CN219862169U - Composite pavement structure containing rigid stress absorbing layer - Google Patents
Composite pavement structure containing rigid stress absorbing layer Download PDFInfo
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- CN219862169U CN219862169U CN202220823427.1U CN202220823427U CN219862169U CN 219862169 U CN219862169 U CN 219862169U CN 202220823427 U CN202220823427 U CN 202220823427U CN 219862169 U CN219862169 U CN 219862169U
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Landscapes
- Road Paving Structures (AREA)
Abstract
The utility model relates to a composite pavement structure containing a rigid stress absorbing layer, which comprises an asphalt surface layer, a first bonding layer, a rigid stress absorbing layer, a second bonding layer, a common cement concrete layer and a subbase layer which are sequentially arranged from top to bottom. The rigid stress absorbing layer is a high-ductility cement-based composite material layer, the compressive strength of the high-ductility cement-based composite material layer in the 28-day age is 50-60MPa, and the flexural strength of the high-ductility cement-based composite material layer is 12-18MPa. In the high-ductility cement-based composite material layer, the volume doping amount of the fiber is 1.8-2.0%. The utility model is provided with a rigid stress absorbing layer, has the characteristics of high ductility, strong crack resistance, good fatigue resistance, remarkable anti-reflection effect and the like, and belongs to the technical field of composite pavement structures.
Description
Technical Field
The utility model relates to a composite pavement structure, in particular to a composite pavement structure containing a rigid stress absorbing layer.
Background
Along with the rapid development of national highway traffic, composite pavement engineering is also continuously developed. The composite pavement is formed by paving an asphalt surface layer on a cement concrete pavement, and is characterized by high overall rigidity, good stability and good travelling comfort. With the development and use of the pavement structure, various defects gradually appear under the multiple actions of running load and environmental factors, wherein reflection cracks are most prominent, the defects of the structure are formed, stress concentration occurs on a bottom concrete slab, the upper asphalt is influenced to start to generate the reflection cracks and rapidly expand and destroy, the integrity and the continuity of the pavement are damaged, the reflection cracks are extremely easy to appear when an old pavement is additionally paved with a new asphalt layer, and the service performance and the service life of the pavement are reduced. The road performance of the rigid-flexible composite road surface is reduced. Meanwhile, the existence of the cracks enables road surface water to possibly invade the inside of the structure, road diseases such as subsidence, slurry turning and mud pumping can be generated when the road surface water infiltrates into the base layer, the strength and stability of the roadbed are greatly weakened, the road surface is further damaged, national road maintenance and disease control enter a peak period, the formation and expansion of reflection cracks can be effectively delayed when the road surface interlayer is paved, and the water sealing function of the road surface can be enhanced.
From the above circumstances, the crack control of the asphalt surface layer of the composite pavement is particularly important, especially the reflection crack control, and the method has important significance for treating diseases of the pavement and prolonging the service life of the pavement aiming at the development and research of the reflection crack control technology, the new structure, the new method and other fields. However, the existing composite pavement reflection crack prevention and control structure has the following technical problems.
Firstly, the prevention and control effect of reflection cracks are not obvious by increasing the thickness of an asphalt layer or arranging a graded broken stone layer on an original pavement structure, the bottom layer is easy to be strained too much due to the overlarge thickness and dead weight, rutting is generated on the pavement, the stress absorption effect is not ideal, and the control of the elevation of the original pavement is also influenced. The thickness and the dead weight of the composite pavement are important parts for feasibility and economical evaluation when the reflection cracks are prevented and treated.
Secondly, the material for the composite pavement anti-reflection crack has higher crack resistance and fatigue resistance and also needs certain stress absorption characteristic. In the STRAT pavement system developed by foreign experts, the stress absorbing layer in the core can effectively prevent reflection cracks, prevent stress concentration and pavement water infiltration, greatly improve the structural fatigue life, but the structural paving process has high requirements, strictly controls equipment parameters, has higher construction difficulty and cost, and greatly limits the application and popularization in practical engineering.
Thirdly, paving geotechnical material (such as geogrid, geotechnical cloth and the like) intermediate layers on the composite pavement is a common anti-reflection measure, and can be bonded with a bottom concrete layer and an upper asphalt layer to form an integral structure to delay reflection cracks, so that the composite pavement has certain tensile resistance. However, the material is easy to slip or tilt along with the load of the vehicle, load-type reflective cracks are caused under the repeated shearing-bending-shearing action, and the composite pavement structure provided with the geotechnical material interlayer is easy to damage. In particular, the anti-reflection crack performance of the road surface with large traffic after traffic is obviously reduced, the propagation of the reflection crack can not be effectively restrained, and the road surface moisture permeates into the subbase layer and even the roadbed through the reflection crack, thereby generating structural damage.
In summary, the time for construction and development of the composite pavement in China is not long, and the anti-reflection technology of the pavement is still under continuous research and development, so that the composite pavement structure formed by the existing anti-reflection technology is still to be perfected. Therefore, development of a few rapid and effective structural layers for preventing and repairing reflective cracks of a composite pavement is urgently needed, durability and service life of the composite pavement are improved, and engineering value of the pavement is increased.
Disclosure of Invention
Aiming at the technical problems existing in the prior art, the utility model aims at: the composite pavement structure with the rigid stress absorbing layer is provided, and the reflection crack resistance of the composite pavement is improved.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a composite pavement structure with a rigid stress absorbing layer comprises an asphalt surface layer, a first bonding layer, a rigid stress absorbing layer, a second bonding layer, a common cement concrete layer and a subbase layer which are sequentially arranged from top to bottom.
As a preferable mode, the asphalt surface layer is a surface layer paved by mixing modified emulsified asphalt mixture, and the grading type is AC-20C.
Preferably, the concrete strength grade in the portland cement concrete layer is C40.
As a preferred form, the rigid stress absorbing layer is a high-ductility cement-based composite layer having a 28-day-age compressive strength of 50-60MPa and a flexural strength of 12-18MPa.
As a preferred embodiment, the fiber volume loading in the high-ductility cement-based composite layer is 1.8-2.0%.
As a preferable mode, the silicon ash is mixed in the high-ductility cement-based composite material layer in an amount of 2% -5% of the cementing material, and the fine aggregate is river sand with the grain size less than or equal to 2.36 mm.
As a preference, the thickness of the rigid stress absorbing layer is from 10 to 15mm.
As a preferable mode, the first bonding layer is a high-viscosity modified emulsified asphalt layer with increased bonding degree, and the sprinkling amount is 1.0-1.2kg/m 2 。
Preferably, the second adhesive layer is a polyurethane adhesive layer, and the brushing thickness is 1.0-2.0mm.
Preferably, the rigid stress absorbing layer is partially and semi-bonded with the ordinary cement concrete layer through a second bonding layer; and reserving lengths of 90-100mm from the joint positions on two sides without a second bonding layer, so that the rigid stress absorbing layer is incompletely bonded.
The utility model has the following advantages:
1. the rigid stress absorbing layer is additionally arranged in the composite pavement structure, so that the reflection crack resistance of the composite pavement can be improved. The high-ductility cement-based composite material (ECC) adopted by the rigid stress absorbing layer has the PVA fiber in the interior to play a bridging role, has strong reinforcement performance and stress absorbing performance, and is not easy to crack rapidly under the cyclic action of vehicle load. On one hand, the rigid stress absorbing layer has good ductility and crack resistance, and on the other hand, the rigid thin layer material can keep working performance for a long time and has high fatigue life, so that the reflection crack prevention and control efficiency of the composite pavement structure is greatly improved.
2. The rigid stress absorbing layer and the ordinary cement concrete layer are in an incomplete bonding mode, so that stress at the joint or the crack of the cement board can be effectively decomposed, stress concentration phenomenon is reduced, initiation and expansion of reflection cracks are effectively delayed, the problem that asphalt surface layers are damaged due to early reflection cracks is avoided, and the service life of a road is prolonged.
3. The composite pavement structure has the advantages of small site construction difficulty, simple working procedure, low requirements on mechanical equipment and low construction cost, and is favorable for promoting the further development of pavement reflection crack prevention and control research.
4. The rigid stress absorbing layer has the characteristics of high ductility, strong crack resistance, good fatigue resistance, remarkable anti-reflection effect and the like.
5. The high-viscosity modified emulsified asphalt layer is adopted as a first bonding layer, the polyurethane adhesive layer is a second bonding layer, and the stress absorbing layer can be well compatible with upper and lower layer materials, so that the high-viscosity modified emulsified asphalt has good integrity and effectively plays roles of reinforcing and absorbing stress.
6. When the composite pavement is used for maintaining the existing pavement, the rigid stress absorbing layer is arranged on the upper portion of the original pavement concrete slab, and the asphalt mixture surface layer is paved to form the composite pavement, so that the problem that reflection cracks are frequently damaged on the asphalt pavement can be effectively reduced, and the comprehensive performance of the structure is improved.
Drawings
FIG. 1 is a schematic structural view of a composite pavement structure including a rigid stress absorbing layer.
FIG. 2 is a schematic diagram of a rigid stress absorbing layer stress dispersed reflective crack.
Wherein 1 is an underlayment, 2 is a common cement concrete layer, 3 is a rigid stress absorbing layer, 4 is an asphalt surface layer, 5 is a second bonding layer, and 6 is a first bonding layer.
Detailed Description
The utility model will be described in further detail with reference to the drawings and the detailed description.
A composite pavement structure with a rigid stress absorbing layer comprises an asphalt surface layer, a first bonding layer, a rigid stress absorbing layer, a second bonding layer, a common cement concrete layer and a subbase layer which are sequentially arranged from top to bottom.
In the ordinary cement concrete layer, the concrete strength grade is C40. The ordinary cement concrete is an existing material, for example, in the embodiment, the ordinary cement concrete is formed by stirring 42.5 cement, fly ash, mineral powder, sand, crushed stone water and an additive, and the ordinary concrete pavement layer is obtained after casting and curing are completed.
The second bonding layer is a polyurethane adhesive layer, and the brushing thickness is 1.0-2.0mm. The rigid stress absorbing layer and the ordinary cement concrete layer are partially and semi-bonded through a second bonding layer; the length of 90-100mm from the joint is reserved mainly on two sides without a second bonding layer, so that the rigid stress absorbing layer is not completely bonded. The common cement concrete layer is formed by splicing concrete plates, and joints are arranged between the concrete plates. The polyurethane adhesive is an existing material, for example, in the embodiment, sikaflex-11FC polyurethane adhesive with good ageing resistance is adopted.
The rigid stress absorbing layer is a high-ductility cement-based composite material layer, the compressive strength of the high-ductility cement-based composite material layer in the 28-day age is 50-60MPa, and the flexural strength of the high-ductility cement-based composite material layer is 12-18MPa. In the high-ductility cement-based composite material layer, the volume doping amount of the fiber is 1.8-2.0%. In the high-ductility cement-based composite material layer, the doping amount of the silica fume is 2% -5% of that of the cementing material, and the fine aggregate is river sand with the grain size less than or equal to 2.36 mm. The thickness of the rigid stress absorbing layer is 10-15mm. The high-ductility cement-based composite material (ECC) is an existing material, and in this embodiment, for example, a rigid stress absorbing layer is obtained by adopting cement, silica fume, fly ash, microbeads, river sand, water, a high-performance water reducing agent and PVA fiber for preparation, and covering and moistening the film for curing.
The first bonding layer is a high-viscosity modified emulsified asphalt layer for increasing the bonding degree, and the sprinkling amount is 1.0-1.2kg/m 2 . Wherein the high-viscosity modified emulsified asphalt is the existing material, for example, in the embodiment, a medium-cracking type cationic high-concentration modified emulsified asphalt material is adopted, the softening point is more than or equal to 70 ℃, and the high-viscosity modified emulsified asphalt is stored for 1 dayThe stability is less than or equal to 1 percent.
The asphalt surface layer is a surface layer paved by mixing a modified emulsified asphalt mixture, and the grading type is AC-20C. The modified emulsified asphalt mixture is an existing material, for example, in the embodiment, an asphalt surface layer obtained by hot-mix paving of modified SBS asphalt, graded broken stone and mineral powder is adopted.
The application of the utility model: regarding the laying of the rigid stress absorbing layer 3, firstly, the surface scouring treatment is carried out on the joint of the concrete slab, then, the second adhesive layer 5 of polyurethane adhesive is coated on the upper part of the ordinary cement concrete layer 2, the rigid stress absorbing layer 3 is arranged on the second adhesive layer, then, the first adhesive layer 6 of high-viscosity modified emulsified asphalt is sprayed with cloth material, and finally, the laying of the asphalt surface layer 4 with corresponding thickness is completed, thus forming the whole composite pavement with reflection crack prevention and control.
Through tests, the continuous stress process of the composite pavement is simulated under the rolling load fatigue test, the reflection cracks of the composite components are effectively inhibited, the stress absorption effect is obvious, and the crack expansion is more divergent. Compared with the situation that the rigid stress absorbing layer is not arranged to delay reflection cracks, the pavement structure provided with the rigid stress absorbing layer with a certain thickness has stronger crack resistance, the fatigue life is prolonged by more than 10 times, and the anti-reflection efficiency is greatly improved.
The above examples are preferred embodiments of the present utility model, but the embodiments of the present utility model are not limited to the above examples, and any other changes, modifications, substitutions, combinations, and simplifications that do not depart from the spirit and principle of the present utility model should be made in the equivalent manner, and the embodiments are included in the protection scope of the present utility model.
Claims (6)
1. A composite pavement structure comprising a rigid stress absorbing layer, characterized by: comprises an asphalt surface layer, a first bonding layer, a rigid stress absorbing layer, a second bonding layer, a common cement concrete layer and a subbase layer which are sequentially arranged from top to bottom;
the second bonding layer is a polyurethane adhesive layer, and the brushing thickness is 1.0-2.0mm;
the rigid stress absorbing layer and the ordinary cement concrete layer are partially and semi-bonded through a second bonding layer; and reserving lengths of 90-100mm from the joint positions on two sides without a second bonding layer, so that the rigid stress absorbing layer is incompletely bonded.
2. A composite pavement structure having a rigid stress absorbing layer according to claim 1, wherein: the asphalt surface layer is a surface layer paved by mixing a modified emulsified asphalt mixture, and the grading type is AC-20C.
3. A composite pavement structure having a rigid stress absorbing layer according to claim 1, wherein: in the ordinary cement concrete layer, the concrete strength grade is C40.
4. A composite pavement structure having a rigid stress absorbing layer according to claim 1, wherein: the rigid stress absorbing layer is a high-ductility cement-based composite material layer, the compressive strength of the high-ductility cement-based composite material layer in the 28-day age is 50-60MPa, and the flexural strength of the high-ductility cement-based composite material layer is 12-18MPa.
5. A composite pavement structure having a rigid stress absorbing layer according to claim 1, wherein: the thickness of the rigid stress absorbing layer is 10-15mm.
6. A composite pavement structure having a rigid stress absorbing layer according to claim 1, wherein: the first bonding layer is a high-viscosity modified emulsified asphalt layer for increasing the bonding degree, and the sprinkling amount is 1.0-1.2kg/m 2 。
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220823427.1U CN219862169U (en) | 2022-04-11 | 2022-04-11 | Composite pavement structure containing rigid stress absorbing layer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220823427.1U CN219862169U (en) | 2022-04-11 | 2022-04-11 | Composite pavement structure containing rigid stress absorbing layer |
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| Publication Number | Publication Date |
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| CN219862169U true CN219862169U (en) | 2023-10-20 |
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| CN202220823427.1U Active CN219862169U (en) | 2022-04-11 | 2022-04-11 | Composite pavement structure containing rigid stress absorbing layer |
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| Country | Link |
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| CN (1) | CN219862169U (en) |
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2022
- 2022-04-11 CN CN202220823427.1U patent/CN219862169U/en active Active
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