EP2133472A2 - Procédé de rénovation de routes - Google Patents

Procédé de rénovation de routes Download PDF

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Publication number
EP2133472A2
EP2133472A2 EP20090450114 EP09450114A EP2133472A2 EP 2133472 A2 EP2133472 A2 EP 2133472A2 EP 20090450114 EP20090450114 EP 20090450114 EP 09450114 A EP09450114 A EP 09450114A EP 2133472 A2 EP2133472 A2 EP 2133472A2
Authority
EP
European Patent Office
Prior art keywords
binder
support layer
original
layer
road
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20090450114
Other languages
German (de)
English (en)
Inventor
Johannes Fürpass
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Terra-Mix Bodenstabilisierungs GmbH
Original Assignee
Terra-Mix Bodenstabilisierungs GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Terra-Mix Bodenstabilisierungs GmbH filed Critical Terra-Mix Bodenstabilisierungs GmbH
Publication of EP2133472A2 publication Critical patent/EP2133472A2/fr
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • E01C23/00—Auxiliary devices or arrangements for constructing, repairing, reconditioning, or taking-up road or like surfaces
    • E01C23/06—Devices or arrangements for working the finished surface; Devices for repairing or reconditioning the surface of damaged paving; Recycling in place or on the road
    • E01C23/065—Recycling in place or on the road, i.e. hot or cold reprocessing of paving in situ or on the traffic surface, with or without adding virgin material or lifting of salvaged material; Repairs or resurfacing involving at least partial reprocessing of the existing paving
    • 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
    • E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
    • E01C19/02—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for preparing the materials
    • E01C19/025—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for preparing the materials for preparing hydraulic-cement-bound mixtures of which at least one ingredient has previously been deposited on the surface, e.g. in situ mixing of concrete
    • 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
    • E01C3/00—Foundations for pavings
    • E01C3/003—Foundations for pavings characterised by material or composition used, e.g. waste or recycled material

Definitions

  • the invention relates to a method for renovating roads according to the preamble of claim 1.
  • the original road includes an original top layer, an original base course and a road substructure.
  • the original cover layer and the original base course form the original road surface of the road.
  • frost damage is filled in the spring and sealed, usually only the top layer, for example, with a bitumen emulsion, filled.
  • the sealed areas often quickly break up again and the renovation is therefore short-lived and has a low resistance.
  • this requires a high cost and the construction of the renovation takes a long time to complete.
  • Cement for strength is commonly used for road rehabilitation and bitumen emulsion for resilience. Cement alone is usually too brittle for road rehabilitation and tends to crack. In order to counteract these cracks and to keep the rehabilitated base course sufficiently elastic, the bitumen emulsion is usually provided. The correct ratio of cement strength and elasticity through bitumen addition is difficult to adjust. Sometimes we turn the rehabilitated road too hard and brittle and therefore get cracked again quickly or it is too soft due to the bitumen and deforms faster than average, this variant is also technically complex and expensive.
  • the object of the invention is therefore to provide a method for rehabilitating roads of the type mentioned, with which avoided the disadvantages mentioned can be used to ensure a consistent and high quality road rehabilitation and that can be done easily, quickly and cost effectively.
  • Another advantage is that parts of the old road structure can be removed and immediately crushed and processed. As a result, the rehabilitation of the road can be shortened, so that the construction site time and thus the burden of individual and commuter traffic can be reduced by construction sites. As a result, the economic costs caused by construction site backlog can be reduced.
  • the Fig. 2 schematically shows the renewed road structure 2 of a by means of a method for refurbishing, in particular renovation, roads with an original cover layer 21 and an original support layer 23 according to the Fig. 1 ,
  • at least a predefinable depth of the original support layer 23 with a binder which as individual components at least Portland cement clinker, blast furnace slag, pozzolanic materials, burned slate, limestone and limestone and - in the extent of less than 15 mass% in dry matter - minor constituents comprises, mixed in a predeterminable first dosage, wherein from at least parts of the original support layer 23 and the binder, a replacement support layer 12 is formed, and that on the replacement support layer 12 then a new cover layer 11 is applied.
  • the binder may comprise Portland cement clinker, blastfurnace slag, pozzolanic materials, burned slate, limestone and limestone and, to the extent of less than 15 mass% in the dry mass, ie the anhydrous portion of the binder, minor constituents.
  • the advantage here is that can be dispensed with the addition of a bitumen emulsion in the road rehabilitation.
  • the process is carried out free of bitumen emulsion, that is bitumen emulsion-free, and the binder and the renewed road structure 2 are essentially bitumenemulsionskay, ie free of bitumen emulsion added in the rehabilitation of the road formed.
  • the advantage here is that both the strength of the road and the elasticity of the road can be adjusted with high accuracy, which the rehabilitated road has an above-average durability and high load capacity.
  • the individual constituents of the binder are mixed in such a mixing ratio that after a curing time of 7 days, a strength of the binder, ie a binder strength of not more than 60%, in particular not more than 50%, preferably not more than 45% Standard strength of the binder is achieved, for which the individual components may have such a mixing ratio that the binder after the curing time of 7 days has a strength of not more than 60%, in particular not more than 50%, preferably not more than 45%, the standard strength of the binder.
  • This is called slow curing or slow setting of the binder.
  • the advantage here is that during curing of the binder in the replacement support layer 12 cracking can be reliably prevented.
  • the curing curve can be designed essentially according to an exponential function, wherein the curing curve characterized in that the strength of the binder after 28 days in about 100% of Normal strength and can be fully determined by the value of the strength after the curing time of 7 days.
  • the curing of the binder in the replacement support layer 12 may also be referred to as setting or solidifying the replacement support layer 12. Surprisingly, it has been shown that this, in particular in connection with the mixing of the binder with the parts of the original support layer 23, can ensure a high quality of the replacement support layer 12.
  • the individual constituents of the binder are mixed in such a mixing ratio that after the curing time of 7 days, a strength of the binder of at least 30%, in particular at least 35%, preferably at least 40%, the standard strength of the binder is achieved for which the individual constituents may have such a mixing ratio that the binder has a strength of at least 30%, in particular at least 35%, preferably at least 40%, of the standard strength of the binder after the hardening time of 7 days.
  • Fig. 3 is a graph showing a corresponding time course of the curing behavior of the corresponding binder, the strength of the binder - according to this example - after 2 days hardening time in about 15%, after 7 days in about 45%, after 14 days in about 70% and after 28 days is about 100% of the standard strength.
  • the individual constituents of the binder offer the advantage that both the standard strength, ie the strength of the binder after its complete curing, the standard elasticity, ie the elasticity of the binder after its complete curing, as well as the advantageous slow curing or curing of the binder can be ensured can.
  • the renewed road construction 1 which can also be referred to as a new road construction 1, forms a redeveloped road. Parts of the original road construction 2, so the existing on-site road before their redevelopment, while the renewed road construction 1, ie the existing on-site road after their renovation, continue to be used. As a result, both the waste arising during the refurbishment and the material required for the refurbishment can be kept low and the process can be carried out in a cost-effective and resource-saving manner.
  • the original road construction 2 can also be referred to as an old road construction 2.
  • the process can also be carried out quickly, whereby parts of the original road construction 2 are crushed, compacted and mixed, and the construction site time can be significantly reduced.
  • the Fig. 1 schematically shows the original road construction 2 with the original cover layer 21, the original support layer 23 and a road substructure 5 of the road.
  • the original cover layer 21 and the original support layer 23 form an original road superstructure.
  • the original road surface can be designed according to known variants in road construction.
  • the original cover layer 21 may comprise asphalt, bitumen and / or whisper asphalt and may be formed as an asphalt surface, bitumen spray blanket, unbound and / or water-bonded blanket.
  • the initial base layer 23 may comprise a tie layer, an antifreeze layer, a gravel layer and / or a gravel layer.
  • the original support layer 23 at least partially with binders, such as cement, bitumen and / or concrete, be provided.
  • the original road superstructure is dug up to a predetermined depth 6, which is measured away from the road surface 4 and / or torn up.
  • the predeterminable depth 6 can advantageously be chosen between 0.2m and 0.45m. This ensures that even the original support layer 23 is torn up to this predetermined depth 6 and / or dug up.
  • the original cover layer 21 before tearing and / or digging to the predetermined depth 6 completely or partially removed and fed to disposal. This can prevent the rubber abrasion, organic matter or other superficial contaminants from being incorporated into the replacement support layer 12.
  • the original cover layer 21 can advantageously be measured away from the road surface 4 between 1 cm to the entire thickness of the original cover layer 21.
  • the tearing and / or digging can advantageously be done by means of known road construction machines, in particular a road milling machine.
  • the torn-up road parts may also include parts or the complete original cover layer 21.
  • the torn-open road parts are subsequently mixed with each other and advantageously comminuted to a predeterminable size.
  • at least parts of the original cover layer 21, in particular an asphalt layer are comminuted and incorporated into the replacement support layer 12 during the formation of the replacement support layer 12.
  • the strength of the replacement support layer 12 can be increased and the waste during refurbishment can be kept particularly low.
  • the parts of the original road construction 2 may become smaller to an average grain size of approximately between 1 cm and 10 cm, in particular between 2 cm and 6 cm. In this sense, the parts of the original road structure 2 according to their grain size as gravel, in particular as coarse gravel, be present.
  • the torn portions of the original cover layer 21 can also be subsequently separated from the torn portions of the original support layer 23, whereby only the material of the original support layer 23 is used further. This can advantageously be provided if the original cover layer 21 is not suitable for the formation of the replacement support layer 12, but if the tearing and / or the digging should take place in one work step.
  • the parts of the original support layer 23 and / or the original cover layer 21 are mixed with the binder.
  • the binder can advantageously ensure durable the desired strength and at the same time the desired elasticity of the replacement support layer 12.
  • the elasticity of the replacement support layer 12 can be significantly influenced by the first dosage of the binder, wherein the first dosage between 4% by mass and 15% by mass of the dry mass, so the anhydrous mass, the Optimiztragtik 12 may amount.
  • material properties of the original support layer 23, in particular the inherent strength and the inherent elasticity of the original support layer 23, are determined prior to mixing with the binder. These values can be taken into account advantageously in the selection of the composition of the binder, ie the mixing ratio of the individual constituents of the binder, and the first dosage of the binder in the replacement support layer 12.
  • material properties of the original covering layer 21, in particular the inherent strength and the inherent elasticity of the original covering layer 21, are determined prior to mixing with the binder. These values can be used advantageously in the selection of the composition of the Binder, ie the mixing ratio of the individual constituents of the binder, and the first dosage of the binder in the Optimiztrag Mrs 12 are taken into account.
  • the predeterminable strength of the replacement support layer 12 may be formed as a weighted average of the parts of the original road construction 2 and of the binding agent used in the rehabilitation of the road and determined accordingly.
  • the predeterminable elasticity of the replacement support layer 12 may be formed as a weighted average of the parts of the original road construction 2 and of the binding agent used in the rehabilitation of the road and determined accordingly.
  • the replacement support layer 12 in turn is applied to the remaining below the predetermined depth 6 original support layer 23, whereby a new support layer 3 is formed.
  • the new base layer 3 comprises below the predetermined depth 6, the original support layer 23 and above the predeterminable depth 6, the replacement support layer 12.
  • Above the replacement support layer 12, the new cover layer 11 can be applied.
  • the new cover layer 11 may have the essentially same structure as the original cover layer 21 or may be formed as another cover layer type, for example as one of the abovementioned cover layer types.
  • the new base layer 3 and the new cover layer 11 can be referred to as new road superstructure.
  • the road surface 4 may be at the same height level as that of the unrefurbished road. However, even slight changes in the height level of the road surface 4 may be formed.
  • the road substructure 5 remains during the renovation advantageously unchanged.
  • Compression of the replacement support layer can be done by pounding, shaking or rolling, whereby prior art compaction machines can be used for road construction and wherein the replacement support layer can advantageously be densified as much as possible.
  • the parts of the original support layer 23 and / or the original cover layer 21 are mixed with water in a predetermined second dosage. This may favor the comminution of the original support layer 23 and the mixing of the original support layer 23 with the binder, which binder may better bond to the original support layer 23 and / or to the original cover layer 21.
  • the method when the predeterminable depth 6 is selected between 0.20 m and 0.45 m, which advantageously also allows the replacement support layer 12 to be formed essentially between 0.20 m and 0.45 m. As a result, the replacement support layer 12 is suitable for permanently supporting the new cover layer 11.
  • the method can be achieved if the predeterminable depth 6 is selected between 0.30 m and 0.45 m, which advantageously also the replacement support layer 12 can be formed substantially between 0.30 m and 0.45 m.
  • This high layer thickness of the replacement support layer 12 can be ensured in an advantageous manner that even high point loads can be distributed widely and thus evenly on the remaining original support layer 23 and / or on the - in particular original - road substructure 5. In this way, the service life of the replacement support layer 12 and in particular the new cover layer 11 can be significantly increased.
  • the binder can be introduced in the formation of the replacement support layer 12 with a milling shaft.
  • the binder can be introduced during the comminution and mixing step of the old road parts used to form the replacement support layer, ie the parts of the original support layer 23 and / or the original cover layer 21, and mixed particularly well with these parts.
  • the replacement support layer 12 is covered to slow down dehydration and / or rehydrated. As a result, the binding process of the binder in the replacement support layer can be timed, whereby a cracking and / or embrittlement of the Understandingtrag für 12 can be prevented.
  • the covering can be done by means of bitumen emulsion, foils, tarpaulins, coverings and / or fabrics.
  • a post-treatment mixed with water over a thin area in particular approximately 300g / m 2 , is distributed .
  • This can be handled sparingly with water and re-moisturizing can be done evenly and at high speed. It also large areas can be easily and reliably protected from drying too fast and the Interventiontrag Mrs can particularly uniform and crack-free, so in particular with a maximum of small number of microcracks, set.
  • both swivel distributor or longitudinal distributor can be mounted on the tank truck, the swivel distributor having a pivotable water outlet region and the longitudinal distributor a channel-shaped outlet region with pre-definable channel length.
  • interfering components in particular humus and / or organic material, such as. As mushrooms, lichens, plant parts, microorganisms and / or insects, collect.
  • a neutralizing agent with a third dosage is added to the binder as at least one of the secondary constituents.
  • the humus and / or the organic material can be so reliably neutralized, thus ensuring that the quality of the replacement support layer 12 remains high over a long period of time.
  • the third dose is less than 15% by weight, in particular less than 6% by weight, the dry weight of the parts used for forming the replacement support layer 12 parts of the original support layer 23 and / or original cover layer 21, wherein the neutralizing agent sparingly and can be used inexpensively.
  • the binder can be used as a neutralizing agent.
  • a neutralizing and / or sealing effect of Binder can be exploited and an additional step of introducing the neutralizing agent can be saved.
  • the rehabilitated road can be very cost effective and quickly produced a new support layer 3, which satisfies the required requirements, in particular the requirements of new roads, such as inner city streets, provincial roads, highways, highways and / or highways.
  • the rehabilitated road can be suitable for both intensive use and heavy traffic.
  • the maximum load capacity of the rehabilitated road can be increased.
  • the renovated road can handle heavy traffic with up to 60t vehicle weight.
  • conventional roads which have hitherto only been designed for heavy traffic up to 38.5 t, can be adapted to current and / or future requirements.
  • the process is also particularly resource-saving. Depending on whether and how much of the original cover layer 21 is removed and disposed of, the material resulting from tearing and / or digging can be recycled up to 100% and thus the amount of building rubble can be kept low. This reduces the costs on the one hand, but also conserves resources, since only a little new material, in the form of the binder and / or the neutralizing agent, must be added.
  • the replacement support layer may in particular have a high frost resistance, wherein in particular the risk of the occurrence of cracks and / or cracks in the new cover layer 11 and / or the replacement support layer 12 can be minimized inter alia due to the predeterminable elasticity of the replacement support layer 12.
  • the existing old road structure is examined and based on the existing old road construction, a recipe for the construction of the replacement support layer 12 is determined.
  • the formulation in this context is the desired composition of the replacement support layer 12.
  • the formulation determines the proportions of the original support layer 23, the original cover layer 21, the binder, the neutralizing agent and / or the water in the replacement support layer 12, wherein - according to above-mentioned - at least parts of the original support layer 23 and binder of the replacement support layer 12 are included.
  • the advantage here is that the process for redevelopment also in different original road structures the properties of the replacement support layer, in particular the elasticity and / or a compressive strength, can be adjusted reliably and accurately.
  • the method is equally suitable both for the rehabilitation of different types of old roads, such as old highways, old highways, old federal and provincial roads, old side roads, old freight roads, old gravel roads and / or inner city roads, the original Road structures according to the different types of road to each other can be very different.
  • the existing old road structure can be examined at predetermined intervals and the recipe adapted to a changing old road construction.
  • the advantage here is that if old road sections have a different structure that this variable road structure can be considered.
  • the replacement support layer 12 may also be formed with substantially constant high quality along the road course of the new, ie along the rehabilitated, road along a road layout of the old road. High quality in this context means the achievement of essentially constant setpoints and low setpoint tolerances.
  • the binder may comprise between 15% by mass and 30% by mass of the granulated slag, with which the binder can have good properties and can be formed cost-effectively.
  • the binder may comprise between 5% by mass and 15% by mass of the pozzolanic substances, whereby a uniform and crack-free setting of the replacement support layer 12 can be ensured.
  • the binder may comprise between 7% by mass and 16% by mass limestone and limescale, with which inter alia the processability of the binder can be improved.
  • the binder between 10Masse% and 20Masse% include the fired slate, which also a uniform and crack-free setting of the replacement support layer 12 can be ensured and with which the elasticity of the binder and subsequently the Optimiztrag harsh 12 can be set exactly.
  • the binder may comprise between 15% by mass and 35% by mass of the Portland cement clinker, whereby the standard strength of the binder and, subsequently, the replacement support layer 12 can be set exactly.
  • road structures of old roads of a particular first one of the above road types can be used to form the replacement roadway layer 12 for a second of the above types of roadways other than the first road type. This may be particularly of particular interest when a highway is to be converted, for example, in a highway or when a road that is designed for heavy traffic to a maximum of 38.5 tonnes, to a higher load capacity, for example for 60 tons heavy traffic to be designed.
  • the replacement support layer 12 can be determined according to the predeterminable strength and elasticity of the original support layer 23 and the desired strength and elasticity of the replacement support layer 12.
  • the formulation comprises the predeterminable first dosage of the binder and the predetermined mixing ratio of the individual constituents of, in particular bitumen emulsion-free, binder.
  • the advantage here is that the formulation of the replacement support layer 12 according to the relevant properties of the original support layer 23 and according to the desired strength and elasticity of the replacement support layer 12 can be selected. It is advantageous, in particular, that the mixing ratio of the individual constituents of the binder can be particularly particularly precisely adjusted, whereby the first dosage can be kept particularly low and thus the proportion of the original support layer 23 can be kept particularly high on the replacement support layer 12.
  • the advantage here is that such waste and costs can be minimized in the rehabilitation of the road.
  • the replacement carrier layer 12 may be applied in a plurality of layers, in particular one behind the other, preferably directly one behind the other.
  • the elasticity, the frost resistance, a grain size which corresponds to the grain size of the average crown size of the comminuted components, and / or the strength, in particular the compressive strength can be set individually in each of the multiple layers of the replacement support layer 12.
  • the replacement support layer 12 along the vertical extent of these vary in their, in particular mechanical, properties and can be particularly suitable for individual requirements of the new road.
  • the predeterminable depth 6 in the region of a boundary region between the original road surface and the Road substructure 5 are selected, wherein essentially the original support layer 23 can be completely torn open and / or dug and further processed.
  • the replacement carrier layer 12 can substantially completely replace the original carrier layer 23.
  • the road rehabilitation can be done in a particularly high quality, and this road rehabilitation can be done resource-saving, fast and inexpensive.
  • the predefinable depth 6 can still be chosen between 0.2m and 0.45m.
  • the predeterminable depth 6 can be selected in the area of the road substructure 5, wherein the road substructure 5 is also tapped open and / or dug up.
  • the material from which the road substructure 5 is made can be used as a building material for the replacement support layer 12.
  • the road rehabilitation can provide particularly reliable remediation results, in which case the road rehabilitation resource-saving, can be done quickly and inexpensively.
  • the predefinable depth 6 can still be chosen between 0.2m and 0.45m.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mining & Mineral Resources (AREA)
  • Road Paving Structures (AREA)
  • Road Repair (AREA)
EP20090450114 2008-06-09 2009-06-09 Procédé de rénovation de routes Withdrawn EP2133472A2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
AT9262008A AT506875A1 (de) 2008-06-09 2008-06-09 Verfahren zur sanierung von strassen

Publications (1)

Publication Number Publication Date
EP2133472A2 true EP2133472A2 (fr) 2009-12-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20090450114 Withdrawn EP2133472A2 (fr) 2008-06-09 2009-06-09 Procédé de rénovation de routes

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EP (1) EP2133472A2 (fr)
AT (2) AT506875A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020134728A1 (de) 2020-12-22 2022-06-23 GRID INVENT gGmbH Bauteilelement, insbesondere Fahrbahnelement

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Publication number Publication date
AT506875A1 (de) 2009-12-15
AT11747U1 (de) 2011-04-15

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