EP2221415A1 - Verfahren zur kontinuierlichen neupflasterung einer aslphaltmischungsschicht einer gepflasterten strasse vor ort und selbstangetriebenes fahrzeugsystem dafür - Google Patents

Verfahren zur kontinuierlichen neupflasterung einer aslphaltmischungsschicht einer gepflasterten strasse vor ort und selbstangetriebenes fahrzeugsystem dafür Download PDF

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Publication number
EP2221415A1
EP2221415A1 EP08849780A EP08849780A EP2221415A1 EP 2221415 A1 EP2221415 A1 EP 2221415A1 EP 08849780 A EP08849780 A EP 08849780A EP 08849780 A EP08849780 A EP 08849780A EP 2221415 A1 EP2221415 A1 EP 2221415A1
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EP
European Patent Office
Prior art keywords
asphalt mixture
layer
new material
reinforcing
asphalt
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Withdrawn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
EP08849780A
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English (en)
French (fr)
Inventor
Atsushi Kasahara
Fumio Goto
Atsuki Gomi
Takashi Okuno
Takeshi Kunishima
Hoeyum Yoon
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.)
Hitachi Construction Machinery Co Ltd
Sumitomo SHI Construction Machinery Sales Co Ltd
Sumitomo SHI Construction Machinery Co Ltd
Green Arm Co Ltd
Original Assignee
Hitachi Construction Machinery Co Ltd
Sumitomo SHI Construction Machinery Sales Co Ltd
Sumitomo SHI Construction Machinery Co Ltd
Green Arm Co Ltd
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Publication date
Application filed by Hitachi Construction Machinery Co Ltd, Sumitomo SHI Construction Machinery Sales Co Ltd, Sumitomo SHI Construction Machinery Co Ltd, Green Arm Co Ltd filed Critical Hitachi Construction Machinery Co Ltd
Publication of EP2221415A1 publication Critical patent/EP2221415A1/de
Withdrawn legal-status Critical Current

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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
    • 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

Definitions

  • the present invention relates generally to a method for continuous on-site repaving of an asphalt mixture layer of road pavement and a motor-driven vehicle system therefor, and, more particularly, to a method comprising steps of: applying heat to a surface of an asphalt mixture layer so as to allow the heat to reach to a depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth exceeding the boundary, whereby obtaining an asphalt mixture derived from existing road pavement (old asphalt mixture); adding and mixing either one of new materials of a coarse aggregate or an aggregate covered with an asphalt or an asphalt mixture having a particle size distribution including coarse aggregates mixed therein, to produce a reinforcing asphalt mixture spreading the reinforcing asphalt mixture onto the remaining layer of the existing asphalt mixture layer to form a coarse graded reinforcing layer as a middle layer having an elastic modulus greater than the remaining layer of the existing asphalt mixture; adding an asphalt mixture onto the coarse graded reinforcing layer to form a new layer; compacting the coarse graded rein
  • the road pavement is formed with three layers including a roadbed, a sub-base and an asphalt mixture layer, as shown in FIG. 1 .
  • the sub-base is provided on a compacted roadbed and comprises aggregates such as sand and crushed rocks added with a cement or a stabilizing agent such as petroleum asphalt emulsion, the sub-base being compacted after the stabilizing agent is added to the aggregates and being comprised of a lower layer and an upper layer.
  • the sub-base has a total thickness of 200 to 700 mm whereas each of the upper layer and the lower layer has a thickness of about100 to 350 mm.
  • the asphalt mixture comprising a base layer and a surface layer is generally provided over the sub-base and compacted via a layer binder to form an asphalt mixture layer.
  • the term pavement is used to designate the four layers in "a sub-base and an asphalt mixture layer," and the asphalt mixture layer includes a base layer and a surface layer, each having a thickness of about 40 to 50 mm to provide a required strength for a traffic volume.
  • the thickness of a pavement is determined by the strength of the roadbed (California Bearing Ratio (CBR.) value) and the traffic volume (N value) from the durability point of view, but, the thickness of each layer of a sub-base and an asphalt mixture layer is usually designed to be about two to three times in length of the maximum diameter of aggregates mixed therein.
  • each thickness of the base layer and the surface layer comprising the asphalt mixture layer is designed to be around 40 to 50 mm, consequently the total thickness of the asphalt mixture layer may be around 80 to 100 mm.
  • an aggregate having the maximum particle size in a particle size distribution included in the surface layer with a thickness of about 40 to 50 mm is used in a dense graded layer having a thickness of about 13mm and an aggregate having the maximum particle size in a particle size distribution included in the base layer with the same thickness of about 40 to 50 mm is used in a coarse graded layer of about 20 mm.
  • the thickness of the base layer is flexibly determined depending on a traffic volume. Thus, there are cases where a thickness of a base layer is determined to be about 40 to 350 mm.
  • Figure 15 illustrates a section of atypical example of such pavement, though its detail will be described later, which is a standard pavement model applied to trunk roads in Japan (national highways and main local roads) and is used for the General Analysis of Multi-layered Elastic Systems (GAMES, Japan Society of Civil Engineers).
  • the pavement includes a sub-base comprising a lower layer with a thickness of 350 mm and an upper layer with a thickness of 250 mm over a roadbed and an asphalt mixture layer comprising a base layer with a thickness of 120 mm and a surface layer with a thickness of 50 mm over the sub-base.
  • This example of pavement is for roads having C-class traffic volume (1,000 to 3,000 vehicles/day ⁇ direction).
  • An elastic modulus representing a deformation resistance of each layer in the sub-base and the asphalt mixture layer, i.e. a restoring force (E) is as shown in the Table of FIG. 15 .
  • Each of a base layer and a surface layer of an asphalt mixture layer includes an asphalt which serves as a binder, particles of aggregate such as sand and crushed rocks and stone powder (filler) comprised of limestone powder adapted to fill spaces among the particles of the aggregate.
  • aggregate accounts for about 90%
  • asphalt (binder) for about 5 to 8%
  • filler accounts for the rest.
  • the size of aggregate is referred as a particle size
  • the mixture condition of these particles of aggregate which can be classified using screening device having a variety of screen meshes is referred as a particle size distribution.
  • FIG. 3 shows an example of a particle size distribution, wherein the horizontal axis indicates the screen meshes, and the vertical axis indicates the weight percent of the particles of aggregate which have passed through each screen mesh (percentage passing by weight).
  • asphalt used as an aggregates binder
  • the other is modified asphalt which modifying agent such as rubber or resin has been added to improve viscosity.
  • asphalt asphalt
  • an asphalt mixture comprised of asphalt and aggregates will be divided into aggregates without damages and liquid asphalt when the viscosity of any kinds of asphalt diminishes around 180 degrees centigrade. That is, aggregates covered by asphalt may disaggregate to be particles. Meanwhile, the viscosity of asphalt increases under a temperature less than 100 degrees centigrade, whereby aggregates covered by asphalt will begin to re-aggregate, and then the asphalt mixture comprised of aggregates and asphalt will completely solidify at normal ambient temperatutes.
  • Hot In-place Recycling using heat is generally performed targeting only a surface layer having a thickness of about 40 to 50 mm of the two-layered asphalt mixture layer composed from a base layer and a surface layer.
  • One of the methods is a remixing method shown in FIG. 5(1) wherein a surface layer of an asphalt mixture layer may be heated, softened, and scarified to obtain a asphalt mixture, then a rejuvenating agent and fresh asphalt mixture (new materials) and/or fresh asphalt may be added and mixed to obtain a recycled asphalt mixture, and the recycled asphalt mixture may be spread and compacted to construct a surface layer of the recycled asphalt mixture.
  • the other method is a repaving method shown in FIG. 5 (2) wherein a surface layer of an asphalt mixture layer may be heated, softened, and scarified to obtain a asphalt mixture, then only a rejuvenating agent may be added and mixed together to be spread and compacted for regenerating the surface layer of the asphalt mixture layer, and, after this, fresh asphalt mixture may be added, spread and compacted to produce a two-layer construction of a surface layer of an asphalt mixture layer.
  • a thickness of recycled asphalt mixture layer may be thicker than before regenerating.
  • One bf the benefits of on-site recycling pavement construction using heat is that, in both methods, an asphalt mixture layer is recycled and reinforcing without damaging aggregates in asphalt mixture layer.
  • US Patent 4534674 describes a method in which a remixing method is applied to a repaving method and repairing cracks and deformations in road pavement are also considered, more specifically, a method wherein a new surface layer is formed on a layer generated by adding a rejuvenating agent and heated fresh asphalt mixture to a scarified asphalt mixture, mixing them together, spreading and compacting.
  • this method also has a limit to a depth of existing asphalt mixture layer being repaired as to 50 to 60 mm from road surface.
  • a life span of the recycled road pavement was short, because it was difficult to continuously recycle pavement on site to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer Or to a depth within the asphalt mixture layer equivalent to that depth, i.e. 60 to 100 mm from road surface, to fundamentally improve a life span of the recycled road pavement.
  • Road pavement damaged to such depth had to be, for example, reconstructed.
  • the applicant has, in a patent literature of Japanese Patent NO. 4024293 , already developed a heating method and device for on-site continuous recycling of an asphalt mixture layer, which enables materials in a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth to be heated in a short period of time without causing asphalt to catch fire while keeping the surface temperature of the existing asphalt mixture layer at around 250 degrees Centigrade, by using a heating means for spraying and circulating a blast of hot air at around 600 to 700 degrees Centigrade to a road surface of an asphalt mixture layer.
  • the applicant has been committed to developing a repaving method that enables repairing damages and deterioration in road pavement to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth and that enables significantly improving the life span of the road pavement by using the above mentioned heating method and device.
  • Asphalt is comprised of particulate ingredient called as asphaltene, and oil ingredient called as maltene, and the content of methane tends to be decreases as the pavement is aged with the result that the asphalt is made harder and less viscous due to an increase in relative amount of asphaltene to maltene. This could occur to both a surface layer and a base layer more or less to a same degree.
  • aggregates mixed in the asphalt mixture layer may be subjected to abrasion and breakage. Therefore, when an asphalt mixture derived from existing road pavement is reused as old asphalt mixture, it may be preferably used for a whole asphalt mixture layer including a surface layer and a base layer.
  • the present invention proposes a method for repaving of an asphalt mixture layer of road pavement and a motor-driven vehicle system therefor, wherein the method comprising steps of; by using the above described heating method and device which enables heat to reach in a short period of time to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth to be heated without causing asphalt to catch fire, applying heat so as to reach to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to about 60 to 100 mm within the asphalt mixture layer which is equivalent to that depth and thereby softening materials within the depth; adding and mixing not only a rejuvenating agent but either one of new materials of a coarse aggregate or an aggregate covered with an asphalt or an asphalt mixture having a particle size distribution including coarse aggregates mixed therein, with the asphalt mixture scarified to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the
  • a solution of the above described problem will be accomplished by the present invention based on a knowledge that an asphalt mixture layer of road pavement can be continuously repaved on site by performing steps of applying heat to a surface of an asphalt mixture layer so as to allow the heat to reach to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth using a motor-driven vehicle system, whereby the materials in a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth are softened and scarified to obtain an old asphalt mixture; adding and mixing a first new material, being heated to a temperature preventing re-aggregation, either one of a coarse aggregate or an aggregate covered with an asphalt or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein, to produce a reinfording asphalt mixture; spreading the reinforcing asphalt mixture on the remaining layer of the existing asphalt mixture layer to form a coarse graded reinforc
  • the invention define in claim 1 is a method for continuous on-site repaving of an asphalt mixture layer of a road pavement with a motor-driven vehicle system, comprising the steps of; (a) applying heat to a surface of the asphalt mixture layer so as to allow the heat to reach to a depth exceeding a boundary surface between a base layer and a surface layer of the asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to the depth exceeding the boundary surface and softening the asphalt mixture layer, (b) scarifying the heated and softened asphalt mixture layer to the depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or to the depth within the asphalt mixture layer equivalent to that depth exceeding the boundary surface to obtain an old asphalt mixture, (c) adding a first new material to the old asphalt mixture, the first new material being stored in a storage apparatus at a temperature preventing re-aggregation, the first new material being any one of a coarse aggregate, a coarse aggregate covered with asphalt or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein, (d) mixing the
  • the invention defined in claim 2 is a method, in addition to the characteristics of the invention defined in claim 1, further comprising a step of carrying in, prior to said step (b), the first new material and the second new material at different timings conveyed from outside the motor-driven vehicle system to respective one of the storing apparatus coincidentally with the different timings.
  • the invention defined in claim 3 is a method, in addition to the characteristics of the invention defined in any of claim 1 or 2, wherein the first new material is any one of an aggregate or aggregate covered with asphalt having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer.
  • the invention defined in claim 4 is a method, in addition to the characteristics of the invention defined in any of claims 1 to 3, wherein the reinforcing asphalt mixture includes an aggregate having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer for about 5 to 35 weight % to the total weight.
  • step (d) further comprises a step of adding an asphalt rejuvenating agent when mixing the old asphalt mixture with the first new material added therein.
  • the invention defined in claim 6 is a method, in addition to the characteristics of the invention defined in any of claims 1 to 5, wherein the second new material is an asphalt mixture including an aggregate having a substantially same particle size distribution as that of an aggregate included in the asphalt mixture layer.
  • step (e) further comprises a step of spreading an asphalt emulsion 17 a material for enhancing water proof property and bonding property over the remaining layer to bond the remaining layer and the coarse graded reinforcing layer.
  • the invention define in claim 8 is a motor-driven vehicle system for continuous on-site repaving of an asphalt mixture layer of road pavement
  • a pre-heater vehicle (A) for applying heat to a surface of the asphalt mixture layer of road pavement so as to allow the heat to reach to a depth exceeding a boundary surface between a base layer and a surface layer of the asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to the depth exceeding the boundary surface and thereby to soften the asphalt mixture layer
  • a miller vehicle (B) including a first tank for storing a first new material at a temperature preventing re-aggregation, the first new material being any one of a coarse aggregate, a coarse aggregate covered with asphalt or an asphalt mixture having a particle distribution including a coarse aggregate, a scarifying means for scarifying the heated and softened asphalt mixture layer to the depth exceeding the boundary surface or to the depth within the asphalt mixture layer equivalent to that depth exceeding the boundary surface to obtain an old asphalt mixture, and a first adding means for adding the first new material stored at a temperature
  • the invention defined in claim 9 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in claim 8, further comprising a compacting means for compacting the coarse graded reinforcing layer formed over the remaining layer and the new surface layer formed over the coarse graded reinforcing layer together while heat still being stored.
  • the invention defined in claim 10 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 or 9, wherein the miller vehicle (B) further comprises a relaying receiving-discharging apparatus for receiving and discharging the first and the second new material carried in at different timings from outside the motor-driven vehicle system, and a new material conveying apparatus including at least 2 continuous conveying paths and having a switching apparatus for carrying the first and the second new material discharged from the relaying receiving-discharging apparatus respectively into the first and the second tank coincidentally with the different timings, wherein, when the first new material is carried from the relaying receiving-discharging apparatus to the first tank, the switching apparatus therein disconnects the at least 2 continuous conveying paths of the new material conveying apparatus to form a carry-in opening, and the first new material is carried into the first tank via the carry-in opening, wherein, when the second new material is carried from the relaying receiving-discharging apparatus into the second tank, the switching apparatus closes the carry-in opening formed in the new
  • the invention defined in claim 11 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 10, wherein the first new material is any one of an aggregate or aggregate covered with asphalt having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer.
  • the invention defined in claim 12 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 11, wherein the reinforcing asphalt mixture includes an aggrega having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer for about 5 to 35 weight % to the total weight.
  • the invention defined in claim 13 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 12, wherein the second new material is an asphalt mixture including an aggregate having a substantially same particle size distribution as that of an aggregate included in the asphalt mixture layer.
  • the invention defined in claim 14 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 13, wherein the mixer vehicle (C) further comprises a rejuvenating agent adding means for adding an asphalt rejuvenating agent when mixing the old asphalt mixture with the first new material added therein.
  • the invention defined in claim 15 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 14, wherein the mixer vehicle (C) further comprises a third tank for storing an asphalt emulsion for bonding the remaining layer and the coarse graded reinforcing layer or a material for enhancing water proof property and bonding property.
  • the invention defined in claim 16 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 15, wherein the mixer vehicle (C) further comprises a storing space, arranged between the mixing means and the first screed, for adjusting a supply volume of the reinforcing asphalt mixture onto the remaining layer.
  • the invention defined in claim 17 is a motor-driven vehicle system, in addition to the characteristics of the invention defined in any of claims 8 to 16, wherein the mixer vehicle (C) further comprises a storing space, arranged between the first screed and the second screed, for adjusting a supply volume of the second material onto the coarse graded reinforcing layer.
  • FIG. 7 shows a whole, step of a method for continuous on-site repaving of an asphalt mixture layer of a road pavement according to embodiments of the present invention.
  • the method comprises, a step for applying heat to a surface of an asphalt mixture layer so as to allow the heat to reach to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth and to soften the asphalt mixture layer (referred as a heating and softening step), a step for scarifying the heated and softened asphalt mixture layer to the depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth within the asphalt mixture layer equivalent to that depth, whereby obtaining an old asphalt mixture (referred as a scarifying step), a step for adding a first new material, being heated to a temperature preventing re-aggregation, either one of a coarse aggregate or an aggregate covered with an asphalt or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein, to
  • the method can further comprise a step, prior to the scarifying step, for conveying the first new material and the second new material carried in at different timings from outside the motor-driven vehicle system to respective one of the storing apparatus coincidentally with the different timings (referred a new material carry-in step), a step for adding for adding an asphalt rejuvenating agent when mixing the old asphalt mixture with the first new material added therein (referred as a rejuvenating agent adding step), and a step for spreading an asphalt emulsion or a material for enhancing water proof property and bonding property onto the remaining layer to bond the remaining layer and the coarse graded reinforcing layer (referred as an inter-layer bonding step).
  • a new material carry-in step a step for adding for adding an asphalt rejuvenating agent when mixing the old asphalt mixture with the first new material added therein
  • a rejuvenating agent adding step a step for spreading an asphalt emulsion or a material for enhancing water proof property and bonding property onto the remaining layer to bond the remaining layer and the coarse graded reinforcing layer
  • FIG. 8 illustrates an embodiment of the motor-driven vehicle system that performs each of the above described steps of the present invention.
  • the motor-driven vehicle system is configured with a pre-heater vehicle (A) a miller vehicle (B) and a mixer vehicle (C), and includes a compacting roller (D) when necessary.
  • A pre-heater vehicle
  • B miller vehicle
  • C mixer vehicle
  • D compacting roller
  • the pre-heater vehicle (A) is an apparatus operated by a driver controlling the vehicle, and its heating means is located between front wheels and rear wheels of the vehicle and faced against a road surface.
  • FIG. 9 illustrates the heating apparatus 100 viewed from a side with respect to a vehicle moving direction.
  • an air-fuel mixture is sent to a high-temperature combustion gas generating part 110, ignited by a burner 140, heated up to about 550 to 750 degrees Celsius, preferably to about 650 degrees Celsius, evenly distributed via a center duct 160 being a portion of a storing part 150 to each of circular-section ducts 120 being a portion of the storing part 150 and arranged like a drain board by locating a plurality of the ducts with a certain interval in a lengthwise direction with respect to the vehicle moving direction, and projected as a high-temperature combustion gas (shown by arrows with solid line) from a plurality of nozzles 130 of the ducts 120 for forming a high-temperature combustion gas layer in a heated region between an open surface of a hood 170 and a surface of an asphalt pavement.
  • the high-temperature combustion gas becomes a collected combustion gas after transferring heat (shown by arrows with dotted line), and is sucked by a sucking means 190 through a space formed by etch of circumference of the ducts 120 and inside of the hood 170 into a combustion gas circulating duct 200, and then sent to the high-temperature combustion gas generating part 110 to start the above cycle again.
  • the pre-heater vehicle (A) can form a high-temperature combustion gas layer of about 550 to 750 degrees Celsius on a surface of road pavement as moving at a speed of about 2 to 5 m/min, keep a temperature the surface of the pavement at about 230 to 260 degrees Celsius, allow heat to reach to a depth exceeding a boundary surface between a base layer and a surface layer of an asphalt mixture layer or to a depth of about 60 to 100 mm within the asphalt mixture layer which is equivalent to that depth and heat up the deepest portion to about 50 to 60 degrees Celsius without causing asphalt to catch fire.
  • the heating and softening step of the present invention is thereby achieved to allow a scarifying means 340 of the later-described miller vehicle (B) scarify without damaging aggregates of the asphalt mixture layer and obtain an old asphalt mixture and achieve the scarifying step.
  • the heating means is not limited to the one described above but can be any one having a similar feature.
  • the miller vehicle (B) is also an apparatus operated by a driver controlling the vehicle as shown in FIG. 8 .
  • FIG. 10 illustrates the milling apparatus 300 viewed from a side with respect to a vehicle moving direction.
  • the miller vehicle (B) comprises; a first tank 320 for storing a first new material 310 carried in from outside the motor-driven vehicle system by a heavy truck 400A and being any one of a coarse aggregate, a coarse aggregate covered with asphalt or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein at a temperature of about 120 to 150 degrees Celsius for preventing re-aggregation, a scarifying means 340 for scarifying to a depth exceeding a boundary surface between a base layer and a surface layer of the asphalt mixture layer 330 or to a depth within the asphalt mixture layer 330 equivalent to that depth, which is heated and softened by the above described heating apparatus 100 to obtain an old asphalt mixture, and, a first adding means 350 for adding the first new material 310, being stored at a temperature of about 120 to 150 degrees
  • the first new material 310 carried in by the heavy truck 400A is created at a plant not shown, and an amount of the first new material 310 necessary for repaving is kept at a temperature of about 120 to 150 degrees Celsius for preventing re-aggregation and received by a relaying receiving-discharging apparatus 400.
  • the first new material 310 received is conveyed by a first conveying apparatus 410 to the first tank 320.
  • a carry-in opening 420 is formed above the first tank 320 for carrying in the first new material through this carry-in opening 420 and an input opening 321 of the first tank 320.
  • the carry-in opening 420 is then closed with a first conveying apparatus 410 and a slidable second conveying apparatus 430.
  • the second conveying apparatus 430 is also located so as to interlock with a third conveying apparatus 440.
  • the first conveying apparatus 410 and the third conveying apparatus 440 forms one conveying apparatus 450 via the second conveying apparatus 430 slidable by such as an actuator, as described later.
  • the scarifying means 340 comprises a set of rotary scarifyer (claw for scarifying pavement) including 2 grinding apparatuses 341 and 342 wherein at least 2 rotating axes rotates inwardly to each other driven by generally a hydraulic power and claws thereon are arranged spirally in a direction from the edges to the center with respect to the transverse direction of a paved road.
  • the scarifying means 340 scarifies the heated and softened asphalt mixture layer 330 to a depth exceeding a boundary surface between a base layer and a surface layer or to a depth within the asphalt mixture layer 330 equivalent to that depth for obtaining the old asphalt mixture 331 formed like a ridge along a central part of the apparatus in the transverse direction with respect to the moving direction.
  • the scarifying means 340 comprising 2 grinding apparatuses 341 and 342 may also be arranged in a vehicle in front (B1) of a combination of 2 vehicles (B1+B2) as illustrated in FIG. 12 showing another embodiment of the miller vehicle (B).
  • a heat insulating apparatus is provided with the first tank 320 for storing the first new material 310.
  • the stored and pre-heated first new material 310 is conveyed from a discharging opening 322 of the first tank 320 by a fourth conveying apparatus 351 of the first adding means 350 which end is placed inside the first tank 320 , and added to the old asphalt mixture 331.
  • each of elements of the miller vehicle (B) when a later-described second new material 510 is carried in by another heavy truck 400B will now be described with referring to FIG. 11 , prior to describing the mixer vehicle (C).
  • the second new material 510 is created at a plant not shown, and an amount necessary for repaving is kept at a temperature of about 120 to 150 degrees Celsius for preventing re-aggregation and received by a relaying receiving-discharging apparatus 400.
  • the second conveying apparatus 430 is slided to close the carry-in opening 420.
  • one conveying apparatus 450 is formed by connecting the first conveying apparatus 410 and the third conveying apparatus 440 via the second conveying apparatus 430.
  • a driver of the miller vehicle operates a switching apparatus 460 of the slidable second conveying apparatus 430 to close the carry-in opening 420 and thereby forming one conveying apparatus 450 by connecting the first conveying apparatus 410 and the third conveying apparatus 440 via the second conveying apparatus 430.
  • a heat insulating apparatus as that of the first tank 320 is also provided with the second tank 520.
  • the second new material 510 is thus carried through the conveying apparatus 450 into the second tank 520 provided on the mixer vehicle (C).
  • the first new material 310 and the second new material 510 are carried into the relaying receiving-discharging apparatus of the miller vehicle (B) at different timings from outside the motor-driven vehicle system and each of the new materials is conveyed into respective one of the first tanks and the second tank at the different timings.
  • the mixer vehicle (C) is also an apparatus operated by a driver controlling the vehicle as shown in FIG. 8 .
  • FIG. 13 illustrates the mixing apparatus 500 viewed from a side with respect to a vehicle moving direction.
  • the mixer vehicle (C) comprises; the second tank 520 for storing the second new material 510 at a temperature of about 120 to 150 degrees Celsius which prevents re-aggregation wherein the second new material being an asphalt mixture for a new surface layer is carried into the relaying receiving-discharging apparatus 400 by the heavy truck 400B from outside the motor-driven vehicle system, a fifth conveying apparatus 530 for scooping and conveying the old asphalt mixture 331 which the first new material is mixed therein, a mixing means 550 for receiving the old asphalt mixture 331 which the scooped and conveyed first new material 310 is mixed therein and mixing the first new material 310 with the old asphalt mixture 331 to obtain a reinforcing asphalt mixture 540, a first screed 580 for spreading the reinforcing asphalt mixture 540 over a remaining layer 5
  • the mixer vehicle (C) further comprises; a rejuvenating agent adding means 620 for adding an asphalt rejuvenating agent when mixing the old asphalt mixture 331 with the first new material 310 added therein, a third tank 630 for storing an asphalt emulsion for bonding the remaining layer 560 and the coarse graded reinforcing layer 570 or a material for enhancing water proof property and bonding property, a storing space 640 for adjusting a supply volume of the reinforcing asphalt mixture 540 onto the remaining layer 560, formed by walls provided on both sides between the mixing means 550 and the first screed 580, and a storing space 650 for adjusting a supply volume of the second new material 510 onto the coarse graded reinforcing layer 570, formed by walls provided on both sides between the first screed 580 and the second screed 610.
  • a rejuvenating agent adding means 620 for adding an asphalt rejuvenating agent when mixing the old asphalt mixture 331 with the first new material 310 added therein
  • a third tank 630 for storing an asphalt e
  • the first screed 580 an the second screed 610 of the mixer vehicle (C) generally not only spread respective one of the reinforcing asphalt mixture 540 and the second new material 510 as well as compact the materials.
  • the compacting roller (D) may be used when necessary to compact more rigidly.
  • the miller vehicle (B) and the mixer vehicle (C) each storing respective one of the first new material 310 and the second new material 510 with the pre-heater vehicle (A) and moving them together at a speed of about 2 to 5 m/min, heat is reached to a depth of about 60 to 100mm within the asphalt mixture layer 330 and the deepest portion of the asphalt mixture layer 330 is heated up to about 50 to 60 degrees Celsius for accomplishing the heating and softening step of the present invention.
  • the scarifying step of the present invention is accomplished. The steps following the above steps of the present invention will be described below.
  • the first new material 310 is added to the scarified old asphalt mixture.
  • the first new material 310 needs to be any one of an aggregate or aggregate covered with asphalt having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer 330, or an asphalt mixture having a particle size distribution including coarse aggregate mixed therein having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer 330.
  • the reinforcing asphalt mixture 540 created in the next mixing step needs to contain about 5 to 35 weight % of an aggregate having a greater diameter than the greatest diameter of an aggregate included in the asphalt mixture layer 330 to the total weight.
  • a content of a coarse graded aggregate is less than 5 weight %, a load bearing capacity of a pavement greater than that obtainable by increasing a thickness of a pavement cannot be achieved.
  • a content of a coarse graded aggregate is more than 35 weight %, a particle size distribution of an asphalt mixture is deteriorated which makes forming a dense asphalt mixture layer difficult. Therefore, in the coarse graded reinforcing layer forming step which follows, spreading and compacting a reinforcing asphalt mixture over the remaining layer 560 of the asphalt mixture layer 330 allows forming a coarse graded reinforcing layer having an elastic modulus greater than that of the remaining layer 560 as described later, though the thickness of the layer is increased as the asphalt mixture layer 330 is reused.
  • a repaved structure which a new surface layer is formed thereon is intended at Hot In-place Strengthening of pavement structure by forming a coarse graded reinforcing layer.
  • FIG. 14 shows a result of repaving provided by a coarse graded reinforcing layer formed by adding a new material to an old asphalt mixture intended at strengthening of a pavement structure, though the detailed description is abbreviated.
  • FIG.18 to FIG. 21 shows data for a strengthened pavement structure based on test results. The result in FIG.
  • FIG. 15 shows a result of a test performed in 2003 using the General Analysis of Multi-layered Elastic Systems (GAMES, Japan Society of Civil Engineers) on a standard pavement model for trunk roads (national highways and major local roads) in Japan, which was applied to the pavement constructed in 1999 in Chikushino-Koga Line in Kyushu, Japan.
  • the evaluated pavement structure composed a sub-base having a lower layer of 35cm in thickness and an upper layer of 25cm in thickness over a roadbed, and an asphalt mixture layer having a base layer of 12cm in thickness and a surface layer of 5cm in thickness, and the pavement had been subjected to C-class traffic volume (1,000 to 3,000 vehicles/day ⁇ direction).
  • the above expected life span of the surface layer is a value obtained by dividing a number of wheel loads to fatigue failure (N f ) of the asphalt mixture by the yearly traffic volume, calculated as 3,000 vehicles/ day ⁇ direction ⁇ 365 days in this case of C-class traffic volume.
  • N f number of wheel loads to fatigue failure
  • a number of wheel loads to fatigue failure (N f ) can be calculated using a standard equation for calculating number of wheel loads to fatigue failure (Manual for Asphalt Pavement, Japan Road Association, December, 1992) as follows.
  • N f 8.108 ⁇ 10 M - 3 / ⁇ t 3.291 ⁇ E 0.854
  • ⁇ t tensile strain at the lower surface of an asphalt mixture layer
  • E elastic modulus of an asphalt mixture (kgf/cm 2 )
  • M a function of porosity (V v )
  • FIG. 16 shows a result of another test performed using the GAMES on the pavement subjected to the same C-class traffic volume as in the case of FIG. 15 , wherein a thickness of 50mm from an upper surface of a surface layer of a standard pavement model was regenerated by the remixing method.
  • the result shows that the elastic modulus of the surface layer improved to 35,000 kgf/cm 2 after regenerating from 24,000 kgf/cm 2 , but, the expected life span of the surface layer is only 2 years i.e. only 1 year longer than that in the case shown in FIG.15 . This indicates that the pavement of the standard pavement model has been so deteriorated as both the base layer and the surface layer need to be reconstructed.
  • FIG. 17 shows, on the other hand, a yet another test performed using the GAMES on the pavement subjected to the same C-class traffic volume as in the case of FIG. 15 , wherein the pavement to a depth of 100mm from the road surface, exceeding the depth of the boundary surface between the surface layer and the base layer, was scarified and mixed with "class #4 ballast" composed by aggregates of a particle size of 20 to 30 mm at a ratio of 7:3 as in the FIG.
  • the reinforcing asphalt mixture was spread over the unscarified remaining layer of 70mm in thickness to form a coarse graded reinforcing layer of 140mm in thickness (50mm f the surface layer, 50mm out of the base layer of 120mm in thickness and 40mm of the "class #4 ballast"), a second new material as added on the coarse graded reinforcing layer to form a new surface layer, and then the coarse graded reinforcing layer and the new surface layer were compacted together while heat still being stored.
  • an asphalt mixture layer having 170mm thickness in 2 layers was repaved to an asphalt mixture layer having 240mm thickness in 3 layers wherein the 70mm thickness increase owed to 40mm of the first new material and 30mm of the second new material.
  • the elastic modulus to a vertical strain and a horizontal strain of the coarse graded reinforcing layer under the C-class traffic volume was 50,000 kgf/cm 2 , more than 2 times of 24,000 kgf/cm 2 of the old coarse graded base layer. This is supported by the measured value shown in FIG. 21 .
  • the life span of the surface layer can thereby be extended to 11 years from that of 5 or 6 years before repaving. Therefore, the method of the present invention can advantageously extend the life span of pavement by 5 to 6 years compared to a conventional surface layer heating and regenerating method.
  • the data obtained in experiments shown in FIG. 21 support the test result.
  • the bending capacity test was performed by 2-point concentrated loading, according to "JIS A 1106 Method of test for flexural strength of concrete.” Bending capacity is defined as the maximum bending stress (tensile stress) in a specimen when a bending stress is applied to the specimen. A bending capacity is calculated by the following equation when a specimen is assumed elastic.
  • M the maximum bending moment in a specimen
  • Z a section modulus [mm 3 ]
  • p the maximum load [N]
  • I a distance between lower supporting points [mm] (300mm in the test)
  • b a section width of a specimen [mm] (100mm in the test)
  • d a section height a specimen [mm] 100mm in the test
  • the test result confirmed that the elastic modulus used for the numerical analysis of the material characteristics and that obtained from the bending capacity test were similar.
  • the "combined elastic modulus” was 3.395 N/mm 2 for the conventional 2-layer model, whereas that for the 3-layer model iucluding the coarse graded reinforcing layer was improved by 1.41 times to 4.796 N/mm 2 .
  • the bending capacity of 2-layer model was 6.41 N/mm 2 whereas that of 3 -lawyer model was improved to 8.1 N/mm 2 showing about 1.3 times reinforcing effect. Even when considering a reinforcing effect provided by a thickness increase, the test result still clearly shows the reinforcing effect of the method of the present invention.
  • the test was performed with the following protocol. The purpose is to confirm a reinforcing effect of a pavement structure constructed with the method of the present invention through laboratory experiments. A compressive strain and a tensile strain at a lower surface of an asphalt pavement under load before and after reinforcing were measured.
  • FIG. 18 shows pavement structures to be compared.
  • a mixture used for a te st is a general mixture satisfying the standard values determined in "Handbook for road pavement construction" and " Marshall procedures for optimum asphalt content of dense graded paving mixtures," a technical material of National Asphalt Pavement Association (NAPA).
  • NAPA National Asphalt Pavement Association
  • FIG. 19 shows a constructing method of a pavement specimen.
  • load was applied with 3-point uniform loading by a test machine stipulated in the "JIS A 1106 Method oftest for flexural strength of concrete," and a compressive strain and a tensile strain were measured refer to FIG. 20 ).
  • the strain was measured by a plurality of strain gauges located on an upper and a lower surface of the specimen. The test was performed for 3 specimens for each of the payement models.
  • a conventional pavement construction method and the method of the present invention were compared by comparing the maximum load at the moment of bending failure of asphalt pavements.
  • Elastic modulus of each layer was calculated by a reverse analysis of the GAMES using strain occurred at an upper surface and a lower surface of an asphalt pavement to confirm a difference in reinforcing effect of the conventional method and the method of the present invention.
  • FIG. 21 shows the test result.
  • the method of the present invention further includes a rejuvenating agent adding step wherein an asphalt rejuvenating agent is added when mixing the old asphalt mixture with the first new material added therein, and an inter-layer bonding step wherein the remaining layer and the coarse graded reinforcing layer are bonded using an asphalt emulsion or a material for enhancing water-proof property or a bonding property spread over the remaining layer in the coarse graded reinforcing layer forming step, the method can efficiently regenerate a deteriorated asphalt mixture and can minimize influence of damages or deterioration such as cracks in a depth exceeding the boundary surface between the base layer and the surface layer or in the remaining layer by applying the bonding agent between the remaining layer and the coarse graded reinforcing layer.
  • the method can also engage the lower surface of the new surface layer and the upper surface of the coarse graded reinforcing layer together including the aggregates mixed in those layers without applying any bonding agent between the new surface layer and the coarse graded reinforcing layer, and can prevent an inter-layer displacement often caused by layer slippage due to a vertical strain.
  • FIG. 22 to 29 show the outline and result of tests using full-size specimen of each pavement model, performed to quantitatively evaluate a pavement reinforcing effect, i.e. a durability improving effect provided by the coarse graded reinforcing layer.
  • FIG. 22 shows structures of each of pavement specimen used to quantitatively evaluate a pavement reinforcing effect provided by the coarse graded reinfording layer, which were the structures actually applied to road pavement in urban areas.
  • the pavement specimen No. 1 to 4 in FIG. 22 had the following structure.
  • No. 1 a standard pavement structure
  • No. 2 a pavement structure having a 80mm-thick coarse graded reinforcing layer composed by using a 30mm-thick old surface layer and a 30mm of upper portion of a old base layer No.
  • No. 3 a pavement structure having a reduced bearing capacity with a thickness of sub-base reduced by half compared to the standard pavement structure
  • No. 4 a pavement structure where the structure of No. 3 being reinforced by a 80mm-thick coarse graded reinforcing layer
  • FWD Falling Weight Defecation
  • FIG. 23 shows specification of a quality test performed on pavement specimens.
  • a pavement reinforcing effect can be evaluated by a number of wheel loads to fatigue failure of a pavement specimen (also referred to as a number of permissible driving wheels).
  • the number of wheel loads to fatigue failure of pavement specimen is a number of wheels necessary to a moment of a crack occurring on the specimen under a repeated application of wheel loads to the pavement surface, and is calculated using values of a tensile strain at a lower surface and a compressive strain at an upper surface of roadbed of an asphalt mixture of a pavement specimen under a 5-ton wheel loading as shown in FIG. 24 .
  • the top left figure in FIG. 24 illustrates a conventional pavement structure and the top right figure shows a pavement structure including a coarse graded reinforcing layer.
  • the equations in FIG. 24 are ones for calculating a number of wheel loads to fatigue failure determined by the NAPA.
  • FIG. 27 shows a measured elastic modulus of an asphalt mixture using a specimen prepared with materials used for the test pavement construction.
  • the elastic modulus of the asphalt mixture was measured according to "Test Method for Resilient Modulus of Asphalt Mixture” (Supplement volume to Handbook for test method for road pavement) at 25 degrees Celsius.
  • the measured elastic modulus was used as an input value for calculation of a number of wheel loads to fatigue failure of an asphalt pavement described later.
  • a general elastic modulus of an asphalt pavement is 600 to 12,000 MPa according to "Policies for Design and Construction of Road Pavement" (Japan Road Association).
  • the elastic modulus of a recycled coarse graded asphalt mixture and that of a coarse graded rein forcing asphalt mixture was greater than that of a recycled dense graded asphalt mixture. This is considered to be owing to an increase of bulk ratio of aggregate content in an asphalt mixture.
  • FIG. 28 shows a tensile strain at a lower surface of an asphalt mixture layer and a compressive strain at an upper surface of a roadbed of the pavement specimens calculated using the GAMES.
  • An elastic modulus of an asphalt mixture measured in a resilient modulus test and a layer thickness of each pavement specimen was used as the input value for a calculation program.
  • the graph on top of FIG. 28 can be interpreted as follows.
  • the graph on bottom of FIG. 28 can be interpreted as follows.
  • the table in FIG. 29 shows a relationship between a design traffic volume specified in the Policies for Design and Construction of Road Pavement and a number of wheel loads to fatigue failure and the graph in FIG. 29 shows a number of wheel loads to fatigue failure for each specimen calculated by substituting values of tensile strain and compressive strain to the equations shown in FIG. 24 .
  • the number of wheel loads to fatigue failure shown in FIG. 29 is a smaller one of N fa or N ab calculated with the equations shown in FIG. 24 .
  • FIG. 29 can be interpreted as follows.
EP08849780A 2007-11-12 2008-11-12 Verfahren zur kontinuierlichen neupflasterung einer aslphaltmischungsschicht einer gepflasterten strasse vor ort und selbstangetriebenes fahrzeugsystem dafür Withdrawn EP2221415A1 (de)

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