CN114319007A

CN114319007A - Pavement repairing method

Info

Publication number: CN114319007A
Application number: CN202210132357.XA
Authority: CN
Inventors: 徐斌; 徐速; 尤其
Original assignee: Ningbo Roaby Technology Industrial Group Co ltd
Current assignee: Ningbo Roaby Technology Industrial Group Co ltd
Priority date: 2021-08-16
Filing date: 2022-02-14
Publication date: 2022-04-12
Also published as: CN113668324A

Abstract

The invention provides a pavement repairing method. Aiming at the condition that the existing pavement is long in repairing time, the invention provides a pavement repairing method comprising the steps of digging a pavement, cleaning a notch, installing a dowel bar, paving a strength structure, pouring concrete and the like. The invention can also carry out different road repairing designs aiming at different road fracture conditions, and achieve the rapid repair of the road surfaces with various fracture depths and widths by controlling the number of layers of the reinforcing mesh.

Description

Pavement repairing method

Technical Field

The invention relates to the field of pavement paving, in particular to a pavement repairing method.

Background

In road surface design, a request is made for the service life of the road surface based on a predetermined vehicle load and a predicted traffic flow rate thereof. However, after the vehicle is driven, the road surface is overloaded and over-speed during the actual use process, and the number of the driven vehicles is far larger than the predicted number, which all have adverse effects on the road surface. Among them, the most common and most influential to traffic safety is the breakage of the road surface slab caused by the above factors. When the flat plate on the road surface is broken, the road is in an open passing state, normal traveling of people is influenced if the road is temporarily stopped for a long time, passing pressure is caused to other roads, and unnecessary accidents are caused.

Disclosure of Invention

Therefore, the pavement repairing method provided by the invention can be used for quickly constructing and quickly traffic, and effectively solving the travel influence caused by long pavement fracture repairing time.

A pavement restoration method comprises the following steps:

s10: digging a road surface to form a notch;

s20: cleaning the notch;

s30: a dowel bar is arranged in the notch;

s40: laying a strength structure on the dowel bar;

s50: and pouring concrete into the notch.

When the road surface is cracked and damaged, there are many reasons for these phenomena, and the common repairing method is to remove the cracked and damaged part and re-pave the road. But the cracked part is wide and deep from the bottom, the detection is difficult by using a common method, and in practical application, the simplest and most rapid method is to excavate the cracked road surface. The damaged part of surface is got rid of in the in-process of road surface excavation, and the complete excavation of the position that ftractures is simultaneously removed to prevent to leave the hidden danger to the road surface after restoreing. Cracks generally cannot be randomly expanded because shrinkage cracks are arranged in a certain distance during the design of the pavement, and most cracks appear at the shrinkage cracks. After the road surface is excavated, a notch is formed, the shape of the notch after being formed is irregular, the subsequent repair construction is not facilitated, the notch is cleaned, the notch is smooth, and the progress of construction can be accelerated in the subsequent construction process. The flat notch is generally cylindrical and may be designed to be a pit. The dowel bar is arranged on the vertical surface of the cylindrical notch, and the dowel bar is arranged in a plane parallel to the road surface, so that the strength structure can be arranged parallel to the road surface. The arrangement of the dowel bars provides a supporting force for the strength structure, provides certain support for upper pavement and enhances the connection effect between pavements, the connection between the repaired part and the original pavement is possibly not good as the whole original pavement, if the dowel bars are not arranged, the repaired pavement is possibly detached, but the original pavement is physically connected with the repaired pavement through the dowel bars, and the detaching possibility is greatly reduced; on the other hand, the construction is convenient to carry out, the construction time is shortened, if the concrete is laid on the lower layer firstly, the strength structure is placed on the concrete, and then the upper layer concrete is laid, if the lower layer concrete is not cured sufficiently, the strength structure can sink into the lower layer concrete, if the strength structure is laid and the upper layer concrete is laid after the lower layer concrete is cured completely, the construction time is prolonged by nearly one time, and the vehicle passing time is prolonged by nearly one time. When the pavement is repaired, the strength structure is added, so that the strength of the repaired part can be enhanced, and the generation and the expansion of subsequent cracks can be prevented. When the construction of excavation restoration is carried out on the road surface, the original state of the road surface is inevitably damaged, so that the road surface of the repaired part needs to have better strength and toughness than a simple concrete road surface. If the pavement is cracked again later, the existence of the strength structure prevents the cracks from continuing downwards, and then the cracks can be quickly repaired by only excavating the upper layer pavement and re-paving the pavement when repairing the pavement. Concrete can be directly poured on the strength structure, because when the strength structure is selected, a mesh-shaped metal product with larger gaps is mostly selected, and the concrete can completely pass through the gaps.

Further, the concrete is polyurethane modified concrete. Firstly, on the curing performance of the material, the polyurethane modified concrete can be cured quickly, and the repairing time is shortened. Secondly, the polyurethane modified concrete has high strength and waterproofness, has better connection with the road surface, and can not be repaired and detached.

Further, the strength structure is a steel mesh. The reinforcing mesh can absorb stress in all directions, and the compressive strength and the toughness of the repair structure are improved, so that the repair part is not easy to break. The reinforcing bar net piece can also increase the connection ability of repairing the structure and the original road surface, and the reinforcing bar net piece is connected with prosthetic concrete, and the reinforcing bar net piece still is connected with the dowel steel, and prosthetic concrete has formed through reinforcing bar net piece and dowel steel and has been connected with original road surface promptly. The steel mesh is selected for use, the convenience in purchasing the steel mesh is also considered, the steel mesh can be purchased nearby a construction site, the cost of material transportation in the repairing process is reduced, the price of the steel mesh is low, and the cost in the aspect of material consumption is reduced.

Furthermore, at least 1 strength layer formed by the reinforcing mesh and the dowel bar is arranged in the notch. In the process of digging the notch, when some fractures are shallow, the notch is shallow, and the repair can be completed by paving a single-layer reinforcing mesh on the shallow notch; but when the fracture is deeper, the dug notch is deeper, the deep notch needs multiple layers of reinforcing mesh sheets to ensure the connection of the repaired pavement and the original pavement, and the multiple layers of reinforcing mesh sheets can ensure the strength and toughness of the repaired part of the pavement. If the condition that the repair of partial pavement damage needs to be carried out again is met, the pavement above the uppermost layer of the steel mesh is only required to be paved and removed, and then the resin concrete is paved, so that the repair can be completed.

Further, the number of the structures formed by the reinforcing mesh and the dowel bars is 1-15 in the notch.

Further, in S30, a dowel bar is inserted into a notch wall of the notch. The two ends of the dowel bar are directly connected with the repaired concrete and the original concrete, and the connection effect is simpler and more effective. For the road surface with not very high hardness, the dowel bar can be driven into the notch wall when the dowel bar is installed, and for the road surface with high hardness, the dowel bar can be driven into the notch wall after the notch is driven into the corresponding position of the notch wall.

Further, the dowel bar is inserted parallel to the road surface into the notch wall of the notch. The dowel bar is inserted in a mode of being parallel to the road surface, and the strength control structure can be paved in a mode of being parallel to the road surface. When dowel bars and strength structures are laid in a parallel pavement manner, the upper layer can be paved and the stress of the strength structures is more uniform.

Further, a dowel bar is installed to horizontally insert the dowel bar into the notch wall of the notch. The horizontally arranged dowel bars ensure that the contact area between the reinforcing mesh and the dowel bars is larger, and the reinforcing mesh is protected from being damaged and deformed due to uneven stress accumulation, so that the normal use of the repair structure is influenced.

Further, at least 3 dowel bars are installed in the notches. A plurality of dowel bars can make the reinforcing bar net piece atress more even, not only be convenient for restore going on of follow-up step to make holistic restoration structure atress balanced, have good compressive strength. In shallower notch, set up 3 dowel bars in the cross-section that is on a parallel with the road surface, when laying intensity structure like this, intensity structure just can stable the laying, the condition that can not appear inclining when laying the concrete. In deeper notch, set up the dowel steel in a plurality of sections that are on a parallel with the road surface, the dowel steel that sets up in every section is at least 3, and the section of lower floor and the section of upper strata can set up several dowel steels more, because lower floor is difficult to revise in case the intensity structure slope, and the upper strata is because the condition that easily takes place the slope that the pressure that bears when concrete is laid is great.

Further, cleaning includes cleaning and trimming the notch wall, and roughening the notch. The cleaning and the trimming of the notch wall are convenient for the subsequent repair work to be carried out quickly, and the roughening of the notch can increase the connectivity of the repair structure and the original pavement.

Further, the digging depth in the step S10 is not less than the depth of the road surface fracture. The broken part is removed completely, so that hidden danger residue of the road surface can be reduced. If a part of fracture cracks remain during digging, on one hand, the newly laid concrete cannot completely fill the cracks, so that the cracks have space for further development, on the other hand, the tips of the cracks are very easy to spread, and even if the cracks are filled by glue or concrete, the tips of the cracks still start to expand under the action of stress.

Further, the pavement fracture comprises a transverse fracture pavement and a longitudinal fracture pavement. Different repairing modes are selected according to different pavement fracture types, notches with large width and shallow depth need to be chiseled for transverse fracture, notches with small openings and deep depth need to be chiseled for longitudinal fractured pavements, and pit-shaped notches can be selected for longitudinal fractured notches, so that construction is facilitated. The fracture condition of the pavement cannot be completely determined by observation, some cracks are not obvious on the surface of the pavement, but the development range of the deep part of the pavement is wide, and the pavement can be directly determined after excavation. The range of the transverse broken pavement can be wide, but the repair is simple; the longitudinal broken pavement is not obvious on the surface, but the depth is deep, the repairing process is relatively troublesome, and the design of subsequent repairing construction is convenient for judging whether the longitudinal broken pavement or the transverse broken pavement.

In summary, the above embodiments of the present application may have one or more of the following advantages or benefits:

(1) the ECO modified polyurethane concrete is used for pouring the notch, so that the curing time of the concrete in repair construction is shortened, the vehicle can be quickly started after 2 hours after pavement is finished, the ECO modified polyurethane concrete has high strength and waterproofness, the good connection between a repair structure and the original road surface is facilitated, and the driving danger caused by the damage of the pavement structure is effectively prevented.

(2) The dowel bars and the reinforcing mesh pieces are arranged to enhance the compressive strength and the connecting capacity of the integral repairing structure, and the number of layers of the reinforcing mesh pieces can be increased or decreased according to needs, so that the optimal repairing of pavements in different situations is facilitated.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic flow chart of a repairing method according to an embodiment of the present invention.

Fig. 2 is a schematic view of repairing a multi-layer steel mesh according to an embodiment of the present invention.

Fig. 3 is a schematic view of a road surface fracture according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

[ example 1 ]

As shown in fig. 1 and fig. 3, the present embodiment provides a pavement repairing method, which includes the following specific steps:

s10: digging on the transverse broken pavement, removing the broken part according to the digging condition, wherein the digging depth is greater than the breaking depth, and the digging notches are regular, so that the cutting of the reinforcing mesh is facilitated;

s20: cleaning and trimming the four walls of the notch, and roughening the joint part of the notch;

s30: because the groove mouth of the transverse broken pavement is wide and shallow, when the dowel bars are installed, 5 points with the same average distance are selected for installing the dowel bars, the dowel bars are horizontally driven into the groove mouth wall as much as possible, and all the dowel bars are in the same horizontal plane;

s40: cutting the steel bar mesh according to the shape of the notch, enabling the steel bar mesh to be flatly placed in the notch, placing the steel bar mesh on the dowel bar, keeping the steel bar mesh horizontal as much as possible and avoiding the bending condition;

s50: mixing ECO modified polyurethane concrete, pouring the mixture into the notch, and finishing the ECO modified polyurethane concrete to enable the repaired part to be level with the original pavement.

S60: after the ECO modified polyurethane concrete is cured for about 1-2 hours, the traffic can be opened and vehicles can pass through.

[ example 2 ]

As shown in fig. 1, fig. 2 and fig. 3, the present embodiment provides a pavement repairing method, which includes the following specific steps:

s10: digging on a longitudinal broken pavement, removing a broken part according to the digging condition, wherein the digging depth is greater than the breaking depth, and the digging notches are regular so as to facilitate cutting of the reinforcing mesh;

s30: because the notch of the longitudinal fracture road surface is small and deep, when the dowel bars are installed, 3 points with the same average distance are selected to install the dowel bars, the dowel bars are horizontally driven into the wall of the notch as much as possible, and all the dowel bars are in the same horizontal plane;

s40: cutting a steel bar mesh according to the shape of the notch, enabling the steel bar mesh to be placed in the notch smoothly, placing the steel bar mesh on a dowel bar, keeping the steel bar mesh horizontal as much as possible without bending, mixing ECO modified polyurethane concrete, and pouring the mixture into the notch;

s50: then 3 dowel bars are installed, a reinforcing mesh can be placed at the installation point perpendicular to the original dowel bars, and then ECO modified polyurethane concrete is poured;

s60: and finishing the ECO modified polyurethane concrete to enable the repaired part to be equal to the original pavement.

S70: after the ECO modified polyurethane concrete is cured for about 2 hours, the traffic can be opened and vehicles can pass through.

The technical indexes of the repaired pavement are shown in table 1:

TABLE 1 technical indices

Item	Unit of	Technical requirements	Test method
				Compressive strength	MPa	≥30	GB/T 50107-2010
Interfacial bond strength	MPa	≥2.5	JTG/T 3364-02-2019
				Dynamic stability of rut	Sub/mm	≥10000	T 0719

[ example 3 ]

s10: digging on a longitudinal broken road surface, removing a broken part according to the digging condition, wherein the digging depth is greater than the breaking depth, and the vertical notch is not beneficial to the installation of a dowel bar because the longitudinal breaking depth is deeper, and the dug notch is trimmed into a pit row;

s30: selecting the number of dowel bars to be installed, namely 3 dowel bars in the first layer, 5 dowel bars in the second layer and 7 dowel bars in the third layer according to the size of each cross section of the pit-shaped notch, selecting points with the same average distance to install the dowel bars, and driving the dowel bars into the wall of the notch as far as possible, wherein the dowel bars are in the same horizontal plane;

s40: cutting the steel mesh sheets according to the shape of each cross section of the notch, enabling the steel mesh sheets to be flatly placed in the notch, placing the first layer of steel mesh sheets on the dowel bar, keeping the steel mesh sheets horizontal as much as possible without bending, mixing ECO modified polyurethane concrete, and pouring the mixture into the notch;

s50: placing a second layer of steel mesh on the dowel bar, keeping the second layer of steel mesh horizontal as much as possible without bending, mixing ECO modified polyurethane concrete, and pouring the mixture into the notch;

s60: placing the third layer of reinforcing mesh on the dowel bar, keeping the third layer of reinforcing mesh horizontal as much as possible without bending, mixing ECO modified polyurethane concrete, and pouring the mixture into the notch;

s70: and finishing the ECO modified polyurethane concrete to enable the repaired part to be equal to the original pavement.

S80: after the ECO modified polyurethane concrete is cured for about 2 hours, the traffic can be opened and vehicles can pass through.

[ example 4 ]

s10: digging on the transverse broken pavement, removing the broken part according to the digging condition, wherein the digging depth is greater than the breaking depth, and the digging notch is slender due to the too wide transverse break;

s30: because the groove mouth of the transverse broken pavement is wide and shallow, when the dowel bars are installed, 10 points with the same average distance are selected to install the dowel bars, the dowel bars are horizontally driven into the groove mouth wall as much as possible, and all the dowel bars are in the same horizontal plane;

s40: cutting the reinforcing mesh sheets according to the shape of the notch, and cutting the reinforcing mesh sheets into two pieces, wherein the slender reinforcing mesh sheets are not easy to install and influence the compressive strength;

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A pavement restoration method is characterized by comprising the following steps:

s10: digging a road surface to form a notch;

s20: cleaning the notch;

s30: a dowel bar is arranged in the notch;

s40: laying a strength structure on the dowel bar;

s50: and pouring concrete into the notch.

2. The method for repairing a road surface according to claim 1, wherein the concrete is a polyurethane-modified concrete.

3. The method of repairing a pavement according to claim 1 wherein said strength structure is a rebar mesh.

4. The method of repairing a pavement according to claim 3 wherein there are at least 1 of said reinforcing mesh and said dowel bar strength layers in said slot.

5. The pavement restoration method according to claim 1, wherein in said S30, said dowel is inserted into a notch wall of said notch.

6. A pavement patching method as claimed in claim 5, wherein the dowel is inserted into the pocket wall of the pocket parallel to the pavement.

7. A pavement patching method as claimed in claim 5, wherein at least 3 dowel bars are installed in the notches.

8. The method of repairing a road surface according to claim 1, wherein said cleaning comprises cleaning and finishing of said notch wall, and roughening of said notch.

9. The method for repairing a road surface according to claim 1, wherein the depth of excavation in S10 is equal to or greater than the depth of pavement fracture.

10. The pavement restoration method according to claim 9, wherein the pavement fracture includes a transverse fracture pavement and a longitudinal fracture pavement.