EP0927793A1 - Pavement resisting to wheel track formation and method for obtaining such a pavement - Google Patents

Pavement resisting to wheel track formation and method for obtaining such a pavement Download PDF

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Publication number
EP0927793A1
EP0927793A1 EP98403314A EP98403314A EP0927793A1 EP 0927793 A1 EP0927793 A1 EP 0927793A1 EP 98403314 A EP98403314 A EP 98403314A EP 98403314 A EP98403314 A EP 98403314A EP 0927793 A1 EP0927793 A1 EP 0927793A1
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Prior art keywords
layer
pavement
intermediate layer
roadway
roadway according
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EP98403314A
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German (de)
French (fr)
Inventor
Alain Chambon
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Colas SA
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Colas SA
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
    • E01C7/185—Isolating, separating or connecting intermediate layers, e.g. adhesive layers; Transmission of shearing force in horizontal intermediate planes, e.g. by protrusions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249953—Composite having voids in a component [e.g., porous, cellular, etc.]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249953—Composite having voids in a component [e.g., porous, cellular, etc.]
    • Y10T428/249955—Void-containing component partially impregnated with adjacent component
    • Y10T428/249956—Void-containing component is inorganic
    • Y10T428/249957—Inorganic impregnant
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249953—Composite having voids in a component [e.g., porous, cellular, etc.]
    • Y10T428/249955—Void-containing component partially impregnated with adjacent component
    • Y10T428/249958—Void-containing component is synthetic resin or natural rubbers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249953—Composite having voids in a component [e.g., porous, cellular, etc.]
    • Y10T428/249982—With component specified as adhesive or bonding agent
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249953—Composite having voids in a component [e.g., porous, cellular, etc.]
    • Y10T428/249986—Void-containing component contains also a solid fiber or solid particle

Definitions

  • the invention relates to a pavement resistant to rutting as well as a method of making such pavement.
  • a pavement generally includes a layer of foundation, a base layer, a tie layer and a wearing course. All of these layers are made up of materials treated with either hydraulic binders or hydrocarbons. Materials and binders are determined in depending on the type of traffic the pavement must support or, in other words, depending on the type of wear and deformation to which the roadway will be subject when use. One of these phenomena to which the pavement is thus exposed, is that of rut formation.
  • Ruts generally defined as traces or deep marks left by the wheels of a vehicle on a path, are caused by the load of vehicles circulating on the pavement and by the heating thereof.
  • Pavement temperature essentially results from the temperature of the soil on which the pavement rests and its heating by sunstroke.
  • a roadway intended to support the circulation of heavy vehicles undergoes greater stresses in areas such as for example an approach area of a motorway toll where the roadway must support braking vehicles or storing trucks in queues waiting time, only in the traffic areas of Highway.
  • Pavement rutting is dangerous because it channels rainwater and makes the road slippery. This is all no longer true for heavy goods vehicles at the time of the stage of braking when approaching areas such as toll booths.
  • different techniques have been tried. So one technique is to mix the bituminous binder with a mixed load of mineral aggregates and flakes of material waste plastic (FR-2,742,174).
  • Another technique consists of the use of a road surface composition comprising a hydrocarbon concrete and acrylonitrile fibers, preferably kidney-shaped (FR-2,647,822).
  • the object of the invention is to propose a floor resistant to rutting and which is constructed so as to improve its resistance to rut formation.
  • This pavement must be able to be produced as well in new construction only under repair.
  • the object of the invention is achieved by a roadway resistant to rutting comprising at least one layer of base and a wearing course as well as at least one intermediate layer allowing heat dissipation by ventilation thanks to a high vacuum content.
  • the vacuum content indicates the ratio between the volume of void of the middle layer and the entire volume of this last and can be expressed in percent.
  • Insert a layer of insulation between the layer of base and the wearing course allows first to associate bituminous products with suitable formulations, for each of the layers constituting the roadway, specific constraints exerted during the use of the pavement and which have a good resistance to rutting. In same time it allows by isolating the lower layers of the pavement of the upper layers, avoid a significant rise in their temperature both by a reduction of the heat transmitted and by ventilation of the intermediate layer, resulting in an evacuation of heat thanks to the high vacuum content.
  • the wearing course is usually applied directly or through a layer bonding, on a base layer formed with dense asphalt.
  • This dense asphalt layer does not does not fully transmit heat from the layer of rolling towards the bottom layer, but brings a drop of the temperature of the order of 1 ° C per centimeter layer thickness.
  • the layer intermediary according to the invention makes it possible to lower this temperature of almost 2 ° C per centimeter of thickness
  • the insulating effect of the intermediate layer is obtained by a high vacuum content of the bituminous concrete used for the realization of this layer.
  • the vacuum content or the percentage of vacuum, bituminous concrete depends on both the discontinuity of the granularity of the selected gravel and of their shape, as will be described in more detail more far.
  • the temperature of the pavement rarely and slightly exceeds the temperature of 60 ° C.
  • the base layer provides, according to its thickness, thermal protection of the order of 10 ° C.
  • the hard bitumens used for the formulation of the base layer having a softening temperature above 50 ° C, the base layer, which is the most sensitive to rutting is protected by the middle layer.
  • the wearing course is made in one thickness of the order of only 2 to 3 cm. So in admitting a rutting of the order of 10%, the ruts which will form during pavement use, have a height not exceeding 2 to 3 mm.
  • the height of a rut is defined as the difference of level between the top of two bumps and the level of the trough caused by the passage of vehicle wheels. The height currently tolerated ruts is 5 mm.
  • the invention therefore consists not only in using products which, technically, cannot or hardly guide but also to assemble them so that each protect others and that this protection is combined and increased by heat removal.
  • the object of the invention is also achieved by a process for producing a pavement resistant to rutting. This process involves laying a layer of base and laying of a wearing course, as well as laying an intermediate layer of a material with a vacuum content high.
  • the method of realization also includes laying a layer of attachment to the intermediate layer before laying the wearing course.
  • Roadways resistant to rutting and intended for support heavy vehicle traffic such as example the carriageways of a highway, include a foundation layer 1 laid on the support soil and a layer base 2 laid on the foundation layer. These two layers have the function of distributing the vertical loads heavy vehicles and must withstand the fatigue caused by repeated efforts resulting from vehicle traffic.
  • the pavement also includes an intermediate layer 3 and a wearing course 4 laid successively one after the other on the layer of base 2.
  • the pavement shown in Figure 2 includes a bonding layer 5 applied to the intermediate layer 3 before laying the wearing course 4.
  • Base layer 2 is made up of asphalt bituminous produced with gravel having a grading of 0/14 or 0/20 and a hard bitumen of type 10/20 .
  • the complex modulus of these coated materials is 14,000 MPa, measured according to standard NF P 98-260.2.
  • these bituminous mixes are classified as high modulus asphalt and show rigidity particular ensuring both a good distribution of loads from heavy vehicles and good rutting resistance.
  • NF P 98-140 concerns hydrocarbon coated materials and more particularly the layers of high modulus asphalt.
  • the value minimum required according to this standard for the complex module is 14,000 MPa at 15 ° C and 10 Hertz.
  • Intermediate layer 3 is made with gravel with a grain size 6/10, sand and a modified bitumen.
  • the volume proportion of sand compared to gravel is 10%.
  • the vacuum content of these mixes is evaluated in the laboratory using a press Gyratory shear according to standard NF P 98-252.
  • NF P 98-252 defines a test characterizing the evolution of the void percentage of a mixture hydrocarbon subjected to isothermal compaction. This compaction is obtained by the combination of a shear gyratory and a resulting axial force applied by a mechanical head.
  • the wearing course 4 is produced with gravel with a grain size of 6/10, which ensures the surface roughness required on the braking zone of heavy vehicles for example from an approach area of a toll booth.
  • the bonding layer 5 optionally applied is made of a cold-cast mix.

Abstract

The road surface, comprising a base layer (2) and an upper layer (4), has at least one intermediate layer (3) with a high level of cavities to allow for the removal of heat by ventilation. The base layer is rigid and 6-8 cm thick. The intermediate layer, 4-5 cm thick, is made e.g. from bitumen-bound gravel and sand with cavities comprising 25-30% of its volume. The top layer is rough and 2-3 cm thick.

Description

L'invention concerne une chaussée résistante à l'orniérage ainsi qu'un procédé de réalisation d'une telle chaussée.The invention relates to a pavement resistant to rutting as well as a method of making such pavement.

Une chaussée comprend en général une couche de fondation, une couche de base, une couche de liaison et une couche de roulement. Toutes ces couches sont constituées de matériaux traités avec des liants soit hydrauliques, soit hydrocarbonés. Les matériaux et les liants sont déterminés en fonction du type de circulation que la chaussée doit supporter ou, autrement dit, en fonction du type d'usure et de déformation auquel la chaussée sera sujette lors de son utilisation. Un de ces phénomènes auquel la chaussée est ainsi exposée, est celui de la formation d'ornières.A pavement generally includes a layer of foundation, a base layer, a tie layer and a wearing course. All of these layers are made up of materials treated with either hydraulic binders or hydrocarbons. Materials and binders are determined in depending on the type of traffic the pavement must support or, in other words, depending on the type of wear and deformation to which the roadway will be subject when use. One of these phenomena to which the pavement is thus exposed, is that of rut formation.

Les ornières, généralement définies comme des traces ou marques profondes laissées par les roues d'un véhicule sur un chemin, sont provoquées par la charge des véhicules circulant sur la chaussée et par l'échauffement de celle-ci.Ruts, generally defined as traces or deep marks left by the wheels of a vehicle on a path, are caused by the load of vehicles circulating on the pavement and by the heating thereof.

En effet, la formation d'ornières dans une chaussée comprenant des couches en béton bitumineux est favorisée lorsque la température de la chaussée, ou de l'une au moins des couches, dépasse la température de ramollissement du bitume de cette couche. La température de la chaussée résulte essentiellement de la température du sol sur lequel la chaussée repose et de son échauffement par insolation. De plus, une chaussée destinée à supporter la circulation de véhicules lourds subit des contraintes plus grandes dans des zones telles que par exemple une zone d'approche d'un péage d'autoroute où la chaussée doit supporter le freinage des véhicules ou le stockage des camions dans les files d'attente, que dans les zones de passage des chaussées de l'autoroute.Indeed, the formation of ruts in a roadway comprising layers of bituminous concrete is favored when the pavement temperature, or at least one layers, exceeds the softening temperature of the bitumen of this layer. Pavement temperature essentially results from the temperature of the soil on which the pavement rests and its heating by sunstroke. Of plus, a roadway intended to support the circulation of heavy vehicles undergoes greater stresses in areas such as for example an approach area of a motorway toll where the roadway must support braking vehicles or storing trucks in queues waiting time, only in the traffic areas of Highway.

Pour remédier à cette fragilité particulière des chaussées, on peut envisager que, dans les zones fortement sollicitées la chaussée soit constituée essentiellement par une dalle de béton. Toutefois, cette solution est retenue uniquement pour la construction nouvelle de zones de cette nature, car, dans ce cas, le délai de prise du béton est acceptable. En réparation de la chaussée, par contre, le délai de prise du béton est trop long et implique des arrêts de circulation des poids lourds pendant un temps inacceptable.To remedy this particular fragility of pavements, we can consider that in heavily the pavement is essentially made up of a concrete slab. However, this solution is retained only for the new construction of areas of this nature, because in this case the concrete setting time is acceptable. In road repair, however, the delay concrete setting time is too long and involves stopping heavy vehicle traffic for an unacceptable amount of time.

L'orniérage des chaussées est dangereux car il canalise l'eau de pluie et rend la chaussée glissante. Cela est d'autant plus vrai pour les poids lourds au moment de l'étape de freinage à l'approche de zones telles que par exemple des postes de péage. Pour éviter l'orniérage, différentes techniques ont été essayées. Ainsi, une technique consiste à mélanger le liant bitumineux avec une charge mixte de granulats minéraux et paillettes de déchets de matière plastique (FR-2.742.174). Une autre technique consiste en l'utilisation d'une composition de revêtement de route comportant un béton hydrocarboné et des fibres acrylonitriles, de préférence en forme de reins (FR-2.647.822).Pavement rutting is dangerous because it channels rainwater and makes the road slippery. This is all no longer true for heavy goods vehicles at the time of the stage of braking when approaching areas such as toll booths. To avoid rutting, different techniques have been tried. So one technique is to mix the bituminous binder with a mixed load of mineral aggregates and flakes of material waste plastic (FR-2,742,174). Another technique consists of the use of a road surface composition comprising a hydrocarbon concrete and acrylonitrile fibers, preferably kidney-shaped (FR-2,647,822).

Par ailleurs, des essais ont été faits avec des enrobés 〈〈 blancs 〉〉 pour bénéficier du fait que cette couleur absorbe moins la chaleur que le noir habituel du bitume. Toutefois, de tels enrobés résistent très mal à l'orniérage.In addition, tests have been carried out with asphalt 〈〈 white 〉〉 to benefit from the fact that this color absorbs less heat than the usual black bitumen. However, such asphalt resists rutting very poorly.

Les différentes techniques décrites et évoquées ci-avant peuvent être considérées comme des techniques de remplacement: une partie des granulats est remplacée par des vides. Ces vides sont obtenus par un choix approprié de la granulométrie des granulats.The different techniques described and mentioned above can be considered techniques of replacement: part of the aggregates is replaced by voids. These gaps are obtained by an appropriate choice of the granulometry of the aggregates.

Quelle que soit la résistance à l'orniérage des couches bitumineuses préparées selon ces différentes techniques, aucune de ces techniques ne donne complètement satisfaction.Whatever the resistance to rutting of the layers bituminous prepared by these different techniques, none of these techniques gives complete satisfaction.

Le but de l'invention est de proposer une chaussée résistante à l'orniérage et qui est constituée de façon à améliorer sa résistance à la formation d'ornières.The object of the invention is to propose a floor resistant to rutting and which is constructed so as to improve its resistance to rut formation.

Cette chaussée doit pouvoir être réalisée aussi bien en construction nouvelle qu'en réparation. This pavement must be able to be produced as well in new construction only under repair.

Le but de l'invention est atteint par une chaussée résistante à l'ornièrage comprenant au moins une couche de base et une couche de roulement ainsi qu'au moins une couche intermédiaire permettant une évacuation de chaleur par ventilation grâce à une teneur en vide élevée.The object of the invention is achieved by a roadway resistant to rutting comprising at least one layer of base and a wearing course as well as at least one intermediate layer allowing heat dissipation by ventilation thanks to a high vacuum content.

La teneur en vide désigne le rapport entre le volume de vide de la couche intermédiaire et le volume entier de cette dernière et peut être exprimée en pourcent.The vacuum content indicates the ratio between the volume of void of the middle layer and the entire volume of this last and can be expressed in percent.

Intercaler une couche d'isolation entre la couche de base et la couche de roulement permet d'abord d'associer des produits bitumineux dont la formulation est adaptée, pour chacune des couches constituant la chaussée, aux contraintes spécifiques exercées pendant l'utilisation de la chaussée et qui ont une bonne résistance à l'orniérage. En même temps, elle permet en isolant les couches inférieures de la chaussée des couches supérieures, d'éviter une élévation importante de leur température à la fois par une réduction de la chaleur transmise et par une ventilation de la couche intermédiaire, ayant pour effet une évacuation de chaleur grâce à la teneur en vide élevée.Insert a layer of insulation between the layer of base and the wearing course allows first to associate bituminous products with suitable formulations, for each of the layers constituting the roadway, specific constraints exerted during the use of the pavement and which have a good resistance to rutting. In same time it allows by isolating the lower layers of the pavement of the upper layers, avoid a significant rise in their temperature both by a reduction of the heat transmitted and by ventilation of the intermediate layer, resulting in an evacuation of heat thanks to the high vacuum content.

En effet, la couche de roulement est habituellement posée, directement ou par l'intermédiaire d'une couche d'accrochage, sur une couche de base formée avec des enrobées denses. Cette couche en enrobés denses ne transmet pas entièrement la chaleur de la couche de roulement vers la couche inférieure, mais apporte une baisse de la température de l'ordre de 1°C par centimètre d'épaisseur de la couche. Contrairement à cela, la couche intermédiaire selon l'invention permet d'abaisser cette température de presque 2°C par centimètre d'épaisseurIndeed, the wearing course is usually applied directly or through a layer bonding, on a base layer formed with dense asphalt. This dense asphalt layer does not does not fully transmit heat from the layer of rolling towards the bottom layer, but brings a drop of the temperature of the order of 1 ° C per centimeter layer thickness. Unlike this, the layer intermediary according to the invention makes it possible to lower this temperature of almost 2 ° C per centimeter of thickness

Selon le mode de réalisation choisi, la chaussée de l'invention a l'une ou l'autre des caractéristiques techniques suivantes, considérées isolément ou selon toutes leurs combinaisons techniquement possibles:

  • La couche intermédiaire comprend des enrobés drainants.
  • La teneur en vide de la couche intermédiaire est comprise entre 25 et 30 %; avantageusement elle est de l'ordre de 30%.
  • La couche de base est réalisée avec un bitume dur, éventuellement avec un additif de polyéthylène, ce qui crée un support rigide pour bien répartir les charges provenant des véhicules lourds. Les bitumes durs utilisés à cet effet ont une température bille anneau (T.B.A.; température normalisée à laquelle le bitume se ramollit) supérieure à 50°C. L'épaisseur de la couche de base est, avantageusement, de l'ordre de 6 à 8 cm. Les enrobés traités avec ce bitume dur, sans ou avec additif de polyéthylène, doivent avoir un module complexe, mesuré selon la norme NF P 98-260-2, supérieur à 14.000 MPa. Avantageusement, ce module complexe a une valeur comprise entre 14.000 MPa et 18.000 MPa.
Depending on the embodiment chosen, the floor of the invention has one or the other of the following technical characteristics, considered in isolation or in all their technically possible combinations:
  • The intermediate layer comprises draining mixes.
  • The vacuum content of the intermediate layer is between 25 and 30%; advantageously it is of the order of 30%.
  • The base layer is made with hard bitumen, possibly with a polyethylene additive, which creates a rigid support to distribute the loads from heavy vehicles well. The hard bitumens used for this purpose have a ring ball temperature (TBA; normalized temperature at which the bitumen softens) greater than 50 ° C. The thickness of the base layer is advantageously of the order of 6 to 8 cm. Asphalt treated with this hard bitumen, without or with polyethylene additive, must have a complex module, measured according to standard NF P 98-260-2, greater than 14,000 MPa. Advantageously, this complex module has a value between 14,000 MPa and 18,000 MPa.

Rappelons que la norme NF P 98-260-2 concerne la détermination du module complexe par flexion sinusoïdale d'un mélange hydrocarboné et que le module complexe est le rapport entre une contrainte et une déformation relative complexe d'un mélange hydrocarboné dont le comportement est considéré comme viscoélastique linéaire. La détermination du module complexe est réalisée à au moins quatre températures espacées au plus de 10°C et pour chaque température, à au moins trois fréquences régulièrement espacées d'une sollicitation sinusoïdale.

  • La couche intermédiaire est formée par des enrobés bitumineux obtenus à partir de gravillons dont la granulométrie et la forme permettent d'obtenir une teneur en vide de l'ordre de 30%. Ces enrobés contiennent une très faible quantité de sable, avantageusement inférieure à 10%. L'épaisseur de la couche intermédiaire est avantageusement de l'ordre de 4 à 5 cm.
Recall that the NF P 98-260-2 standard concerns the determination of the complex modulus by sinusoidal bending of a hydrocarbon mixture and that the complex modulus is the ratio between a stress and a complex relative deformation of a hydrocarbon mixture whose behavior is considered to be linear viscoelastic. The determination of the complex modulus is carried out at at least four temperatures spaced at most 10 ° C. and for each temperature, at least three frequencies regularly spaced from a sinusoidal stress.
  • The intermediate layer is formed by bituminous mixes obtained from gravel whose grain size and shape allow a vacuum content of around 30% to be obtained. These coated materials contain a very small amount of sand, advantageously less than 10%. The thickness of the intermediate layer is advantageously of the order of 4 to 5 cm.

A titre de comparaison, il est indiqué que la teneur en vide d'une couche à enrobés drainants est de l'ordre de 20%.

  • La couche de roulement est rugueuse pour améliorer le freinage des camions. Son épaisseur est avantageusement de l'ordre de 2 à 3 cm.
  • La chaussée comprend une couche d'accrochage appliquée sur la couche intermédiaire. Avantageusement cette couche d'accrochage est réalisée en enrobés coulés à froid. Cette couche d'accrochage améliore l'adhésion entre les différents enrobés et assure en même temps avec la couche de roulement, l'étanchéité de la couche intermédiaire.
By way of comparison, it is indicated that the vacuum content of a layer of draining asphalt is of the order of 20%.
  • The wearing course is rough to improve the braking of trucks. Its thickness is advantageously of the order of 2 to 3 cm.
  • The roadway includes a bonding layer applied to the intermediate layer. Advantageously, this bonding layer is produced in cold-cast mixes. This bonding layer improves the adhesion between the various coated materials and ensures, at the same time with the wearing course, the sealing of the intermediate layer.

L'effet isolant de la couche intermédiaire est obtenu par une teneur en vide élevée du béton bitumineux utilisé pour la réalisation de cette couche. La teneur en vide ou le pourcentage en vide, du béton bitumineux dépend à la fois de la discontinuité de la granularité des gravillons choisis et de leur forme, comme cela sera décrit davantage en détail plus loin.The insulating effect of the intermediate layer is obtained by a high vacuum content of the bituminous concrete used for the realization of this layer. The vacuum content or the percentage of vacuum, bituminous concrete depends on both the discontinuity of the granularity of the selected gravel and of their shape, as will be described in more detail more far.

Selon des relevés réalisés, la température de la chaussée dépasse rarement et de peu la température de 60°C. Compte-tenu de la capacité isolante de la couche intermédiaire, la couche de base apporte, selon son épaisseur, une protection thermique de l'ordre de 10°C. Les bitumes durs utilisés pour la formulation de la couche de base ayant une température de ramollissement supérieure à 50°C, la couche de base, qui est la plus sensible à l'orniérage est protégée par la couche intermédiaire.According to readings, the temperature of the pavement rarely and slightly exceeds the temperature of 60 ° C. Given the insulating capacity of the layer intermediate, the base layer provides, according to its thickness, thermal protection of the order of 10 ° C. The hard bitumens used for the formulation of the base layer having a softening temperature above 50 ° C, the base layer, which is the most sensitive to rutting is protected by the middle layer.

De plus, la couche de roulement est réalisée en une épaisseur de l'ordre de 2 à 3 cm seulement. Ainsi, en admettant un orniérage de l'ordre de 10%, les ornières qui se formeront pendant l'utilisation de la chaussée, ont une hauteur ne dépassant pas 2 à 3 mm. Rappelons que la hauteur d'une ornière est définie comme la différence de niveau entre le sommet de deux bosses et le niveau du creux provoqué par le passage des roues des véhicules. La hauteur actuellement tolérée des ornières est de 5 mm.In addition, the wearing course is made in one thickness of the order of only 2 to 3 cm. So in admitting a rutting of the order of 10%, the ruts which will form during pavement use, have a height not exceeding 2 to 3 mm. Remember that the height of a rut is defined as the difference of level between the top of two bumps and the level of the trough caused by the passage of vehicle wheels. The height currently tolerated ruts is 5 mm.

L'invention consiste donc non seulement à utiliser des produits qui, techniquement, ne peuvent pas ou peu orniérer mais aussi à les assembler de manière à ce que les uns protègent les autres et à ce que cette protection est combinée et augmentée par une évacuation de chaleur. Le choix de matériaux bitumineux, utilisable non seulement pour la réalisation de constructions nouvelles de chaussées, mais aussi pour leur réparation, permet une remise en circulation rapide des chaussées après travaux.The invention therefore consists not only in using products which, technically, cannot or hardly guide but also to assemble them so that each protect others and that this protection is combined and increased by heat removal. The choice of bituminous materials, usable not only for the realization of new pavement constructions, but also for their repair, allows recirculation fast pavements after work.

Le but de l'invention est également atteint par un procédé de réalisation d'une chaussée résistante à l'orniérage. Ce procédé comprend la pose d'une couche de base et la pose d'une couche de roulement, ainsi que la pose d'une couche intermédiaire en un matériau à teneur en vide élevée.The object of the invention is also achieved by a process for producing a pavement resistant to rutting. This process involves laying a layer of base and laying of a wearing course, as well as laying an intermediate layer of a material with a vacuum content high.

Selon un mode avantageux de réalisation de ce procédé, la réalisation de la chaussée selon l'invention comprend, dans l'ordre indiqué, les étapes suivantes:

  • pose d'une couche de fondation,
  • pose d'une couche de base,
  • pose d'une couche intermédiaire constituant une couche de liaison réalisée en un matériau en teneur en vide élevée, et
  • pose d'une couche de roulement.
According to an advantageous embodiment of this method, the production of the pavement according to the invention comprises, in the order indicated, the following steps:
  • laying a foundation layer,
  • laying a base coat,
  • laying of an intermediate layer constituting a bonding layer made of a material with a high vacuum content, and
  • laying of a wearing course.

En variante de ce mode de réalisation, le procédé de réalisation comprend de plus la pose d'une couche d'accrochage sur la couche intermédiaire avant la pose de la couche de roulement.As a variant of this embodiment, the method of realization also includes laying a layer of attachment to the intermediate layer before laying the wearing course.

D'autres caractéristiques et avantages de l'invention ressortiront de la description ci-après d'un mode de réalisation avantageux d'une chaussée selon l'invention.Other characteristics and advantages of the invention will emerge from the description below of a mode of advantageous construction of a pavement according to the invention.

La description est faite en référence aux dessins, dans lesquels:

  • La Figure 1 représente schématiquement la structure d'une chaussée selon l'invention,
  • La Figure 2 représente schématiquement une variante de la chaussée selon la Figure 1, et
  • La Figure 3 rappelle la définition de la hauteur d'une ornière.
    • The description is made with reference to the drawings, in which:
  • FIG. 1 schematically represents the structure of a roadway according to the invention,
  • Figure 2 schematically represents a variant of the roadway according to Figure 1, and
  • Figure 3 recalls the definition of the height of a rut.

    • Les chaussées résistantes à l'orniérage et destinées à supporter la circulation de véhicules lourds, telles que par exemple les chaussées d'une autoroute, comprennent une couche de fondation 1 posée sur le sol support et une couche de base 2 posée sur la couche de fondation. Ces deux couches ont pour fonction de répartir les charges verticales exercées par les véhicules lourds et doivent résister à la fatigue provoquée par la répétition des efforts résultant de la circulation des véhicules. La chaussée comprend également une couche intermédiaire 3 et une couche de roulement 4 posées successivement l'une après l'autre sur la couche de base 2.Roadways resistant to rutting and intended for support heavy vehicle traffic, such as example the carriageways of a highway, include a foundation layer 1 laid on the support soil and a layer base 2 laid on the foundation layer. These two layers have the function of distributing the vertical loads heavy vehicles and must withstand the fatigue caused by repeated efforts resulting from vehicle traffic. The pavement also includes an intermediate layer 3 and a wearing course 4 laid successively one after the other on the layer of base 2.

    Selon une variante du mode de réalisation décrit ci-avant, la chaussée représentée sur la Figure 2 comprend une couche d'accrochage 5 appliquée sur la couche intermédiaire 3 avant la pose de la couche de roulement 4.According to a variant of the embodiment described above, the pavement shown in Figure 2 includes a bonding layer 5 applied to the intermediate layer 3 before laying the wearing course 4.

    La couche de base 2 est constituée par des enrobés bitumineux réalisés avec des gravillons ayant une granulométrie de 0/14 ou 0/20 et un bitume dur du type 10/20 . Le module complexe de ces enrobés est de 14.000 MPa, mesuré selon la norme NF P 98-260.2. Conformément à la norme NF P 98-140, ces enrobés bitumineux sont classés comme enrobés à module élevé et font preuve d'une rigidité particulière assurant à la fois une bonne répartition des charges provenant des véhicules lourds et une bonne résistance à orniérage.Base layer 2 is made up of asphalt bituminous produced with gravel having a grading of 0/14 or 0/20 and a hard bitumen of type 10/20 . The complex modulus of these coated materials is 14,000 MPa, measured according to standard NF P 98-260.2. In accordance with the NF P 98-140 standard, these bituminous mixes are classified as high modulus asphalt and show rigidity particular ensuring both a good distribution of loads from heavy vehicles and good rutting resistance.

    Rappelons que la norme NF P 98-140 concerne les enrobés hydrocarbonés et plus particulièrement les couches d'assise réalisées en enrobés à module élevé. La valeur minimale exigée selon cette norme pour le module complexe est 14.000 MPa à 15°C et 10 Hertz.Recall that the NF P 98-140 standard concerns hydrocarbon coated materials and more particularly the layers of high modulus asphalt. The value minimum required according to this standard for the complex module is 14,000 MPa at 15 ° C and 10 Hertz.

    La couche intermédiaire 3 est réalisée avec des gravillons ayant une granulométrie 6/10, du sable et un bitume modifié. La proportion volumique du sable par rapport aux gravillons est de 10%. La teneur en vide de ces enrobés est évaluée en laboratoire au moyen d'une presse à cisaillement giratoire selon la norme NF P 98-252.Intermediate layer 3 is made with gravel with a grain size 6/10, sand and a modified bitumen. The volume proportion of sand compared to gravel is 10%. The vacuum content of these mixes is evaluated in the laboratory using a press Gyratory shear according to standard NF P 98-252.

    Rappelons que la norme NF P 98-252 définit un essai caractérisant l'évolution du pourcentage de vide d'un mélange hydrocarboné soumis à un compactage isotherme. Ce compactage est obtenu par la combinaison d'un cisaillement giratoire et d'une force résultante axiale appliquée par une tête mécanique.Remember that standard NF P 98-252 defines a test characterizing the evolution of the void percentage of a mixture hydrocarbon subjected to isothermal compaction. This compaction is obtained by the combination of a shear gyratory and a resulting axial force applied by a mechanical head.

    La forme des gravillons a beaucoup d'importance pour obtenir des enrobés ayant une teneur en vide définie. Aussi, la qualité de fabrication des matériaux utilisés pour ce type d'enrobés est primordiale. Les principales caractéristiques des gravillons avantageusement utilisés pour obtenir une couche intermédiaire selon l'invention sont les suivantes:

  • Catégorie B II, selon la norme NF P 18-101
  • LA <25 (essai Los Angeles, NF P 18-573)
  • MDE <20 (essai Micro Deval en présence d'eau, NF P 18-572.
    • The shape of the gravel is very important for obtaining asphalt mixes with a defined vacuum content. Also, the manufacturing quality of the materials used for this type of asphalt is essential. The main characteristics of the gravel advantageously used to obtain an intermediate layer according to the invention are the following:
  • Category B II, according to standard NF P 18-101
  • LA <25 (Los Angeles test, NF P 18-573)
  • MDE <20 (Micro Deval test in the presence of water, NF P 18-572.

    • La couche de roulement 4 est réalisée avec des gravillons ayant une granulométrie de 6/10, ce qui assure la rugosité de surface nécessaire sur la zone de freinage des véhicules lourds par exemple d'une zone d'approche d'un poste de péage.The wearing course 4 is produced with gravel with a grain size of 6/10, which ensures the surface roughness required on the braking zone of heavy vehicles for example from an approach area of a toll booth.

    La couche d'accrochage 5 appliquée optionnellement est réalisée en un enrobé coulé à froid.The bonding layer 5 optionally applied is made of a cold-cast mix.

    Les différentes couches énoncées ci-avant sont appliquées avec des épaisseurs suivantes:

  • couche de base 2: 6 à 10 cm
  • couche intermédiaire 3: 4 à 5 cm
  • couche de roulement 4: 2,5 cm.
    • The different layers set out above are applied with the following thicknesses:
  • base layer 2: 6 to 10 cm
  • intermediate layer 3: 4 to 5 cm
  • wearing course 4: 2.5 cm.

    • Les signes de référence insérés après les caractéristiques techniques mentionnées dans les revendications, ont pour seul but de faciliter la compréhension de ces dernières, et n'en limitent aucunement la portée.The reference signs inserted after the technical characteristics mentioned in the claims are intended only to facilitate the understanding of these, and in no way limit them the scope.

    Claims (10)

    Chaussée résistante à l'orniérage comprenant au moins une couche de base (2) et une couche de roulement (4),
    caractérisée en ce qu'elle comprend au moins une couche intermédiaire (3) à teneur en vide élevée permettant une évacuation de chaleur par ventilation.    Rutting resistant roadway comprising at least one base layer (2) and a wearing course (4),
    characterized in that it comprises at least one intermediate layer (3) with a high vacuum content allowing heat dissipation by ventilation.         Chaussée selon la revendication 1, caractérisée en ce que la couche intermédiaire (3) comprend des enrobés drainants.Roadway according to claim 1, characterized in that the intermediate layer (3) includes asphalt draining. Chaussée selon la revendication 1 ou 2, caractérisée en ce que la teneur en vide de la couche intermédiaire (3) est comprise entre 25 et 30 %.Roadway according to claim 1 or 2, characterized in that the vacuum content of the intermediate layer (3) is between 25 and 30%. Chaussée selon la revendication 3, caractérisée en ce que la teneur en vide est de l'ordre de 30%.Roadway according to claim 3, characterized in what the vacuum content is around 30%. Chaussée selon l'une des revendications 1 à 4, caractérisée en ce que la couche de base (2) est rigide et a une épaisseur de l'ordre de 6 à 8 cm, que la couche intermédiaire (3) a une épaisseur de l'ordre de 4 à 5 cm et que la couche de roulement (4) est rugueuse et a une épaisseur de l'ordre de 2 à 3 cm.Roadway according to one of claims 1 to 4, characterized in that the base layer (2) is rigid and has a thickness of the order of 6 to 8 cm, that the layer intermediate (3) has a thickness of the order of 4 to 5 cm and that the wearing course (4) is rough and has a thickness of the order of 2 to 3 cm. Chaussée selon l'une des revendications 1 à 5, caractérisée en ce qu'elle comprend une couche d'accrochage (5) appliquée sur la couche intermédiaire (3).Roadway according to one of claims 1 to 5, characterized in that it includes a bonding layer (5) applied to the intermediate layer (3). Chaussée selon l'une des revendications 1 à 6, caractérisée en ce que la couche intermédiaire (3) comprend des gravillons ayant une granulométrie 6/10.Roadway according to one of claims 1 to 6, characterized in that the intermediate layer (3) comprises gravel with a grain size 6/10. Chaussée selon l'une des revendications 1 à 7, caractérisée en ce que la couche de base (2) est réalisée avec un bitume dur et avec un additif de polyéthylène.Roadway according to one of claims 1 to 7, characterized in that the base layer (2) is made with hard bitumen and with a polyethylene additive. Chaussée selon l'une des revendications 1 à 8, caractérisée en ce que le module complexe des enrobés bitumineux, mesuré selon la norme NF P98-260-2, est compris entre 14.000 MPa et 18.000 MPa. Roadway according to one of claims 1 to 8, characterized in that the complex modulus of the mixes bituminous, measured according to standard NF P98-260-2, is included between 14,000 MPa and 18,000 MPa. Procédé de réalisation d'une chaussée résistante à l'orniérage, comprenant la pose d'une couche de base et la pose d'une couche de roulement, caractérisé en ce qu'il comprend de plus la pose d'une couche intermédiaire en un matériau à teneur en vide élevée.Method for producing a pavement resistant to rutting, including laying a base layer and laying of a wearing course, characterized in that it further includes laying an intermediate layer in one material with high vacuum content.
    EP98403314A 1997-12-30 1998-12-28 Pavement resisting to wheel track formation and method for obtaining such a pavement Withdrawn EP0927793A1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    FR9716713A FR2773181B1 (en) 1997-12-30 1997-12-30 PAVEMENT RESISTANT TO ORNAGEAGE AND METHOD FOR OBTAINING SUCH A PAVEMENT
    FR9716713 1997-12-30

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    EP0927793A1 true EP0927793A1 (en) 1999-07-07

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    EP98403314A Withdrawn EP0927793A1 (en) 1997-12-30 1998-12-28 Pavement resisting to wheel track formation and method for obtaining such a pavement

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    EP (1) EP0927793A1 (en)
    CA (1) CA2257036A1 (en)
    FR (1) FR2773181B1 (en)

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    IT201700091326A1 (en) * 2017-08-07 2019-02-07 Ifaf S P A Impresa Facchetti Adolfo E Figli STRUCTURE FOR ACCUMULATION AND DISPOSAL OF RAINWATER OR OTHER WELL-BEING WATER.
    CN112727005A (en) * 2020-12-30 2021-04-30 深圳新岩景观艺术有限公司 Production method of whole-body colorful concrete product imitating natural cracks

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    US6187428B1 (en) 2001-02-13
    FR2773181A1 (en) 1999-07-02
    CA2257036A1 (en) 1999-06-30
    FR2773181B1 (en) 2000-03-17

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