CN215366613U - Asphalt pavement structure based on layer function index system - Google Patents

Abstract

The utility model relates to an asphalt pavement structure based on a layer function index system, which sequentially comprises an asphalt layer, a bearing stress layer and a transition layer from top to bottom, wherein a roadbed is arranged below the asphalt pavement structure based on the layer function index system. The pavement structure of the utility model adopts high-strength and high-toughness asphalt concrete as the wearing layer, thereby effectively enhancing the wear resistance of the pavement, improving the skid resistance of the pavement and reducing the impact effect of the driving load on the bearing stress layer; the high-strength and high-toughness material is adopted, so that the strength and durability of the pavement surface layer can be well ensured, and the pavement surface layer has better high-temperature stability and low-temperature crack resistance; in addition, the road surface transition layer adopts the graded broken stone layer, so that reflection cracks and water damage can be effectively avoided, the waterproof layer is firstly proposed to be arranged on the roadbed, the service durability of the structural layer is greatly prolonged, and the service life is prolonged.

Description

Asphalt pavement structure based on layer function index system

Technical Field

The utility model relates to the field of road construction engineering, belongs to a long-life asphalt pavement structure, and particularly relates to an asphalt pavement structure based on a layer function index system.

Background

In order to meet the long-term use requirement of the pavement, the long-life asphalt pavement structure is popularized worldwide. The long-life pavement is a durable pavement structure, and the service life of the pavement is 35-50 years. The long-life pavement needs to ensure that the pavement is not structurally damaged within the service life, and only needs to be periodically maintained or replaced to generate a damaged asphalt upper surface layer. In order to achieve a long service life of the pavement, the pavement is generally realized by increasing the thickness of a pavement structural layer or the strength of the structural layer, but the construction cost is inevitably increased. In order to solve the problem of large initial investment of long-life pavement, more and more long-life pavement adopts a composite pavement structure, the respective performance advantages of the flexible pavement and the rigid pavement are fully exerted, and the flexible pavement and the rigid pavement are reasonably combined.

The modern view points that when the asphalt layer of the asphalt pavement exceeds a certain thickness, the pavement structure with good construction condition can not generate fatigue cracking and structural rutting from the bottom of the layer; when the standard axial order of the asphalt pavement exceeds 80 ten thousand, the thickness of the asphalt layer does not need to be increased, namely, the thickness of the asphalt layer does not need to be mechanically increased when the traffic volume is increased. In the current asphalt pavement design system, no matter the old asphalt pavement design specification takes the road surface deflection as a leading design index system, or the new asphalt pavement design specification adopts five single design index systems, the design is mainly directed to a full-thickness type integral structure, and the interlayer connection is emphasized.

The existing high-grade highway usually adopts asphalt pavement. The asphalt pavement is laid above a soil base, and the structure of the asphalt pavement usually comprises an asphalt surface course, a base course, a subbase course and a cushion course which are arranged from top to bottom in sequence. The structure of current bituminous paving, like chinese utility model patent "low cost environmental protection long-life road surface structure" that application number is 201611085143, including superficial layer, upper seal, well surface course, adhesive layer, lower surface course, lower seal, semi-rigid basic unit and gradation rubble subbase. The structure ensures that the existing asphalt pavement is easy to generate fatigue cracking and reflection cracks transmitted from a base layer to an asphalt surface layer, the pavement quality is not high enough, the service life of the road is not long enough, so that the asphalt pavement is often seriously damaged in a short time, such as cracks, water damage, ruts and the like, and the design life of the road is far short; secondly, no matter based on the design specifications of the road surface deflection design index or five single design index systems, the actual road performance of the road surface cannot be related to the design method or materials, and the design cannot be carried out based on the stress characteristics and the destructive characteristics of different functional layers of the road surface, so that certain material waste and blindness are caused.

SUMMERY OF THE UTILITY MODEL

Aiming at the defects or improvement requirements in the prior art, the utility model provides an asphalt pavement structure based on a layer function index system, and the technical scheme adopted by the utility model for solving the technical problems is as follows: the asphalt pavement structure based on the layer function index system comprises an asphalt layer, a bearing stress layer and a transition layer from top to bottom in sequence, wherein a roadbed is arranged under the asphalt pavement structure based on the layer function index system, and the asphalt layer does not participate in stress checking calculation; the pavement structure is a multi-layer equal-strength equal-thickness separation structure system based on the automobile leaf spring theory, the whole pavement structure is a flexible structure, the thickness of an asphalt layer is greatly reduced, the total thickness of the asphalt layer is 4-7 cm, and the whole thickness of the pavement is effectively reduced;

as a preferred embodiment, the asphalt layer preferably has the main functions of anti-skid, wear-resistant, water-sealing and leveling, and the service performance of the layer is mainly represented by comfort, safety and durability. The asphalt layer does not participate in the stress checking calculation, and the asphalt layer comprises five functional structures from top to bottom on the bearing stress layer based on a multi-layer high-strength toughness ultrathin layer combined structure: the device comprises an abrasion layer, a bonding layer, a leveling layer, a water sealing layer and a stress absorption layer;

as a preferred embodiment, preferably, the main functions of the bearing stress layer are high strength and fatigue resistance, the service performance of the layer is that the bearing vehicle load repeatedly acts without being damaged, the functional layer is a multi-layer constant-thickness separation structure based on the automobile leaf spring theory, and the functional layer comprises a permeable layer, a first constant-thickness rolling concrete layer, a first isolating layer, a second constant-thickness rolling concrete layer, a second isolating layer, a third constant-thickness rolling concrete layer and a water sealing layer from top to bottom on the transition layer;

as a preferred embodiment, the function of the transition layer is preferably mainly from the roadbed to the transition layer bearing the stress layer, so as to protect the roadbed and the bearing of the roadbed. The functional layer comprises graded broken stones, a single-stage broken stone layer and a waterproof layer from top to bottom on the roadbed;

as a preferred embodiment, the wearing course layer is paved by high-strength flexible asphalt concrete SAC-7 synchronously or asynchronously; the adhesive layer is made of high-strength elastic water-based asphalt cement and is synchronously or asynchronously sprayed; the leveling layer is paved by adopting high-strength and high-toughness asphalt concrete SAC-10 synchronously or asynchronously; the water sealing layer adopts high-strength elastic water-based asphalt cement and is synchronously or asynchronously distributed; the stress absorption layer adopts SBS modified emulsified asphalt as slurry seal of cementing material; the thickness of the abrasion layer is 1-2 cm, the spraying amount of the adhesive layer is 0.4-0.6 kg per square meter, the thickness of the leveling layer is 2-3 cm, the spraying amount of the water sealing layer is 0.6-0.8 kg per square meter, and the thickness of the stress absorption layer is 0.5-1.5 cm;

according to the asphalt layer structure, a multi-layer high-strength and toughness ultrathin layer combined structure is adopted, the thickness of the asphalt layer is greatly reduced, the total thickness of the asphalt layer is 4-7 cm, rutting and abrasion are effectively prevented, and multiple layers are effectively waterproof. The wearing and tearing part adopts high strength toughness asphalt concrete SAC-7, and thickness is 1 ~ 2cm, has realized thin layer pitch road surface layer structure, and the water blanket adopts high strength elasticity waterborne asphalt cement, effectively prevents the water damage, and the pitch layer relies on the main function of surface course on the road surface, designs to the rut harm and the water damage on road surface.

As a preferred embodiment, preferably, the permeable layer adopts high-permeability SBS modified emulsified asphalt; the cement consumption of the equal-strength equal-thickness rolling concrete layer is more than 15 percent; the first isolation layer and the second isolation layer both adopt BC-2 emulsified asphalt as slurry seal layers of cementing materials; the cement consumption of the first layer, the second layer and the third layer of the equal-strength equal-thickness rolled concrete is more than 15 percent; the water sealing layer adopts slurry sealing layer which takes BCR emulsified asphalt as cementing material; the spraying amount of the permeable layer is 0.5-0.8 kg per square meter, the thicknesses of the first layer, the second layer and the third layer of the concrete rolled by the equal strength and the equal thickness are 12-18 cm, the thicknesses of the first isolation layer and the second isolation layer are 0.5-1.0 cm, and the thickness of the water-sealing layer is 0.5-1.0 cm;

the bearing layer of the utility model adopts a plurality of layers of rolled concrete layers to greatly improve and enhance the strength and fatigue resistance of the bearing layer, and a multi-layer equal-strength equal-thickness separation structure system is put forward for the first time. Adopts a multilayer equal-strength equal-thickness roller compacted concrete layer (concrete layer) and carries out a multilayer layered separation type design structure. Because this structure is at the main load-bearing road surface load of road surface atress in-process, the roller compacted concrete intensity is big, and the difference in temperature shrinkages is prevented in the design of layering disconnect-type. Set up the pitch isolation layer, will effectively improve roller compacted concrete layer contact situation between the layer, play the elastic buffer effect, increase the whole elasticity on this structural layer, make rigid structure become flexible structure, reduce the interact atress simultaneously between each layer, waterproof effect in addition when the isolation layer is kept apart, the water damage that significantly reduces.

As a preferred embodiment, the cement content of the graded crushed stone layer is preferably not more than 4%; the single-stage crushed stone is large-particle single-stage crushed stone with the size of 3-5 cm; a layer of felt is laid on the waterproof layer; the thickness of the graded broken stone layer is 15-20 cm, and the thickness of the single graded broken stone layer is 15-20 cm;

according to the utility model, each functional layer of the pavement structure can prevent rainwater from seeping downwards, so that a base layer is prevented from being washed by water and damaged by water, a waterproof layer is firstly proposed to be made on a roadbed, and the service durability of the structural layer is prolonged.

As a preferred embodiment, preferably, the roadbed is a stable roadbed;

the pavement structure is rigid and flexible, the advantages are complementary, the reflection cracks are effectively prevented and reduced, and the service life of the pavement is effectively prolonged.

Advantageous effects

1. According to the utility model, a combined structure of multiple high-strength and toughness ultrathin layers is adopted, so that the thickness of an asphalt layer is greatly reduced, and the total thickness of the asphalt layer is 4-7 cm. The high-strength and high-toughness asphalt concrete is used as the wearing layer, so that the wear resistance of the pavement is effectively enhanced, the skid resistance of the pavement is improved, and the impact effect of the driving load on the bearing stress layer is reduced.

2. Materials are saved while the strength of the pavement is guaranteed, the total thickness of the asphalt layer is controlled within 4-7 cm, and a high-strength and high-toughness material is adopted, so that the strength of the pavement in a short period can be well guaranteed, and the high-temperature stability and the low-temperature crack resistance are good. In the maintenance process of the pavement, only the asphalt wearing layer needs to be maintained, so that the service life cost is greatly saved.

3. The road surface transition layer adopts the graded rubble layer, can effectively avoid appearing reflection crack and water damage, proposes for the first time to do the waterproof layer on the road bed, prolongs structural layer durability in use greatly, increases life.

Drawings

FIG. 1 is a schematic structural view of a long-life asphalt pavement structure according to the present invention;

reference numerals: the concrete road surface comprises an asphalt layer 1, a wearing layer 11, a sticky layer 12, a leveling layer 13, a water sealing layer 14, a stress absorption layer 15, a bearing stress layer 2, a permeable layer 21, a first equal-strength equal-thickness rolling concrete layer 22, a first isolation layer 23, a second equal-strength equal-thickness rolling concrete layer 24, a second isolation layer 25, a third equal-strength equal-thickness rolling concrete layer 26, a water sealing layer 27, a transition layer 3, a graded crushed stone layer 31, a single-stage crushed stone layer 32, a waterproof layer 33 and a road bed 4.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

The technical scheme of the utility model is that the long-life asphalt pavement structure based on a layer function index system is laid above a roadbed, and an asphalt layer 1, a bearing stress layer 2 and a transition layer 3 are sequentially arranged from top to bottom.

The asphalt layer 1 comprises a wearing layer 11, a bonding layer 12, a leveling layer 13, a water sealing layer 14 and a stress absorbing layer 15. The thickness of the wearing layer 11 is 1-2 cm, and high-strength and high-toughness asphalt concrete SAC-7 is adopted for synchronous or asynchronous paving; the spreading amount of the adhesive layer 12 is 0.4-0.6 kg per square meter, and high-strength elastic water-based asphalt cement is adopted for synchronous or asynchronous spreading; the leveling layer 13 is 2-3 cm thick, and high-strength and high-toughness asphalt concrete SAC-10 is adopted for synchronous or asynchronous paving; the spreading amount of the water sealing layer 14 is 0.6-0.8 kg per square meter, and high-strength elastic water-based asphalt cement is adopted for synchronous or asynchronous spreading; the thickness of the stress absorption layer 15 is 0.5-1.5 cm, and SBS modified emulsified asphalt is used as a slurry seal layer of the cementing material.

The bearing stress layer 2 comprises a permeable layer 21, a first equal-strength equal-thickness concrete rolling layer 22, a first isolation layer 23, a second equal-strength equal-thickness concrete rolling layer 24, a second isolation layer 25, a third equal-strength equal-thickness concrete rolling layer 26 and a water sealing layer 27. Spraying the permeable layer 21 with the spraying amount of 0.5-0.8 kg per square meter, and modifying the emulsified asphalt by adopting high-permeability SBS; the thicknesses of the equal-strength equal-thickness rolled concrete layers 22, 24 and 26 are 12-18 cm, and the cement consumption is more than 15%; the thickness of the first isolation layer 23 is 0.5-1.0 cm, and BC-2 emulsified asphalt is used as a slurry seal layer of a cementing material; the thickness of the second isolation layer 25 is 0.5-1.0 cm, and BC-2 emulsified asphalt is used as a slurry seal layer of the cementing material; the thickness of the water sealing layer 27 is 0.5-1.0 cm, and the slurry sealing layer is formed by adopting BCR emulsified asphalt as a cementing material.

The transition layer 3 comprises a graded crushed stone layer 31, a single-grade crushed stone layer 32 and a waterproof layer 33. The thickness of the graded broken stone layer 31 is 15-20 cm, and the cement consumption is not more than 4%; the thickness of the single-grade crushed stone layer 32 is 15-20 cm, and 3-5 cm of large-particle single-grade crushed stone is adopted; a layer of felt is laid on the waterproof layer 33 to achieve a common waterproof effect. The roadbed 4 is a stable roadbed.

It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the utility model, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (9)

1. The utility model provides a bituminous paving structure based on layer function index system which characterized in that: asphalt pavement structure from last to including asphalt layer, bearing stress layer and transition layer down in proper order, asphalt pavement structure under be equipped with the road bed, asphalt layer gross thickness be 4 ~ 7cm just asphalt layer do not participate in the atress checking calculation.

2. The asphalt pavement structure according to claim 1, wherein: the asphalt layer sequentially comprises an abrasion layer, a sticky layer, a leveling layer, a water sealing layer and a stress absorption layer from top to bottom, and the bearing stress layer sequentially comprises a permeable layer, a first equal-strength equal-thickness rolling concrete layer, a first isolating layer, a second equal-strength equal-thickness rolling concrete layer, a second isolating layer, a third equal-strength equal-thickness rolling concrete layer and a water sealing layer from top to bottom; the transition layer comprises a graded crushed stone layer, a single-stage crushed stone layer and a waterproof layer from top to bottom in sequence.

3. The asphalt pavement structure according to claim 2, wherein: the thickness of the wearing layer is synchronously or asynchronously paved by adopting high-strength tough asphalt concrete SAC-7; the adhesive layer is made of high-strength elastic water-based asphalt cement and is synchronously or asynchronously sprayed; the leveling layer is paved by adopting high-strength and high-toughness asphalt concrete SAC-10 synchronously or asynchronously; the water sealing layer adopts high-strength elastic water-based asphalt cement and is synchronously or asynchronously distributed; the stress absorption layer adopts SBS modified emulsified asphalt as slurry seal of cementing material.

4. An asphalt pavement structure as defined in any one of claims 2 to 3, wherein: the thickness of the abrasion layer is 1-2 cm, the spraying amount of the adhesive layer is 0.4-0.6 kg per square meter, the thickness of the leveling layer is 2-3 cm, the spraying amount of the water sealing layer is 0.6-0.8 kg per square meter, and the thickness of the stress absorption layer is 0.5-1.5 cm.

5. The asphalt pavement structure according to claim 2, wherein: the permeable layer adopts high-permeability SBS modified emulsified asphalt; the cement consumption of the first equal-strength equal-thickness rolling concrete layer, the second equal-strength equal-thickness rolling concrete layer and the third equal-strength equal-thickness rolling concrete layer is more than 15 percent; the first isolation layer and the second isolation layer both adopt slurry seal with BC-2 emulsified asphalt as cementing material; the water sealing layer adopts slurry sealing layer which takes BCR emulsified asphalt as cementing material.

6. An asphalt pavement structure as defined in any one of claims 2 and 5, wherein: the spraying amount of the permeable layer is 0.5-0.8 kg per square meter, the thicknesses of the uniform-strength uniform-thickness rolling concrete layer I, the uniform-strength uniform-thickness rolling concrete layer II and the uniform-strength uniform-thickness rolling concrete layer III are all 12-18 cm, the thicknesses of the isolation layer I and the isolation layer II are both 0.5-1.0 cm, and the thickness of the water sealing layer is 0.5-1.0 cm.

7. The asphalt pavement structure according to claim 2, wherein: the cement consumption of the graded crushed stone layer is not more than 4 percent; the single-stage crushed stone is large-particle single-stage crushed stone with the size of 3-5 cm; and a layer of felt is laid on the waterproof layer.

8. An asphalt pavement structure as defined in any one of claims 2 and 7, wherein: the thickness of the graded broken stone layer is 15-20 cm, and the thickness of the single graded broken stone layer is 15-20 cm.

9. An asphalt pavement structure as defined in any one of claims 1 to 3, 5 and 7, wherein: the roadbed is a stable roadbed.

Images