CN217536550U - Compound modified asphalt pavement structure for municipal branch in alpine region - Google Patents
Compound modified asphalt pavement structure for municipal branch in alpine region Download PDFInfo
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- CN217536550U CN217536550U CN202221516791.XU CN202221516791U CN217536550U CN 217536550 U CN217536550 U CN 217536550U CN 202221516791 U CN202221516791 U CN 202221516791U CN 217536550 U CN217536550 U CN 217536550U
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Abstract
The utility model relates to a severe cold district municipal administration branch road is with compound modified asphalt pavement structure, include road basic unit, arrange in road surface course and curb in the road basic unit, its characterized in that: the road base layer consists of cement lime stabilized gravel soil, 5% of cement stabilized gravel and 5% of cement stabilized macadam from bottom to top in sequence; the road surface layer consists of an emulsified asphalt permeable layer, a slurry seal layer, coarse grain asphalt concrete, an emulsified asphalt adhesive layer and high-elasticity rubber composite modified asphalt concrete from bottom to top in sequence; the two sides of the road base layer are correspondingly provided with the kerbstones, and 1:2 cement mortar bedding is paved at the bottoms of the kerbstones; and C20 concrete backrest is cast in situ on the back of the kerbstone. The utility model has the characteristics of the construction degree of difficulty is low, the maintenance cost is few, road disease is few.
Description
Technical Field
The utility model relates to a municipal construction technical field especially relates to a severe cold district municipal administration branch road is with compound modified asphalt pavement structure.
Background
In the process of municipal road construction, modified asphalt is widely applied to road surface layers due to good performance, and the modified asphalt can be divided into mineral fillers, additives and high molecular polymers due to main stream modified materials, and the SBS modified asphalt and the rubber modified asphalt are mainly commonly used. The SBS modified asphalt has mature processing technology, quality detection and other aspects, is most widely applied and is generally accepted by the industry.
However, the traditional SBS modified asphalt has the problems of insufficient adhesion, poor aging resistance and the like when applied to municipal roads in alpine regions, so that the municipal roads are easy to crack, the road maintenance cost is increased, and the service life of the roads is shortened. The problems of easy deterioration, sulfur pollution, unstable crosslinking and the like in the transportation and storage processes are difficult to break through due to unstable quality of the common rubber asphalt; it is not widely used in various places.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that a low, the maintenance cost is few, the few compound modified asphalt pavement structure for severe cold district municipal branch road of road disease is provided to the construction degree of difficulty.
In order to solve the problem, a severe cold district municipal administration branch road is with compound modified asphalt pavement structure, include road basic unit, arrange in road surface course and curb in the road basic unit, its characterized in that: the road base layer consists of cement lime stabilized gravel soil, 5% of cement stabilized gravel and 5% of cement stabilized macadam from bottom to top in sequence; the road surface layer sequentially consists of an emulsified asphalt permeable layer, a slurry seal layer, coarse-grained asphalt concrete, an emulsified asphalt adhesive layer and high-viscoelasticity rubber composite modified asphalt concrete from bottom to top; the two sides of the road base layer are correspondingly provided with the kerbstones, and 1:2 cement mortar bedding is paved at the bottom of each kerbstone; and C20 concrete back rests are cast in situ on the back parts of the kerbs.
The thickness of the cement lime stabilized gravel soil is 20cm.
The thickness of the 5% cement stabilized gravel and the thickness of the 5% cement stabilized macadam are both 16cm.
The thickness of the slurry seal layer is 2cm.
The thickness of the coarse-grained asphalt concrete is 8cm.
The thickness of the high-viscoelastic-rubber composite modified asphalt concrete is 4cm.
The pavement structure is provided with a herringbone road arch, and the gradient of a cross slope is 1.5 percent.
Compared with the prior art, the utility model has the following advantage:
1. the high-elasticity rubber composite modified asphalt concrete is added, the high-elasticity rubber composite modified asphalt has higher viscosity, and the resistance of the pavement to freeze-thaw cracks, fatigue cracks and reflection cracks is improved due to the high content of the cementing material; meanwhile, the high-viscoelasticity rubber composite modified asphalt technology is adopted, so that the temperature sensitivity is reduced, and the track resistance and permanent deformation resistance of the pavement are improved.
2. The utility model discloses have excellent elasticity recovery performance, ageing resistance and good low temperature cracking resistance's ability. The viscosity is increased but is smaller than that of the rubber asphalt; meanwhile, the high-viscoelastic rubber composite asphalt has good construction performance, so that the municipal road construction difficulty is low, the road diseases are less after the construction is finished, and the maintenance cost is reduced.
Drawings
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of the present invention.
In the figure: 1-cement lime stabilizes the gravel soil; 2-5% cement stabilizing gravel; 3-5% of cement stabilized macadam; 4-emulsified asphalt permeable layer; 5, slurry sealing; 6-coarse-grained asphalt concrete; 7-emulsified asphalt adhesive layer; 8-high viscoelastic rubber composite modified asphalt concrete; 9-kerbstone; 10-C20 concrete back; 11-1:2 cement mortar bedding; 12-road base layer; 13-road surface course.
Detailed Description
As shown in fig. 1, the composite modified asphalt pavement structure for the municipal branches in the alpine region comprises a road base layer 12, a road surface layer 13 arranged on the road base layer 12 and a curb 9. This road surface structure sets up the Y-shaped road arch, and the cross slope is 1.5%, makes things convenient for rainwater etc. to arrange to rainwater collecting system from road both sides, reduces the harm that the surface water seeped to the road.
The road base layer 12 consists of cement lime stabilized gravel soil 1 with the thickness of 20cm, 5 percent of cement stabilized gravel 2 with the thickness of 16cm and 5 percent of cement stabilized macadam 3 with the thickness of 16cm from bottom to top in sequence; the road surface layer 13 consists of an emulsified asphalt permeable layer 4, a slurry seal layer 5 with the thickness of 2cm, coarse grain type asphalt concrete (AC-25C) 6 with the thickness of 8cm, an emulsified asphalt adhesive layer 7 and high viscoelastic rubber composite modified asphalt concrete (AC-13C) 8 with the thickness of 4cm from bottom to top in sequence; the two sides of the road base layer 12 are correspondingly provided with kerbs 9, and 1:2 cement mortar bedding 11 is paved at the bottom of the kerbs 9; the back of the kerbstone 9 is cast in place with a C20 concrete back rest 10.
Wherein: the high-viscoelasticity rubber composite modified asphalt in the high-viscoelasticity rubber composite modified asphalt concrete consists of 45-55 parts by weight of No. 90 petroleum asphalt, 15-25 parts by weight of SBS modified asphalt and 30 parts by weight of instant rubber master batch, and is produced by Tiansu corporation of GmbH (Kansu navigation travel graphene technology development, inc.).
Before the construction of the high viscoelastic rubber composite modified asphalt surface layer, the previous procedure is subjected to one-time serious inspection, and the key inspection is as follows: whether the elevation meets the requirement, whether the surface is loose, whether the flatness meets the requirement, and whether the surface is cleaned up. Then spraying adhesive layer oil, and adopting 90# matrix asphalt with the dosage of 1.0Kg/m < 2 >.
The concrete construction process is as follows:
the method comprises the following steps: mixing the high-viscoelastic rubber composite modified asphalt mixture:
aggregate, mineral powder and asphalt of each specification are proportioned according to required proportions before mixing.
The asphalt material is heated by adopting heat conducting oil, the temperature of the high-viscoelasticity rubber composite modified asphalt mixture is controlled to be 10-20 ℃ higher than that of common asphalt and 10-15 ℃ lower than that of rubber modified asphalt, and the asphalt mixture is shown in Table 1.
TABLE 1
And thirdly, selecting the largest sieve pore suitable for screening the hot materials, and avoiding producing particles with over-size.
And fourthly, mixing for each dish for a dry mixing time of 3s, a wet mixing time of 45s and discharging for 10s. After the specified amount of aggregate and asphalt are fed into the mixer, the two materials are fully mixed until all aggregate particles are completely and uniformly covered by asphalt, and the asphalt material is also completely and uniformly distributed in the whole mixture, so that the mixture is free from white stones and asphalt lumps, and is black and bright.
The mixed asphalt mixture can be uniform and consistent, and has no white materials, agglomeration or serious coarse material separation phenomenon. Abandoning when the requirement is not met, and adjusting in time. The asphalt mixture is also discarded when the temperature is lower than 160 ℃ and higher than 195 ℃.
Sixthly, measuring the temperature of the mixture in the material transporting vehicle by using the asphalt mixture leaving the factory through an inserted thermometer.
And when the mixed asphalt mixture is not immediately paved, placing the mixed asphalt mixture into a finished product storage bin for storage, wherein the finished product storage bin is provided with a heat preservation device.
Step two: and (3) transporting the mixture:
according to field examination, the time of the transport vehicle from a mixing station to the site is 10-20 minutes, and a dump truck with the load of 5 trucks of 20 tons is at least required according to the output of the mixing station (220-180T/T) and the traveling speed of a paver (2-3 m/min). In order to ensure continuous supply of asphalt concrete and fully consider various adverse factors in the transportation process, about 20-ton-load dump trucks 6 with heat preservation covering measures on the periphery and the top of a carriage are determined to be adopted, and a finished product bin (capable of storing 200 tons of mixed materials) is started at a mixing station. During transportation, the carriage is cleaned, the side plates and the bottom plate of the carriage are coated with approved anti-sticking agent films, and the excessive anti-sticking agent is removed before the vehicle is loaded.
The transport capacity of the asphalt mixture transport vehicle is more than the mixing capacity, more than 2 skip cars are always in a waiting unloading state in front of the paver in the construction process, and continuous paving is guaranteed.
The asphalt concrete is transported by 6 dumper trucks of 20 tons, each transport vehicle enters the discharge port of the asphalt concrete mixing plant in sequence, and the position of the vehicle is moved every time when one bucket is unloaded during charging. The asphalt mixture is conveyed to a paving point and then received by a material conveying list, the quality of the mixture is checked, and the temperature is measured and is not lower than 165 ℃. In the continuous paving process, the material conveying vehicle is parked in front of the paver in a straight line.
The appointed specially-assigned person is responsible for organizing the operation of the vehicles, reflecting the traffic flow and the information dynamic of the main traffic line to the motorcade in time and making coordination work with traffic police and urban management departments.
Step three: paving a mixture:
spreading, checking the quality of the lower bearing layer again, cleaning the polluted part and supplementing the asphalt of the adhesive layer. Paving the asphalt mixture on a working face approved by a supervision engineer, wherein when the paving is started, the number of asphalt mixture transport vehicles stopped on the site is more than 3, the temperature of the mixture is not lower than 165 ℃ when the paving is started, the paving speed is uniform, and the stopping is reduced as much as possible. In the continuous paving process, the material transporting vehicle stops 10-30 cm in front of the paver when unloading to ensure that the material transporting vehicle does not impact the paver, and the material transporting vehicle hangs at the neutral position and is pushed by the paver to move forwards. And stopping the machine for special reasons, taking the temperature of asphalt paved on the site as a standard, and lifting a screed of the paver to form a transverse joint when the temperature is lower than 155 ℃.
The flatness of the lower layer will directly affect the paving quality of the upper layer, and the lower layer is adjusted once in thickness to create good conditions for paving the upper layer. The strip lines of the lower surface layer are leveled by a 'reference steel wire method', namely, stable support rods (corresponding to the central line pile number) are driven into the position 20cm outside the paving sideline, the distance between the support rods is 10 meters, and the steel wire elevation is obtained by adding a constant to the designed elevation of the lower surface layer top at the pile position. And the support rods are encrypted in a small section with a smaller curve radius and near a side slope point or in a widened section. After the erection elevation of the supporting rod and the standard steel wire is checked to be correct, spreading is started, and 1-2 persons are arranged on site to check back and forth in the spreading process, so that vehicles, constructors and other machines are prevented from colliding with the supporting rod or the steel wire.
The upper layer directly receives the action of traffic load. The quality of the upper layer will directly affect the service property and driving safety of the road. The upper layer is leveled by adopting a floating reference beam method. The reference beam is already mounted on the paver before the start of paving and the self-leveling sensor is placed in a certain position of the reference beam. The paver advances with the reference beam when paving. The interval between the longitudinal joints of the upper layer and the lower layer is more than 1m, and the construction joints are vertical.
The places such as irregular appearance, different pavement thicknesses, limited space and the like where the paver cannot work, such as the joint of an artificial structure, and the like, are approved by a supervisory engineer to adopt artificial paving, and the asphalt mixture is paved in the following points:
(1) paving is carried out uniformly, slowly and continuously;
(2) the spread mixture heats the ironing plate according to the air temperature condition, the air temperature is lower, and the rolling length is shortened;
(3) when the temperature is lower than 15 ℃, stopping the operation and leaving a transverse construction joint;
(4) the paving temperature of the asphalt mixture meets the standard requirement;
(5) the paved concrete is not rolled, and pedestrians and vehicles are prohibited from walking on the concrete.
Step four: compacting the mixture:
a reasonable combination mode of the road roller is selected (the specific compaction process is determined by a test section) so as to achieve the optimal compaction effect, two types of a double-steel-wheel vibratory roller and a tyre roller are adopted, and a small-sized roller or a manual hot rammer is used in a special section.
The compaction of asphalt concrete is divided into three stages of initial compaction, secondary compaction and final compaction (including forming), and the compaction of the asphalt concrete by the road roller is slow and uniform and meets the regulation of the specification.
The method has the advantages that the temperature of the mixed material is controlled to be more than 165 ℃ during initial pressing, pushing and cracking cannot occur during rolling, a road roller rolls from a low side to a high side, the tracks of the road roller are overlapped by 10-20 cm in real time when the vibratory road roller rolls, adjacent rolling belts are overlapped by 1/3-1/2 of the width of the wheels, the end portions of the adjacent rolling belts extend in a ladder shape, and the last wheel is obliquely pressed, so that the whole rolling is completed. The preliminary pressing is generally performed 2 times, and the flatness is checked immediately after the preliminary pressing, and trimming is performed if necessary.
Secondly, re-pressing is carried out on the operation surface of the initial pressing, the re-pressing temperature is controlled to be 145-155 ℃ but not lower than 140 ℃, a vibratory roller is firstly adopted during re-pressing, and after 2 times of vibratory rolling, the heavy tyre roller is adopted for rolling. The concrete rolling times are determined by tests, but are not less than 4-6 times, the re-pressed pavement can reach the required compactness, and no obvious wheel tracks exist.
Thirdly, final pressing is carried out immediately after re-pressing, the temperature is 100-135 ℃ but not lower than 95 ℃, a double-steel-wheel type road roller is selected for rolling for more than two times, no wheel tracks exist on the road surface, and the final temperature is required to meet the standard requirement.
The following points are achieved during rolling:
(1) during compaction, the temperature, speed, flatness, compaction degree, rolling section length and other five degrees are strictly controlled to ensure the appearance and the internal quality of the pavement.
(2) Immediately rolling (the length of the rolling segment is 30-50m, the distance between a road roller and a paver is as short as possible, the shortest distance is 4-5 m), and the rolling speed is kept at 1.5-2.0 km/h when removing initial rolling, so that the rolling speed during re-rolling is properly increased to ensure that the total rolling times in three stages are completed in a short effective time.
(3) The road roller is prohibited from steering, braking or stopping on a road section which is not rolled or cooled; the start and stop of the road roller are both slowed down; the road roller extends in a step shape at the final pressing point in a rolling section, and adjacent rolling belts are staggered by 0.5 m-lm, so that the compacted joints form an angle of 45 degrees and are not on the same cross section.
(4) During rolling, initial pressing, secondary pressing and final pressing sections are divided, so that the phenomena of pressure leakage and pressure reduction are prevented. And stopping the road roller after the rolling is finished, and stopping the road roller on a road section with finished final pressing and the temperature of the road roller lower than 50 ℃.
(5) When the steel wheel roller has the phenomenon of being stained with the wheel, the oil-water mixture is sprayed on the steel wheel, the oil-water mixture is prevented from dripping on the road surface, and the tyre roller sprays water to the tyre after the tyre is heated when rolling for a section.
(6) And the edge position which cannot be compacted by the road roller is compacted by a vibration tamping plate. Compaction machines or transport vehicles are frequently overhauled to prevent oil leakage.
(7) On the same day, no mechanical equipment or vehicle is forbidden to be parked on the uncooled asphalt mixture surface layer, so that sundries such as mineral aggregate, oil and the like cannot be scattered.
Step five: opening traffic:
and (3) completely and naturally cooling the spreading layer, opening traffic after the surface temperature of the mixed material is lower than 50 ℃, paying attention to maintenance, preventing the road surface from being polluted, and simultaneously limiting the heavy vehicle to run so as to avoid damaging the road surface. After the surface layer is rolled and formed, a specially-assigned person is sent to take care of maintenance.
Claims (7)
1. The utility model provides a severe cold district municipal administration branch road is with compound modified asphalt pavement structure, includes road base (12), arranges in road surface layer (13) and curb (9) on road base (12), its characterized in that: the road base (12) consists of cement lime stabilized gravel soil (1), 5% of cement stabilized gravel (2) and 5% of cement stabilized macadam (3) from bottom to top in sequence; the road surface layer (13) is composed of an emulsified asphalt permeable layer (4), a slurry seal layer (5), coarse-grained asphalt concrete (6), an emulsified asphalt adhesive layer (7) and high-viscoelastic rubber composite modified asphalt concrete (8) from bottom to top in sequence; the two sides of the road base layer (12) are correspondingly provided with the kerbstones (9), and 1:2 cement mortar bedding (11) is paved at the bottom of the kerbstone (9); the back of the kerbstone (9) is cast in situ with a C20 concrete back (10).
2. The composite modified asphalt pavement structure for the municipal branches in the alpine regions according to claim 1, characterized in that: the thickness of the cement lime stabilized gravel soil (1) is 20cm.
3. The composite modified asphalt pavement structure for municipal branches in alpine regions according to claim 1, characterized in that: the thickness of the 5% cement-stabilized gravel (2) and the 5% cement-stabilized macadam (3) are both 16cm.
4. The composite modified asphalt pavement structure for municipal branches in alpine regions according to claim 1, characterized in that: the thickness of the slurry seal layer (5) is 2cm.
5. The composite modified asphalt pavement structure for municipal branches in alpine regions according to claim 1, characterized in that: the thickness of the coarse-grained asphalt concrete (6) is 8cm.
6. The composite modified asphalt pavement structure for the municipal branches in the alpine regions according to claim 1, characterized in that: the thickness of the high-viscoelastic-rubber composite modified asphalt concrete (8) is 4cm.
7. The composite modified asphalt pavement structure for the municipal branches in the alpine regions according to claim 1, characterized in that: the pavement structure is provided with a herringbone road arch, and the gradient of a cross slope is 1.5%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221516791.XU CN217536550U (en) | 2022-06-17 | 2022-06-17 | Compound modified asphalt pavement structure for municipal branch in alpine region |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221516791.XU CN217536550U (en) | 2022-06-17 | 2022-06-17 | Compound modified asphalt pavement structure for municipal branch in alpine region |
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| CN217536550U true CN217536550U (en) | 2022-10-04 |
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| CN202221516791.XU Active CN217536550U (en) | 2022-06-17 | 2022-06-17 | Compound modified asphalt pavement structure for municipal branch in alpine region |
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- 2022-06-17 CN CN202221516791.XU patent/CN217536550U/en active Active
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