parts of fine aggregate and 4-6 parts of mineral powder filler; 5.5 to 6.5 parts of high-viscosity modified asphalt; 0.1-1 part of anti-stripping agent.
The coarse aggregate in the embodiment is crushed stone rolled by basalt which is non-weathered, hard, wear-resistant and clean and has enough strength and wear resistance, and meets the technical requirements shown in table 1 and the specification requirements shown in table 2. The fine aggregate refers to aggregate with the diameter of less than 4.75mm, and in the embodiment, the machine-made sand processed by special equipment from stone chips or limestone in the basalt processing process is adopted, and the technical requirements shown in table 3 and the specification requirements shown in table 4 are met. The mineral powder filler is mineral powder obtained by grinding alkaline rocks such as limestone and the like, and the mineral powder is required to be dry and clean, can freely flow out of the filler bin and meets the technical requirements shown in the table 5.
TABLE 1 coarse aggregate specifications
| Technical index | Technical requirements | Test method |
| Crush value (%) | ≯18 | JTJ T0316-2005 |
| Burnishing value (BPN) | ≮42 | JTJ T0321-1994 |
| Loss of Abrasion (LA) (%) of the Luo fir machine | ≯20 | JTJ T0317-2005 |
| Apparent relative density | ≮2.6 | JTJ T0304-2005 |
| Water absorption (%) | ≯2.0 | JTJ T0304-2005 |
| Firmness sodium sulfate (%) | ≯8 | JTJ T0314-2000 |
| Soft stone content (%) | ≯1 | JTJ T0320-2000 |
| Adhesion to asphalt (grade) | ≮5 | JTJ T0616-1993 |
| Content of needle-like particles (%) | ≯10 | JTJ T0312-2005 |
| Content of particles < 0.075mm (%) | ≯1 | JTJ T0310-2005 |
TABLE 2 coarse aggregate specification requirements
Note: screening by adopting a water washing method.
TABLE 3 Fine aggregate specifications
| Technical index | Require that | Test method |
| Apparent density | ≮2.5 | JTJ T0329-2005 |
| Firmness (> 0.3mm fraction) sodium sulphate (%) | ≯12 | JTJ T0340-2005 |
| Mud content (washing method < 0.075mm particle content) (%) | ≯3 | JTJ T0333-2000 |
| Sand equivalent | ≮60 | JTJ T0334-2005 |
| Angular (flow time)(s) | ≮30 | JTJ T0345-2005 |
| Methylene blue value (g/kg) | ≯2.5 | T0346-2005 |
TABLE 4 Fine aggregate specification requirements
TABLE 5 mineral powder Filler technical requirements
The high-viscosity modified asphalt can be prepared by adding a high-viscosity modifier into a finished product SBS modified asphalt so as to have excellent adhesion, water-peeling resistance and aging resistance. The high viscosity modifier can be added by a dry process or a wet process, and in this embodiment, the wet process is adopted, and the prepared high viscosity modified asphalt should meet the technical requirements shown in table 6.
TABLE 6 high viscosity modified asphalt specifications
Wherein the anti-stripping agent is an asphalt anti-stripping agent which has excellent long-term performance, heat resistance, water resistance and easy construction operation, and the adhesion of the added high-viscosity modified asphalt and mineral aggregate is not lower than grade 5. After the anti-stripping agent is added into the high-viscosity modified asphalt, the high-viscosity modified asphalt is aged to a certain degree (the temperature of a film heating test is 163 +/-1 ℃ and the heating time is 5 hours, or the high-viscosity modified asphalt is heated by a rotary film and the heating time is 163 +/-1 ℃ and the heating time is 75 minutes, or a PAV (polyamide-acrylate) aging test can be adopted, the temperature is 100 ℃, the pressure is 2.07Mpa and the time is 20 hours) and then an adhesion test is carried out. The hot-mix asphalt mixture after the initial aging needs to be subjected to a water immersion marshall test and a freeze-thaw splitting test, and the technical requirements of the corresponding tests are met.
In addition, the specially produced clean, dry and agglomeration-free slaked lime powder can be used for replacing part of mineral powder (the using amount of the slaked lime powder is not more than 20 percent of that of the mineral powder), so that the bonding force between the asphalt and the aggregate is further improved, and the water damage resistance of the asphalt mixture is improved. In order to accurately control the addition amount of the slaked lime powder, a powder adding bin special for adding the slaked lime powder can be added when the hot-mix asphalt mixture is mixed, and accurate electronic weighing equipment is configured.
Furthermore, the bonding waterproof layer is made of modified emulsified asphalt and has excellent bonding property and water damage resistance, the bonding waterproof layer is sprayed on the cement concrete layer at the temperature of 70-90 ℃, the spraying amount is 0.5-0.6 kg/square meter, and the technical requirements shown in the table 7 are met.
Table 7 technical requirements for bonding waterproof layer
The construction method of the high-toughness ultrathin wearing layer of the bridge deck mainly comprises the following steps:
s1, repairing or crack pouring the bridge deck damage defect part according to the bridge deck damage degree, comprising:
chiseling the local damaged bridge floor and then repairing by adopting the same material as the cement concrete layer; when the cement concrete layer of the original bridge deck is chiseled, the cement concrete layer can be stripped at the same height through manpower or a grooving machine according to the paving thickness required by the hot-mixed ultrathin covering layer. In this embodiment, a grooving machine with a good technical condition is used to chisel the cement concrete layer on the original bridge deck, and then the bridge deck is roughened (roughened by a milling machine or a roughening machine) and cleaned, and concrete is poured and leveled for repair.
The method comprises the steps of repairing cracks and corners with the fracture width exceeding 3mm by epoxy mortar, roughening the bridge deck (roughening by using a milling machine or a roughening machine) before repairing, cleaning, smearing a layer of modified epoxy base liquid on the roughened concrete surface, fully infiltrating the concrete surface, pouring the epoxy mortar, and leveling and repairing.
Cleaning cracks with the fracture width smaller than 3mm, and then pouring the cracks with epoxy resin; and cleaning the joint and the joint cutting, and then pouring the joint by adopting polyurethane asphalt. In the embodiment, the crack pouring operation can be performed through a crack pouring machine, the crack pouring machine is started, the sealant is added into a sealant heating tank, the sealant is heated and stirred to 170-; when the heating temperature of the encapsulating material meets the requirement, the sealant is uniformly injected into the groove by a pressure nozzle with a strickle on the crack pouring machine, and is dragged into a sealing layer with certain width and thickness at two sides of the crack, each side is 10mm wide and 3mm higher than the original road surface, and a small amount of sand is scattered, so that the repair of the bridge deck flaws is completed.
S2, adopting the milling machine to finish milling and planing the bridge deck, and cleaning and dedusting the finish milled bridge deck, wherein the concrete operation mode of finish milling is as follows: preliminarily determining milling depth according to the paving thickness of the hot-mixed ultrathin covering layer, dividing milling areas on the top surface of the bridge deck in equal proportion, measuring the position elevation corresponding to each milling area, fitting the line shape of the existing bridge deck, adjusting the milling depth of different milling areas according to the unevenness degree of the bridge deck, and milling the milling depth in the vertical average layering and layer by layer. In this embodiment, a milling machine is used for finish milling and planing, the number of milling heads of the milling machine is not less than 600, the distance between the milling heads is 8mm, taking paving a 1.5cm hot-mix ultrathin overlay as an example, dividing a 1 mx 1m grid on the top surface of a raw cement concrete layer, comprehensively considering the breaking requirements of longitudinal and transverse slopes, the single milling width and the range for construction lofting, and determining the milling depth in the grid, if determining that the milling depth is 1.5cm, milling can be performed in a layer-by-layer milling mode of milling 0.5cm at each time in three times, so as to achieve the purpose of improving the flatness. After milling and planing, high-pressure water is preferably adopted for washing, and a dust-absorption type environment-friendly dust removal vehicle is adopted for cleaning and removing dust, so that residual milling and planing materials are thoroughly removed, and dust pollution is prevented.
S3, determining the mixing proportion of mineral aggregate, high-viscosity modified asphalt and anti-stripping agent according to the paving thickness of the hot-mixed ultrathin finishing coat, and mixing to obtain a hot-mixed asphalt mixture; in the embodiment, an asphalt mixing plant is adopted for mixing, the mixing process is automatically controlled by a computer, the mixing speed is controlled at 130 tons/hour, the high-viscosity modified asphalt is heated by heat conduction oil, the heating temperature of the high-viscosity modified asphalt is controlled at 175-185 ℃, the high-viscosity modified asphalt is communicated with an asphalt storage box of the mixing plant after reaching the specified temperature, and the preset amount of each batch of asphalt is weighed by an asphalt weighing scale; aggregate (coarse aggregate and fine aggregate) is subjected to coarse mixing through a cold hopper and then enters a drying cylinder through a conveyer belt for drying and heating, the heating temperature of the aggregate is controlled to be 195-205 ℃, the anti-stripping agent and the slaked lime powder are added, an external additive device and a powder material adding bin can be added on the asphalt mixing building side for realizing the purpose, each hot material bin is weighed according to the production mixing ratio and then enters a mixing pot for dry mixing for 8 seconds, high-viscosity modified asphalt is sprayed for wet mixing for 40 seconds, meanwhile, after being conveyed to a powder spraying device through an ore powder spiral conveyor, an ore powder filler is sprayed within the wet mixing time, after the wet mixing is finished, the hot-mixed asphalt mixture is delivered out, and the discharging temperature of the hot-mixed asphalt mixture is controlled to be 180-200 ℃; the hot-mix asphalt mixture produced by the method is uniform in coating, free of white materials, agglomeration and segregation and good in operability from the appearance.
S4, transporting the hot-mix asphalt mixture to the field, wherein in the embodiment, a dumper with the load of 50-60 tons can be used for transporting the hot-mix asphalt mixture, the dumper adopts a carriage with a clean and heat-preservation measure, and side plates and a bottom plate of the carriage are uniformly coated with a thin-layer oil-water mixture (1:3 plant oil-water mixed liquid) to prevent the mixture from being bonded with the carriage; canvas is covered on the top of the carriage to realize heat preservation, so that the temperature of the mixture is prevented from being reduced too fast in the transportation process, and the arrival temperature of the hot-mixed asphalt mixture is controlled to be not lower than 170 ℃.
S5, uniformly spraying modified emulsified asphalt on the surface of the bridge floor after cleaning and dedusting to cover the bridge floor to form a bonding waterproof layer; in the embodiment, a mechanical spraying vehicle is adopted for modification, the aperture of an oil nozzle is enlarged to finish the spraying of the modified emulsified asphalt, and the modified emulsified asphalt can be preferably special modified emulsified asphalt without a sticking wheel, so that the damage caused by factors such as tire rolling of a transport vehicle, crawler rolling of a paver and the like after spraying can be effectively avoided; after the bonding waterproof layer is demulsified, paving a hot-mixed asphalt mixture on the surface of the bonding waterproof layer by adopting a paving machine and matching with artificial material supplement, wherein the paving temperature of the hot-mixed asphalt mixture is controlled to be not lower than 165 ℃; the paver can automatically level to control the cross slope and the thickness, adjust the tamping vibration of the paver to be 4.5 grades, and level 4, and a screed plate of the paver is preheated to be more than 120 ℃ 1 hour in advance before construction, so as to further ensure the mixture to be level and compact after starting.
During paving, the dump truck slowly unloads materials to the hopper, the paver pushes the dump truck to move forward, and the paving speed of the paver is 8-12 m/min according to the output of a mixing plant, the matching condition of construction machinery, the paving thickness and the paving width, so that continuous and uniform paving is realized, and the interlayer bonding force of the hot-mixed asphalt mixture and the original pavement is ensured; in the paving process, the spiral feeders of the paver continuously rotate, and the height of the mixture is not less than 2/3 of the height of the feeders, so that the surface of the paved mixture is not separated; the front and back of the paver are equipped with personnel for removing road surface sundries and repairing paving defects, manual feeding and leveling are carried out at the positions where the paving thickness is insufficient and scratches are generated by the screed, and even when large-particle-size stones appear on the paving surface, the stones are dug out and manually fed and leveled.
S6, rolling the paved hot-mixed asphalt mixture, and finishing, leveling and forming a high-toughness ultrathin wearing layer of the bridge deck; in this embodiment, a steel-wheel roller (preferably a double steel-wheel roller) is used to roll the paved hot-mix asphalt mixture in a manner of following the paver, so as to ensure that the rolling temperature of the hot-mix asphalt mixture is controlled to be not lower than 120 ℃. During rolling, the rolling sections are divided by the length of 20-30 m along the longitudinal direction of the bridge, and the rolling width of the wheel trace overlap 1/3-1/4 of the steel-wheel road roller is controlled to roll the rolling sections for 4 times; controlling the rolling temperature of the primary pressing to be not lower than 170 ℃ and the rolling speed to be 2-4 km/h; the rolling temperature of the first re-pressing is controlled to be not lower than 150 ℃, and the rolling speed is 3-6 km/h; the rolling temperature of the second re-pressing is controlled to be not lower than 135 ℃, and the rolling speed is 3-6 km/h; and controlling the rolling temperature of final pressing to be not lower than 120 ℃ and the rolling speed to be 2-4 km/h. The whole rolling process is carried out according to the principle of following closely, pressing slowly and keeping at a uniform speed, and the infrared thermometer is used for carrying out tracking control on the paving and rolling temperature by a specially-assigned person on site, so that the steel wheel road roller is ensured to start rolling in a high-temperature state immediately after the mixture is paved, and stone edges and corners are prevented from being ground, crushed stones are pressed, and stone embedding and extrusion are prevented from being damaged.
In addition, the invention aims at the treatment of construction joints, and adopts cold joints and combines the following modes:
1) for longitudinal seams, manually pushing the edges of the pavement surface to ensure that the edges of the pavement surface are flush; and overlapping the later-constructed paving surface with hot asphalt mixture with the edge of the finished paving surface being 5-10cm, and finally performing cross-over joint rolling to reduce joint marks as much as possible.
2) For transverse construction joints, flat joints are all used. Using a three-meter ruler to position along the longitudinal direction, wherein the ruler at the end part of the paving section is in a cantilever shape, determining a seam position at the contact position where the paving layer is separated from the ruler, and using a sawing and sewing machine to cut the seam and then remove the seam; when the paving is continued, the mortar left when the joints are sawed is cleaned, a small amount of viscous layer oil is coated, and the paver screed starts to pave from the joints; when rolling, the steel cylinder type roller is used for transverse compaction, and the steel cylinder type roller gradually moves to a new pavement layer from a gap on a pavement layer paved firstly.
After the bridge deck high-toughness ultrathin wearing layer is formed, the friction coefficient, the surface structure depth, the pavement water seepage coefficient, the pavement flatness and the drawing strength of the bridge deck high-toughness ultrathin wearing layer can be measured according to the road foundation pavement on-site test regulation (JTG E60-2008), so that the anti-sliding capacity, the surface macroscopic structure, the water sealing capacity, the smoothness degree and the bonding strength of the bridge deck high-toughness ultrathin wearing layer are evaluated. The performance comparison table 8 shows the performance of the bridge deck high-toughness ultrathin wearing layer formed by the construction method of the invention (other variables such as temperature and the like are controlled) and composed of 82 parts of coarse aggregate, 13 parts of fine aggregate, 5 parts of mineral powder filler, 5 parts of high-viscosity modified asphalt and 0.3 part of anti-stripping agent.
TABLE 8 ultra-thin wearing layer Performance comparison Table
Therefore, various performance indexes of the bridge deck high-toughness ultrathin wearing layer formed by the construction method are superior to those of the traditional ultrathin wearing layer, the bridge deck high-toughness ultrathin wearing layer has excellent anti-sliding capacity, water sealing capacity, smoothness degree and bonding strength, and the safety and the comfort of driving can be effectively improved. The construction method has the advantages of more perfect architecture organization, low requirement on construction equipment, capability of compactly matching various construction equipment and personnel in the implementation process, capability of effectively improving the construction speed and the traffic opening speed and good implementation effect.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The bridge deck high-toughness ultrathin abrasion layer is paved on a cement concrete bridge deck and is characterized in that the thickness of the bridge deck high-toughness ultrathin abrasion layer is 1-2cm, the bridge deck high-toughness ultrathin abrasion layer comprises a hot-mixing ultrathin finish coat and a bonding waterproof layer, and the bonding waterproof layer is used for connecting the hot-mixing ultrathin finish coat and the cement concrete layer of the bridge deck;
the hot-mixing ultrathin finishing coat is prepared by grading the following components in proportion by weight:
100 parts of mineral aggregate, namely 77-87 parts of coarse aggregate, 8-18 parts of fine aggregate and 4-6 parts of mineral powder filler;
5.5 to 6.5 parts of high-viscosity modified asphalt;
0.2-0.5 part of anti-stripping agent.
2. The bridge deck high-toughness ultrathin wearing layer according to claim 1, wherein the bonding waterproof layer is made of modified emulsified asphalt and is sprayed on the cement concrete layer at a temperature of 70-90 ℃ in an amount of 0.5-0.6 kg per square meter.
3. A method of constructing a high toughness ultra thin wearing layer of a bridge deck according to claim 1 or 2, comprising the steps of:
s1, repairing or crack pouring the bridge deck damage defect part according to the bridge deck damage degree;
s2, finish milling and planing the bridge deck by using a milling machine, and cleaning and dedusting the finish milled bridge deck;
s3, determining the mixing proportion of mineral aggregate, high-viscosity modified asphalt and anti-stripping agent according to the paving thickness of the hot-mixed ultrathin finishing coat, and mixing to obtain a hot-mixed asphalt mixture; during mixing, the heating temperature of the high-viscosity modified asphalt is controlled to be 175-185 ℃, the heating temperature of the mineral aggregate is controlled to be 195-205 ℃, and the discharging temperature of the hot-mixed asphalt mixture is controlled to be 180-200 ℃;
s4, transporting the hot-mixed asphalt mixture to the site, and controlling the site-arrival temperature of the hot-mixed asphalt mixture to be not lower than 170 ℃;
s5, uniformly spraying modified emulsified asphalt on the surface of the bridge floor after cleaning and dedusting to cover the bridge floor to form a bonding waterproof layer; after the bonding waterproof layer is demulsified, paving a hot-mixed asphalt mixture on the surface of the bonding waterproof layer, wherein the paving temperature of the hot-mixed asphalt mixture is controlled to be not lower than 165 ℃;
s6, rolling the paved hot-mixed asphalt mixture, and smoothing and leveling the paved hot-mixed asphalt mixture to form a high-toughness ultrathin wearing layer of the bridge deck, wherein the rolling temperature of the hot-mixed asphalt mixture is controlled to be not lower than 120 ℃.
4. The method of claim 3, wherein the repairing or grouting operation in step S1 includes:
chiseling the local damaged bridge floor, and then repairing by adopting the same material as the cement concrete layer; repairing cracks and corners with the fracture width exceeding 3mm by adopting epoxy mortar;
cleaning cracks with the fracture width smaller than 3mm, and then pouring the cracks with epoxy resin; and cleaning the joint and the joint cutting, and then pouring the joint by adopting polyurethane asphalt.
5. The method for constructing a high-toughness ultra-thin wearing layer on a bridge deck according to claim 3, wherein in step S2, the finish milling is performed by: according to the thickness of building of ultra-thin top coat is mixed to heat tentatively confirms mills the plane degree of depth, in the bridge floor top surface equal proportion divides to mill the plane region, measures each and mills the position elevation that the region corresponds and the current bridge floor line shape of fitting, and the unevenness according to the bridge floor adjusts the different plane degree of depth that mills the region, will mill the plane degree of depth in vertical average layering and mill the plane layer by layer.
6. The method of claim 3, wherein in step S4, the transportation of the hot mix asphalt is performed by using a dump truck with clean cars having thermal insulation means, and the side plates and the bottom plate of the cars are uniformly coated with a thin layer of oil-water mixture.
7. The method of constructing a high toughness ultra-thin wearing layer for a bridge deck according to claim 3, wherein said modified emulsified asphalt of step S5 is a wheel-sticking-free special modified emulsified asphalt.
8. The method of claim 3, wherein in step S5, the hot-mix asphalt mixture is spread by a spreader in combination with artificial feeding, and the screed of the spreader is preheated to 120 ℃ or higher before construction; when in paving, the paver advances at a constant speed and continuously paves, and the manual leveling is carried out at the position where the paving thickness has flaws.
9. The method of claim 8, wherein in step S6, the hot mix asphalt mixture is rolled with a steel roller followed by a spreader.
10. The construction method of a bridge deck high-toughness ultra-thin wearing layer according to claim 9, characterized in that when a steel-wheel road roller is adopted to roll the hot-mixed asphalt mixture, the rolling sections are divided into 20-30 m in length along the longitudinal direction of the bridge, and the rolling width of the wheel track overlap 1/3-1/4 of the steel-wheel road roller is controlled to roll the rolling sections for 4 times; controlling the rolling temperature of the primary pressing to be not lower than 170 ℃ and the rolling speed to be 2-4 km/h; the rolling temperature of the first re-pressing is controlled to be not lower than 150 ℃, and the rolling speed is 3-6 km/h; the rolling temperature of the second re-pressing is controlled to be not lower than 135 ℃, and the rolling speed is 3-6 km/h; and controlling the rolling temperature of final pressing to be not lower than 120 ℃ and the rolling speed to be 2-4 km/h.
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