JPWO2009063632A1 - Method for continuously re-paving an asphalt mixture layer of a paved road on the road and a self-propelled vehicle system therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for self-propelling a self-propelled vehicle system and continuously re-paving an asphalt mixture layer of a paved road on the road, and a self-propelled vehicle system therefor. SOLUTION: The step of heating the surface of the asphalt mixture layer to infiltrate and soften the heat to a predetermined depth, the step of cracking to the predetermined depth of the asphalt mixture layer to make an old asphalt mixture, and the pre-stored in the old asphalt mixture The step of adding large particle size aggregate, the step of making the old asphalt mixture with added large particle size aggregate into the reinforced asphalt mixture, and spreading the reinforced asphalt mixture on the remaining layer of the asphalt mixture layer, making it more elastic than the remaining layer A step of forming a reinforcing layer having a coefficient, a step of adding an asphalt mixture for a new surface layer previously stored on the reinforcing layer, a step of spreading and leveling the asphalt mixture for a new surface layer to form a new surface layer, a reinforcing layer and a new surface layer, Including a step of compacting together in a heat storage state. [Selection] Figure 8

Description

  The present invention relates to a method for continuously re-paving an asphalt mixture layer of a paved road on a road and a self-propelled vehicle system therefor, and more specifically, heating the surface of the asphalt mixture layer to form a base layer of the asphalt mixture layer. Heat is penetrated to the depth beyond the boundary surface with the surface layer or the depth of the asphalt mixture layer corresponding to the depth, softened, cracked, and made into the old asphalt mixture, and this is combined with a large particle size aggregate. Or asphalt-coated aggregate, or a new particle size distribution asphalt mixture containing large particle size aggregate, mixed and reinforced asphalt mixture, then left asphalt mixture layer left behind Spread the reinforced asphalt mixture on the layer, and use the intermediate layer containing the large particle size aggregate with the elastic modulus larger than the elastic modulus of the remaining layer as the large particle size reinforcing layer Then, add the asphalt mixture for the new surface layer on the large particle size reinforcing layer, level it, form a new surface layer, and tighten the large particle size reinforcing layer and the new surface layer together in the heat storage state. The present invention relates to a method for continuously re-paving an asphalt mixture layer on a paved road by solidifying and a self-propelled vehicle system therefor.

  On paved roads, cracks and subsidence such as cracking occur due to compressive and tensile stress strains applied in the vertical and horizontal directions due to frequent traffic of vehicles. Therefore, as shown in FIG. 1, the paved road is usually formed in a three-layer structure including a roadbed, a roadbed, and an asphalt mixture layer. More specifically, as shown in FIG. 2, a stabilizer such as cement or petroleum asphalt emulsion is added to the compacted subgrade and sand and crushed stone as materials for asphalt pavement, that is, aggregates, and compacted. There are two layers of roadbed. From the viewpoint of strength, the thickness of the lower layer and the upper layer is about 10 to 35 cm per layer, and has a total thickness of 20 to 70 cm. On the roadbed, the base layer and the surface layer of the asphalt mixture are usually compacted via an interlayer adhesive to form an asphalt mixture layer.

  Pavement is a four-layer model of “base course + asphalt mixture layer”. The asphalt mixture layer is generally a two-layer model of a base layer and a surface layer, with a thickness of about 4-5 cm per layer so that it can withstand vehicle traffic. This is because the pavement thickness of the paved road is determined by the strength of the roadbed (CBR value) and the traffic volume (N value) from the viewpoint of durability. On the other hand, the thickness of one layer of the roadbed or asphalt mixture layer is usually designed to be about 2 to 3 times the maximum particle size of the aggregate contained therein. That is, when the maximum particle size of the aggregate contained in the asphalt mixture layer is about 20 mm, the thickness of each layer is designed to be about 4 to 5 cm, and the total is about 8 to 10 cm.

  However, depending on the required properties, the maximum particle size aggregate of the particle size distribution included in the surface layer of about 4 to 5 cm is formed into a dense particle layer of about 13 mm, and the maximum particle size distribution included in the base layer of the same thickness. In some cases, the radial aggregate is formed in a coarse density layer of about 20 mm. In addition, the thickness of the base layer is flexibly set according to the traffic volume. Therefore, the thickness of the base layer may be set to about 4 to 35 cm. Although details will be described later, the pavement model shown in FIG. 15A and its cross section are typical examples. FIG. 15 (1) shows a standard pavement model applied to a main road (national road / local road) in Japan used for multilayer elastic analysis (GAMCS: Japan Society of Civil Engineers). The pavement structure consists of a roadbed with a lower layer of 35 cm and an upper layer of 25 cm on the roadbed, and an asphalt mixture layer with a surface layer of 5 cm and a base layer of 12 cm. This is the case where the traffic volume is C traffic (1000 to 3000 vehicles / day / direction), and the elastic modulus representing the deformation resistance of each layer of the roadbed and the asphalt mixture layer, that is, the restoring force (E) is As seen in the table of FIG.

Here, the re-paving of the asphalt mixture layer will be described.
The base layer and the surface layer are each composed of asphalt as a binder (binder), aggregates such as sand and crushed stone, and stone powder (filler) that is limestone powder filling the gaps between the aggregates. The composition ratio is usually about 90% of aggregate, about 5 to 8% of binder asphalt, and the remainder is filler.

  The particle size of the aggregate is called particle size, and the result of classifying the mixture through various sizes of sieves is called particle size distribution. One example is shown in FIG. In this graph, the horizontal axis represents the size of the sieve mesh, and the vertical axis represents the weight percentage of the material that has passed through each sieve mesh size (passed weight percentage).

  In addition, asphalt which is an aggregate binder (binder) is straight asphalt which has not been modified, ie, modified asphalt with modifiers such as rubber and resin added to increase viscosity. is there. When the relationship between the temperature and the viscosity shown in FIG. 4 is seen, the viscosity of the asphalt becomes small at around 180 ° C., and the aggregate of the asphalt mixture is separated without destroying the aggregate. That is, the aggregate is made into a single grain while being covered with asphalt. On the other hand, as the temperature drops below 100 ° C., the viscosity of the asphalt increases, and the aggregate covered with the asphalt starts to aggregate and is completely solidified at room temperature.

  As shown in FIG. 1, paved roads are damaged by vertical and horizontal compression and tensile stress strains caused by frequent vehicle traffic for a long period of time, and are exposed to wind and rain and outside temperatures. The surface of the road becomes uneven and deteriorates, as is typical of “wad digging” due to softening and fluidization of the road or cracks caused by freezing. The road reclaiming method for paved roads is a heated in-place recycling method (HIR: Hot In-place Recycling) that targets only the surface layer of about 4 to 5 cm of the base layer and the surface layer constituting the two-layered asphalt mixture layer. ) Is common.

  Specifically, one is a remix method shown in FIG. Heat soften and crush the surface part of the asphalt mixture layer, crush it into an asphalt mixture, add the regenerant and the new asphalt mixture to it, mix and make it into a reclaimed asphalt mixture, then spread it, compact and recycle This is a method of regenerating the surface layer of the asphalt mixture layer.

  The other one is a replay method shown in FIG. Heat-soften the surface part of the asphalt mixture layer, crush it into an asphalt mixture, add only the regenerant to it, mix and spread, regenerate the surface layer of the asphalt mixture layer, and then regenerate the new asphalt mixture on the surface layer Is added, leveled, compacted, and the asphalt mixture layer has two surface layers. Of course, the reclaimed asphalt mixture layer will be thicker than before regeneration. Incidentally, the advantage of the heating-type road regeneration method is to reinforce the asphalt mixture layer by reusing the aggregate contained in the asphalt mixture layer without destroying in any case.

  However, cracks and scratches on paved roads, including those that start from the boundary surface between the layers and reach the upper part in sequence, have already reached the depth exceeding the boundary surface between the surface layer and the base layer, approximately 6-10 cm from the road surface. In many cases, the depth of the asphalt mixture layer corresponds to the depth. The road surface heating means used in the well-known road regeneration method such as the above-mentioned remix method and repebble method has a limit to the depth from the road surface that can penetrate heat without igniting asphalt in a short time. The application target was limited to the surface layer or a part thereof. Therefore, when these on-road regeneration methods are used, the cracks and damages of the paved road at a depth of 6 to 10 cm from the road surface corresponding to the depth of the base layer portion of the asphalt mixture layer or a depth thereof partially remain. Only the surface layer portion of the asphalt mixture was regenerated.

  In addition, US Pat. No. 4,534,674 discloses a method in which a remix method is applied to a rebeep method, focusing on the repair of cracks and damage on a paved road, specifically, a cracked asphalt mixture. Describes a method in which a new asphalt mixture in a heated state is added in addition to an asphalt regenerating agent, mixed, and a new surface layer is formed in the spread layer. Also in this case, the repaired depth of the existing asphalt mixture layer is only 5 to 6 cm, and the depth is limited. In any case, the life of the reclaimed paved road is temporarily surpassed, and the depth of the asphalt mixture layer of the paved road exceeds the boundary surface between the base layer and the surface layer or 6-10 cm from the road surface corresponding to the depth. It has been difficult to regenerate continuously up to the depth on the road and drastically improve the service life, and the paved road having such a property has so far had to rely on, for example, a replacement method.

  By the way, while moving the road surface heating means that blows hot air of 600 to 700 ° C. on the surface of the asphalt mixture layer, the surface temperature of the road surface is kept around 250 ° C., and the base layer of the asphalt mixture layer is ignited in a short time without igniting the asphalt. A heating method and apparatus for continuously regenerating an asphalt mixture layer on the road, capable of infiltrating heat to a depth exceeding the boundary surface between the surface layer and the surface layer, or a depth of the asphalt mixture layer corresponding to the depth, The present applicant has already developed it as Japanese Patent No. 4024293. The present applicant uses such a heating method and apparatus to damage the depth of the asphalt mixture layer to the depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or the depth corresponding to the depth. We have been eagerly studying the realization of a re-paving method that can cope with damage and deterioration and can greatly improve the life of paved roads.

"Pavement regeneration handbook" (Japan Road Association) Japanese Patent No. 4024293 US Pat. No. 4,534,674

  Asphalt is composed of asphaltene particles and martens oil. When the pavement deteriorates, the marten, that is, the oil component decreases and hardens, and the asphaltene, that is, the particle component floating in the marten increases. As a result, the asphalt viscosity decreases. The surface layer and the base layer have the same properties to some extent. Further, as pavement deteriorates, the aggregate contained in the asphalt mixture layer may be reduced or damaged due to wear. It is preferable that the asphalt mixture used as the pavement generating material is reused as the old material for the entire asphalt mixture layer including the surface layer and the base layer.

  As described above, heat can be penetrated without igniting the asphalt to a depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or a depth of the asphalt mixture layer corresponding to the depth in a short time. As shown in FIG. 6, by using a heating method and apparatus, heat is penetrated and softened to a depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or a corresponding depth of about 6 to 10 cm. In addition to the asphalt mixture that has been cracked to a depth exceeding the boundary surface between the base layer and the surface layer or a depth corresponding to the depth, not only an asphalt regenerating agent, but also a large particle size aggregate or asphalt-coated aggregate, Alternatively, after adding any new materials in a particle size distribution asphalt mixture containing large particle size aggregates, mixing them into a reinforced asphalt mixture, To come remaining asphalt mixture layer remaining layer, leveling laid reinforcing asphalt mixture, having a greater elasticity modulus than the remaining layer of the asphalt mixture layer to form an intermediate layer containing a large 径骨 material. Here, the intermediate layer containing the large particle size aggregate is referred to as a “large particle size reinforcing layer”. Next, a method of re-paving the asphalt mixture layer, including the steps of laying and leveling the asphalt mixture for the new surface layer on the large particle size reinforcing layer, forming a new surface layer, and compacting the two in the heat storage state together And a self-propelled vehicle system for that purpose.

  The solution of the above-mentioned problem is that the self-propelled vehicle system is self-propelled, the surface of the asphalt mixture layer is heated, the depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer, or the asphalt mixture corresponding to the depth. The old asphalt mixture is permeated to a depth exceeding the boundary surface between the base layer and the surface layer of the softened asphalt mixture layer or the depth of the asphalt mixture layer corresponding to the depth. The first new material of either a large particle size aggregate or asphalt-coated aggregate, or a particle size distribution asphalt mixture containing a large particle size aggregate, which is stored in advance at a temperature at which the aggregate is not aggregated Add and mix to make a reinforced asphalt mixture, spread it over the remaining layer of the asphalt mixture layer left behind, and elastic modulus larger than the elastic modulus of the remaining layer A large particle size reinforcing layer is formed, and a second new material of asphalt mixture for a new surface layer stored in advance at a temperature that does not aggregate is added to the large particle size reinforcing layer, and the floor is leveled. The following features based on the knowledge that a new surface layer can be formed, the large particle size reinforcing layer and the new surface layer can be consolidated together in a heat storage state, and the asphalt mixture layer of the paved road can be continuously re-paved on the road This is achieved by the present invention.

  The invention according to claim 1 is a method of self-propelling a self-propelled vehicle system and continuously re-paving the asphalt mixture layer of the paved road on the road, and (a) heating the surface of the asphalt mixture layer. A heat-softening step in which heat is penetrated and softened to a depth exceeding a boundary surface between a base layer and a surface layer of the asphalt mixture layer or a depth of the asphalt mixture layer corresponding to the depth; and (b) heating. A cracking step of crushing the softened asphalt mixture layer to a depth beyond the boundary surface or to a depth of the asphalt mixture layer corresponding to the depth to obtain an old asphalt mixture; The old asphalt mixture thus prepared contains large particle size aggregate, asphalt-coated aggregate, or large particle size aggregate that has been stored in a storage device in advance at a temperature at which no aggregate is formed. A first addition step of adding any first new material of an asphalt mixture having a particle size distribution; and (d) mixing the old asphalt mixture to which the first new material has been added to form a reinforced asphalt mixture. And (e) a large particle size reinforcement having an elastic modulus greater than the elastic modulus of the remaining layer by spreading the reinforcing asphalt mixture on the remaining layer of the asphalt mixture layer left in the cracking step. A large particle size reinforcing layer forming step of forming a layer, and (f) asphalt for a new surface layer that is stored in a storage device in advance at a temperature that does not aggregate on the large particle size reinforcing layer to be formed A second addition step of adding a second new material of the mixture; and (g) a new surface layer linked with the large particle size reinforcing layer forming step of spreading and leveling the second new material to form a new surface layer. Forming step, and (h) the remaining And said new surface layer and formed the coarse 径補 reinforcing layer above, compacted together while heat storage state, a method which comprises a compaction step.

  In addition to the features of the invention described in claim 1, the invention described in claim 2 includes the first new material and the second material that are carried from outside the self-propelled vehicle system at different timings prior to the scraping step. It is a method characterized by further including the new material carrying-in process of carrying in a new material to each said storage apparatus according to the said different timing.

  According to a third aspect of the present invention, in addition to the features of the invention according to the first or second aspect, the first new material is larger than the largest particle size aggregate contained in the asphalt mixture layer. It is either an aggregate having a diameter or an aggregate coated with asphalt, or an asphalt mixture having a particle size distribution including an aggregate having a particle size larger than that of the maximum particle size contained in the asphalt mixture layer. Is the method.

  According to a fourth aspect of the present invention, in addition to the features of the invention according to any one of the first to third aspects, the reinforced asphalt mixture has a particle size larger than the maximum particle size aggregate contained in the asphalt mixture layer. It is a method characterized by including about 5% to 35% of the aggregate having the total.

In addition to the features of the invention according to any one of claims 1 to 4, the invention according to claim 5
The mixing step further includes a regenerant addition step of adding an asphalt regenerator when mixing the old asphalt mixture to which the first new material has been added.

  In addition to the features of the invention according to any one of claims 1 to 5, the second new material is substantially the same as the particle size distribution of the aggregate contained in the asphalt mixture layer. It is an asphalt mixture containing aggregates having a particle size distribution of

  According to a seventh aspect of the invention, in addition to the features of the invention according to any one of the first to sixth aspects, the large particle size reinforcing layer forming step comprises an asphalt emulsion or a waterproof and adhesive property on the remaining layer. The method further includes an interlayer adhesion step of spraying a material that enhances the adhesion and adhering the remaining layer and the large particle size reinforcing layer.

  The invention according to claim 8 is a self-propelled vehicle system for continuously re-paving the asphalt mixture layer of the paved road on the road, and heating the surface of the asphalt mixture layer of the paved road to form a base layer of the asphalt mixture layer A preheater vehicle (A) including heating means for infiltrating and softening heat to a depth exceeding the boundary surface between the surface layer and the surface layer or a depth of the asphalt mixture layer corresponding to the depth; A first tank, preheated at a temperature that does not aggregate, and a first tank of either aggregate or asphalt-coated aggregate, or asphalt mixture of particle size distribution including large particle size aggregate, and heated and softened Scraping to a depth exceeding the boundary surface of the asphalt mixture layer formed or to a depth of the asphalt mixture layer corresponding to the depth to obtain an old asphalt mixture. And a first addition means for adding the first new material to the old asphalt mixture, which is discharged from the first tank and stored in advance at a temperature at which the agglomeration is not performed, and a mirror vehicle (B) And storing the second new material of the asphalt mixture for the new surface layer in advance at a temperature that does not agglomerate, receiving the second asphalt mixture to which the first new material is added, and mixing, The reinforcing asphalt mixture is made into a reinforced asphalt mixture, and the reinforced asphalt mixture layer is spread on the remaining layer of the asphalt mixture layer scraped off by the scraping unit and has an elastic modulus larger than the elastic modulus of the remaining layer. The first screed that forms the large particle size reinforcing layer, and the large particle size reinforcing layer that is formed are discharged from the second tank and stored in advance at a temperature that does not aggregate. 2. A mixer vehicle comprising: a second addition means for adding a new material; and a second screed linked to the first screed for spreading and leveling the added second new material to form a new surface layer. (C) and a self-propelled vehicle system characterized by including.

  In addition to the features of the invention according to claim 8, the invention according to claim 9 is characterized in that the large particle size reinforcing layer formed on the remaining layer and the new particle size reinforcing layer formed on the large particle size reinforcing layer. The self-propelled vehicle system further includes a rolling means (D) for compacting the surface layer together in a heat storage state.

  According to a tenth aspect of the present invention, in addition to the feature of the invention according to the eighth or ninth aspect, the mirror vehicle (B) is carried in at a different timing from outside the self-propelled vehicle system. One relay receiving and discharging device for receiving and discharging a new material and the second new material, and the different timing of the first new material and the second new material discharged from the relay receiving and discharging device A new material loading device including at least two continuous conveyance paths having a switching device for loading the first tank and the second tank in accordance with the first tank and the relay receiving the first new material. When carrying in the first tank from the discharge device, the switching device separates two continuous conveyance paths of the new material carry-in device to form a carry-in port, and the first new material is formed from the formed carry-in port. The first tank When carrying in and carrying in the second new material from the relay receiving and discharging device to the second tank, the switching device closes the carry-in port formed in the new material carrying-in device, and opens the two conveyance paths. A self-propelled vehicle characterized in that one conveyance path is formed continuously, and the second new material is carried into the second tank from the relay receiving and discharging device via the one conveyance path. System.

  According to an eleventh aspect of the present invention, in addition to the features of the invention according to any one of the eighth to tenth aspects, the first new material is larger than the largest particle size aggregate contained in the asphalt mixture layer. It is either an aggregate having a diameter or an aggregate coated with asphalt, or an asphalt mixture having a particle size distribution including an aggregate having a particle size larger than that of the maximum particle size contained in the asphalt mixture layer. It is a self-propelled vehicle system.

  In addition to the features of the invention according to any one of claims 8 to 11, the reinforced asphalt mixture has a particle size larger than the maximum particle size aggregate contained in the asphalt mixture layer. The self-propelled vehicle system is characterized by including approximately 5% to 35% of the aggregate having the above.

  In addition to the features of the invention according to any one of claims 8 to 12, the second new material is substantially the same as the particle size distribution of the aggregate contained in the asphalt mixture layer. A self-propelled vehicle system, characterized in that it is an asphalt mixture containing aggregates having a particle size distribution of

  In addition to the features of the invention according to any one of claims 8 to 13, the mixer vehicle (C) mixes the old asphalt mixture to which the first new material has been added. The self-propelled vehicle system further includes a regenerant addition means for adding an asphalt regenerant.

  In addition to the features of the invention according to any one of claims 8 to 14, the mixer vehicle (C) bonds the remaining layer and the large particle size reinforcing layer. A self-propelled vehicle system, further comprising a third tank for preliminarily storing an asphalt emulsion or a material that enhances waterproofness and adhesion.

  According to a sixteenth aspect of the present invention, in addition to the features of the invention according to any one of the eighth to fifteenth aspects, the mixer vehicle (C) includes the reinforcing member between the mixing means and the first screed. The self-propelled vehicle system further includes a storage space for adjusting a supply amount of the asphalt mixture to the remaining layer.

  According to a seventeenth aspect of the present invention, in addition to the features of the invention according to any of the eighth to sixteenth aspects, the mixer vehicle (C) includes a first screed between the first screed and the second screed. (2) The self-propelled vehicle system further includes a storage space for adjusting a supply amount of the new material onto the large particle size reinforcing layer.

  A method for continuously re-paving an asphalt mixture layer of a paved road according to the best mode for carrying out the present invention and a self-propelled vehicle system therefor will be described in detail with reference to FIGS.

  FIG. 7 illustrates the overall steps of a method for continuously re-paving an asphalt mixture layer on a paved road according to an embodiment of the present invention, the method heating the surface of the asphalt mixture layer, A heat softening step (hereinafter referred to as a “heat softening step”) in which heat is penetrated and softened to a depth exceeding the boundary surface between the base layer and the surface layer of the layer or a depth of the asphalt mixture layer corresponding to the depth; A cracking step (hereinafter referred to as “degrading the former asphalt mixture”) by crushing to a depth exceeding the boundary surface between the base layer and the surface layer of the heated and softened asphalt mixture layer or the depth of the asphalt mixture layer corresponding to the depth. , “Cracking process”), and aggregate or asphalt of large particle size previously stored in a storage device at a temperature at which the agglomerated old asphalt mixture is not aggregated A first addition step (hereinafter referred to as a “first addition step”), in which a first new material of either an overlaid aggregate or an asphalt mixture having a particle size distribution including a large particle size aggregate is added; The old asphalt mixture to which the new material has been added is mixed to make a reinforced asphalt mixture, which is reinforced on the mixing layer (hereinafter referred to as the “mixing step”) and the remaining layer of the asphalt mixture layer left in the cracking step. Laying and leveling the asphalt mixture to form a large particle size reinforcing layer having an elastic modulus larger than that of the remaining layer, a large particle size reinforcing layer forming step (hereinafter referred to as “large particle size reinforcing layer forming step”); A second addition step (hereinafter referred to as “the first addition”) is performed on the large particle size reinforcing layer to be formed, by adding a second new material of the asphalt mixture for the new surface layer that is stored in the storage device in advance at a temperature at which no aggregation is performed. 2) Addition process ” A new surface layer forming step (hereinafter referred to as a “new surface layer forming step”) linked to a large particle size reinforcing layer forming step, which forms a new surface layer by spreading a second new material and forming on the remaining layer A compacting step (hereinafter referred to as a “compacting step”) in which the large particle size reinforcing layer and the new surface layer are integrally compacted in a heat storage state.

  In this method, prior to the cracking process, the first new material and the second new material, which are transported from outside the self-propelled vehicle system, are transported to the respective storage devices at different timings. (Hereinafter referred to as “new material carrying-in process”) and an old asphalt mixture to which the first new material has been added, an asphalt regenerator is added (hereinafter referred to as “regenerant addition process”). And a large particle size reinforcing layer forming step, an asphalt emulsion or a material that improves waterproofness and adhesiveness is sprayed on the remaining layer, and the remaining layer and the large particle size reinforcing layer are bonded to each other. "Interlayer adhesion process") can be further included.

    FIG. 8 shows an embodiment of a self-propelled vehicle system that realizes each of the above steps of the present invention. This self-propelled vehicle system includes a preheater vehicle (A), a mirror vehicle (B), and a mixer vehicle (C), and includes a rolling roller (D) as necessary. Hereinafter, a self-propelled vehicle system for continuously re-paving the asphalt mixture layer of the paved road according to the present embodiment along with the components and functions of each of these vehicles will be described.

  As shown in FIG. 8, the heating means of the preheater vehicle (A) is a heating device that is arranged so as to face the road surface between the front and rear vehicle tires and is operated by a driver who controls the vehicle. FIG. 9 shows the heating apparatus main body 100 as viewed from the side with respect to the moving direction of the vehicle. Although details are omitted, the high-temperature combustion gas (solid arrow) radiated from the plurality of nozzle holes 130 of the circular duct 120 in section is the burner. 140 is a high-temperature combustion gas which is ignited with a mixture of fuel and air sent to the high-temperature combustion gas generation unit 110 by 140 and heated to about 550 ° C. to about 750 ° C., preferably about 650 ° C. Through a central duct 160 constituting a part of the part 150, a plurality of circular ducts 120 which are part of the storage part 150, which are part of a storage part 150 arranged side by side at regular intervals in the longitudinal direction of movement, are uniformly supplied. And a hot combustion gas layer is formed in the heating region between the open surface 180 of the hood 170 and the asphalt surface. After the heat transfer work of the high-temperature combustion gas, it becomes recovered combustion gas (broken arrow), and passes through the gap formed by the outer periphery of each of the circular cross-section ducts 120 having a saddle-like shape by the intake means 190 and passes through the inside of the hood 170. Then, it is sucked into the combustion gas circulation duct 200 and sent to the high temperature combustion gas generator 110.

  Accordingly, the preheater vehicle (A) forms a high-temperature combustion gas layer of about 550 ° C. to about 750 ° C. on the surface of the paved road while traveling at a speed of about 2 to 5 m / min. Heat is penetrated to a depth exceeding the boundary surface between the base layer and the surface layer of the asphalt mixture layer or a depth of about 6 to 10 cm corresponding to the depth without keeping the asphalt ignited. Can be increased to about 50-60 ° C. As a result, the heat softening process of the present invention is realized, and the scraping means 340 of the mirror vehicle (B) described later is scraped without damaging or destroying the aggregate of the asphalt mixture layer, and the old asphalt mixture is obtained. It is possible to realize a cracking process. Needless to say, the heating means is not limited to this, and any heating means having the same function may be used.

  As shown in FIG. 8, the mirror vehicle (B) is a device operated by a driver who similarly controls the vehicle. FIG. 10 shows the apparatus main body 300 viewed from the side with respect to the moving direction of the vehicle. The mirror vehicle (B) is either a large particle size aggregate or asphalt coated aggregate carried by a heavy truck 400A from outside the self-propelled vehicle system, or a particle size distribution asphalt mixture containing large particle size aggregates. The first new material 310 is preliminarily stored at about 120 to 150 ° C. at a temperature at which no agglomeration is performed, and the base layer and the surface layer of the asphalt mixture layer 330 heated and softened by the heating device 100 described above. The cracking means 340 is formed by cleaving to a depth exceeding the boundary surface with or asphalt mixture layer corresponding to the depth to form an old asphalt mixture 331, and agglomeration discharged from the first tank 320. Do not add the first new material 310 pre-stored at a temperature of about 120-150 ° C. to the crushed asphalt mixture 331, 1 addition means 350.

  Looking at more specific components of the mirror vehicle (B), as shown in FIG. 10, the first new material 310 carried in the heavy truck 400A is generated in a plant not shown and is necessary for a series of re-paving. The amount is accepted by one relay receiving and discharging apparatus 400 while maintaining the temperature at which the agglomeration of about 120 to 150 ° C. is not performed. The accepted first new material 310 is conveyed by the first conveyor device 410 and carried into the first tank 320. At this time, a carry-in port 420 is formed in the upper portion of the first tank 320, and the first new material 310 is carried in from the input port 321 of the first tank 320 via the carry-in port 420. The carry-in port 420 is closed by the first conveyor device 410 and the slidable second conveyor device 430. Further, the second conveyor device 430 is disposed so as to be interlocked with the third conveyor device 440. Accordingly, when the carry-in port 420 is closed, as will be described later, one transport device 450 is connected via the second conveyor device 430 in which the first conveyor device 410 and the third conveyor device 440 can slide with an actuator or the like. Will be formed.

  Next, as shown in FIG. 10, the scraping means 340 is configured so that the two grinder devices 341 and 342 normally rotate on the paved road so that at least two axes driven by hydraulic pressure face each other and rotate inward. It has two sets of front and rear rotary scribers (road surface claw claw) provided in a spiral shape from the left and right in the width direction toward the center. As a result, the heated and softened asphalt mixture layer 330 is cracked to a depth exceeding the boundary surface between the base layer and the surface layer, or to the depth of the asphalt mixture layer corresponding to the depth, in a bowl shape on the road center line, An old asphalt mixture 331 is formed. Incidentally, as shown in another embodiment of the mirror vehicle (B) in FIG. 12, the scraping means 340 including the two grinder devices 341 and 342 is arranged in the front vehicle (B1) of the two-linked vehicle (B1 + B2). You can also.

  Moreover, it is preferable to provide a heat retaining device in the first tank 320 in which the first new material 310 is stored in advance. The preheated first new material 310 stored in advance is conveyed from the discharge port 322 of the first tank 320 by the fourth conveyor device 351 of the first addition means 350 disposed inside, and is transferred to the old asphalt mixture 331. Added.

  Prior to the description of the mixer vehicle (C), FIG. 11 shows each component of the mirror vehicle (B) when a second new material 510 (to be described later) is carried into the relay receiving and discharging device 400 by another large truck B. If it demonstrates using, the 2nd new material 510 will be produced | generated by the plant which is not shown in figure, and the quantity required for a series of re-paving will be one relay acceptance / discharge device 400, maintaining the temperature which does not aggregate about 120-150 degreeC. To be accepted. At this time, the second conveyor device 430 slides and closes the carry-in port 420. At the same time, the second conveyor device 430 forms one transport device 450 to which the first conveyor device 410 and the third conveyor device 440 are connected. More specifically, when the second new material 510 carried by the large truck B to the relay receiving and discharging apparatus 400 is carried into the second tank 520, the driver of the mirror vehicle (B) can slide. By operating the switching device 460 of the two-conveyor device 430, the carry-in port 420 is closed, and the first conveyor device 410 relays the second conveyor device and is connected to the third conveyor device 440 to form one conveying device 450. . Incidentally, it is preferable that the second tank 520 is also provided with a heat retaining device similar to the first tank 320.

  Thus, the second new material 510 is transferred to the second tank 520 of the mixer vehicle (C) by the transfer device 450. Therefore, as is clear from FIGS. 10 and 11, the first new material 310 and the second new material 510 are brought into the relay receiving and discharging device 400 of the mirror vehicle (B) at different timings from outside the self-propelled vehicle system. Accordingly, they are carried into the first tank 320 and the second tank 520 at different timings.

  As shown in FIG. 8, the mixer vehicle (C) is a device operated by a driver who similarly controls the vehicle. FIG. 13 shows the apparatus main body 500 viewed from the side with respect to the moving direction of the vehicle. As described above, the mixer vehicle (C) is about 120 to 150 ° asphalt mixture for the new surface layer of the second new material 510 carried from the outside of the self-propelled vehicle system to the relay receiving and discharging device 400 by the large truck 400B. The second tank 520 stored in advance at a temperature at which C does not aggregate, the fifth conveyor device 530 for scooping and transporting the old asphalt mixture 331 to which the first new material 310 is added, and the first new material 310 scooped and transported The reinforced asphalt mixture 540 is laid on the mixing layer 550 of the asphalt mixture layer 331 scraped and left by the scraping means 340 and the mixing means 550 that receives and mixes the old asphalt mixture 331 added with A large particle size compensation having an elastic modulus greater than that of the residual layer 560 The first screed 580 forming the layer 570, the second addition means 590 for adding the second new material 510 discharged from the second tank 520 on the formed large particle size reinforcing layer 570, and the added first 2 includes a second screed 610 associated with the first screed 580 that spreads the new material 510 on the large particle size reinforcing layer 570 and forms a new surface layer 600.

  Further, the mixer vehicle (C) includes a regenerant addition means 620 for adding an asphalt regenerator, a residual layer 560, and a large particle size reinforcing layer when the old asphalt mixture 331 to which the first new material 310 is added is mixed. Asphalt emulsion for adhering to 570 or a third tank 630 for preliminarily storing a waterproof and adhesive material, and a residual asphalt mixture 540 with both side walls disposed between the mixing means 550 and the first screed 580 The storage space 640 for adjusting the supply amount to the layer 560, and the supply amount of the second new material 510 on the large particle size reinforcing layer 570 provided with both side walls between the first screed 560 and the second screed 610 And a storage space 650 for adjusting.

  The first screed 580 and the second screed 610 of the mixer vehicle (C) usually have not only a leveling function but also a function of compacting when the reinforcing asphalt mixture 540 and the second new material 520 are leveled. Therefore, the rolling roller (D) as shown in FIG. 8 can be used as necessary, for example, when compacting further firmly.

  The mirror vehicle (B) and the mixer vehicle (C) in which the first new material 310 and the second new material 520 are respectively stored in advance are linked with the preheater vehicle (A) at a speed of about 2 to 5 m / min. While operating as a unit, heat is penetrated to a depth of about 6-10 cm of the asphalt mixture layer 330 and the deepest part of the asphalt mixture layer is increased to about 50-60 ° C. The softening process can be realized, and then the cracking means 340 can crack the aggregate of the asphalt mixture layer 330 without damaging or destroying the aggregate to form the old asphalt mixture 331. Subsequent steps of the present invention will be described below.

  In the first addition step, the first new material 310 is added to the old asphalt mixture that has been thawed. The first new material 310 is an aggregate or an asphalt-coated aggregate having a particle size larger than the maximum particle size aggregate included in the asphalt mixture layer 330 or the maximum particle size aggregate included in the asphalt mixture layer 330. It must be one of a particle size distribution asphalt mixture containing larger particle size aggregates. The reinforced asphalt mixture 540 produced in the next mixing step generally comprises about 5% to 35% aggregate having a particle size larger than the largest particle size aggregate contained in the asphalt mixture layer 330. . This is because when the content of the large particle size aggregate is 5% or less, the strength exceeding the reinforcement by the pavement thickness does not appear. Further, when the content of the large particle size aggregate exceeds 35%, the balance of the particle size distribution of the asphalt mixture is lost, and it becomes difficult to form a dense asphalt mixture layer. Accordingly, in the subsequent step of forming a large particle size reinforcing layer, the reinforcing asphalt mixture is spread on the remaining layer 560 of the asphalt mixture layer 330, thereby increasing the thickness as a reused layer of the asphalt mixture layer 330. As will be described later, a large particle size reinforcing layer having an elastic modulus larger than that of the remaining layer 560 can be formed. The re-paved structure with a new surface layer on this should be intended to strengthen the pavement structure (Hot In-place Strengthening) by constructing a large grain size reinforcing layer.

  FIG. 14 is a result of assuming a case where the paving structure is intended to be strengthened by adding a new material to the old asphalt mixture and constructing a large particle size reinforcing layer, although a detailed description is omitted. Data on the strengthened pavement structure based on experimental data is given in FIGS. 18 to 21, and this result is a 4 cm thick surface layer with an aggregate particle size distribution of a maximum particle size of 13 mm and an aggregate of a maximum particle size of 20 mm. 7 pairs of “No. 4 quarry” consisting of aggregates with a particle size of 20-30 mm was added to the old asphalt mixture of a total thickness of 6 cm obtained by cleaving 2 cm of the thickness x cm having a particle size distribution. The thickness when the mixture was mixed and spread at a ratio of 3 was measured. The whole is 8.6 cm. That is, the thickness was 2.6 cm thicker than the 6 cm of the cracked asphalt mixture layer.

  Fig. 15 shows the standard pavement model applied to the main roads (national and local roads) in Japan where the Chikushino-Koga Line in Kyushu was paved in 1999, and the multi-layered elastic analysis (GAMCS: This is a result evaluated using the Japan Society of Civil Engineers. The pavement structure consists of a roadbed with a lower layer of 35 cm and an upper layer of 25 cm on the roadbed, and an asphalt mixture layer with a surface layer of 5 cm and a base layer of 12 cm. This is the case where the traffic volume is C traffic (1000 to 3000 vehicles / day / direction), and the elastic modulus representing the deformation resistance of each layer of the roadbed and the asphalt mixture layer, that is, the restoring force (E) is As seen in the table of FIG. 15, the surface life is one year remaining, indicating that the total life is five years.

By the way, the prediction of the surface layer life is 3,000 (units) x 365 (days) for the above-mentioned C traffic with 3,000 vehicles per day / direction as the number of asphalt mixture destruction (N _f ). ) Divided by. The number of fractures (N _f ) of the asphalt mixture is calculated by the following fatigue fracture standard formula (Source: Japan Road Association Asphalt Pavement Guidelines 1992).
(Formula 1)
N _f = 8.108 × 10 ^(M−3) / ε _t ^3.291 × E ^0.854
Here, ε _{t is a function} of the tensile strain of the lower surface of the asphalt mixture layer, E: the elastic modulus (kgf / cm ² ) of the asphalt mixture, M: the porosity (V _V ) of the asphalt mixture and the amount of asphalt (V _b ). , M = 4.84 × {[V _b / (V _V −V _b )] − 0.69}.

Next, FIG. 16 shows a pavement model in which only the surface layer portion of the standard pavement model having a thickness of 5 cm is regenerated by, for example, the remix method. It is the result evaluated using. Elastic modulus of the surface layer, but before regeneration is hardened against 24,000kgf / cm ² to 35,000kgf / cm ^2, the predicted value of the surface layer life is only just two years. Compared to the case of FIG. 15, the life is only one year longer. This indicates that the standard model is deteriorated so that the base layer and the surface layer must be replaced by the replacement method.

  In contrast, FIG. 17 shows a pavement structure in the case where the same traffic volume classification is C traffic, with a ratio of 7 to 3 similar to the case of FIG. 14 of 10 cm exceeding the boundary surface between the base layer and the surface layer from the road surface. Crush to depth, add “No. 4 quarry” made of aggregate with a particle size of 20-30 mm to this, and reinforce large particle size 7 cm thick on the remaining layer left by scraping with the mixed reinforcing asphalt mixture A new surface layer of 3 cm in thickness is formed by the second addition step of adding the second new material on the asphalt mixture layer in which the total thickness of the surface layer is 5 cm and the base layer content of 5 cm is 14 cm thick. It is a result of the multilayer elastic analysis on the paved road in which the large particle size reinforcing layer and the new surface layer are consolidated together in a heat storage state.

In contrast to the cases of FIGS. 15 and 16, the asphalt mixture layer having a thickness of 17 cm having a two-layer structure is re-paved into the asphalt mixture layer having a thickness of 24 cm having a three-layer structure. Assuming that the same traffic volume category is C traffic, the elastic modulus for longitudinal and lateral stress strain due to heavy traffic, which was pointed out first, is old base layer to 24,000kgf / cm ^2, modulus of elasticity of the large径補reinforcing layer is composed of more than double 50,000kgf / cm ^2. The actual measurement values shown in FIG. 21 confirm this. As a result, the surface life of 5 to 6 years can be greatly extended to 11 years. That is, compared with the case of the conventional heating-type surface layer recycling method, the present invention has a special effect that the life can be extended by 5 to 6 years.

This was supported by experimental data, as shown in FIG. A specific bending strength test is performed according to the “JIS A 1106 concrete bending strength test method” by a two-point concentrated loading test. The bending strength is defined as the maximum bending stress (tensile stress) generated inside the specimen when bending stress is applied to the specimen. If the specimen is assumed to be an elastic body, Calculated.
(Formula 2)
^{_{σ b = M / Z = (}} Pl / 6) / (bd 2/6) = Pl / bd 2 [N / mm 2]
Here, M: moment of maximum bending occurring in the specimen, Z: section modulus [mm ³ ], p: maximum load [N], l: distance between lower fulcrum [mm] (300 mm), b: specimen Section width [mm], d: Specimen section height [mm] (b and d are both 100 mm).

As a result, it was confirmed that the elastic modulus used in the numerical analysis representing the material properties and the elastic modulus calculated from the bending test were approximate. In addition, looking at the “synthesized elastic modulus”, the two-layer model of the conventional method is 3,395 N / mm ² . On the other hand, the same elastic modulus of the three-layer model including the large particle size reinforcing layer is 4,796 N / mm ² and is increased by 1.41 times. The bending strength of the two-layer model at that time is 6.41 N / mm ² , whereas the bending strength of the three-layer model is 8.1 N / mm ² . As a result, a reinforcing effect of about 1.3 times was confirmed. Among these, even if the reinforcement reinforcement by the pavement thickness is taken into consideration, it can be easily determined from the actual measurement value that the reinforcement effect is remarkable.

By the way, experimental data is based on the following protocol. The purpose is to confirm the reinforcement effect of the pavement structure constructed by the method of this method by laboratory experiments. Measure the compressive strain and tensile strain on the bottom of the asphalt pavement when it is placed on each pavement model before and after reinforcement.
Next, the comparative pavement configuration outline is shown in FIG.
Refer to the standard values shown in the "Paving Handbook" and the National Asphalt Pavement Association technical data "Test Evaluation of Large Particle Size Mixtures Using the Marshall Formulation Design Method" for the mixture to be used. The general composition is satisfied. The reference table for reference values is shown in the table below.

The pavement model is produced by the work procedure shown in FIG.
The test method uses a test machine specified in the concrete bending test, applies a load with a fulcrum load in three equal parts, and measures compressive strain and tensile strain. (See Figure 20)
The strain is measured by attaching a plurality of strain gauges to the upper and lower surfaces of the specimen and collecting the data.
The number of tests is 3 pavement model 3 specimens.

By comparing the maximum load at the time of bending fracture of asphalt pavement, the conventional method and the method by this method were compared.
Using the strain generated at the top and bottom of the asphalt pavement, the elastic modulus of each layer (surface layer, large particle size reinforcing layer, base layer) is calculated by inverse analysis of multilayer elasticity theory, and the conventional method and this method are reinforced. The difference in effect was confirmed.
The result is as shown in FIG.

  This method also includes an asphalt regenerator adding step for adding an asphalt regenerator when mixing the old asphalt mixture added with the first new material, and an asphalt emulsion or waterproofing on the remaining layer in the large particle size reinforcing layer forming step. It further includes an interlayer adhesion process (hereinafter referred to as “interlayer adhesion process”) that disperses a material that enhances adhesion and adhesion, and adheres the remaining layer and the large particle size reinforcing layer, thereby regenerating degraded asphalt, and the base layer and surface layer. Even when scratches such as scratches and cracks that cross the boundary surface of the material still reach the remaining layer deeply, the effect of mutual interaction is minimized by interposing an adhesive between the remaining layer and the large particle size reinforcing layer. It can be difficult to stop. In addition, since the formed large particle size reinforcing layer and the new surface layer are consolidated together in the heat storage state, the new particle layer can be formed without interposing an adhesive between the large particle size reinforcing layer and the new surface layer. Since the bottom surface portion of the surface layer and the surface portion of the large particle size reinforcing layer can be formed in meshed state including the aggregate, there is also an advantage that the slippage due to the slippage between the layers, which is likely to be caused by the stress in the vertical direction, hardly occurs.

22 to 29 show an outline of tests performed for quantitatively evaluating the pavement reinforcement effect by the large particle size reinforcing layer, that is, the durability improvement effect, using a full-scale pavement test body (pavement model). It is a figure which shows a result. FIG. 22 is a diagram showing a pavement structure of a full-scale pavement test body used in a test for quantitatively evaluating the pavement reinforcement effect of the large particle size reinforcing layer. The pavement test specimen was a pavement structure that is practically used as an asphalt pavement in urban areas. In FIG. 1-No. 4 has the following structure.
No. 1: Standard pavement structure 2: Structure in which a large particle size reinforcing layer 8 cm was formed using the old surface layer 3 cm + the old base layer upper 3 cm. 3: Structure in which the roadbed thickness is reduced by half compared to the standard pavement structure to reduce the bearing capacity. 4: No. A structure in which the structure of 3 is reinforced with 8 cm of a large particle size reinforcing layer FWD (Falling Weight Deflect meter) test is performed on each of these pavement specimens, and the displacement generated on the pavement surface of each pavement specimen is measured, The pavement reinforcement effect was compared. As the design conditions for the pavement test specimen, the traffic load was a 5t wheel load, the design traffic volume was about 100 to 250 daily traffic volumes, and the roadbed bearing capacity was roadbed CBR = 8. The contents of the quality test of the created pavement specimen are shown in FIG.

  The pavement reinforcement effect of the pavement specimen can be evaluated by the number of fatigue fracture wheels of the pavement specimen (also referred to as the number of fatigue fractures or the allowable number of traveling wheels). The number of fatigue failure wheels of the pavement specimen is the number of times required for a pavement to crack when a constant load is repeatedly applied to the pavement surface. As shown in FIG. 24, the number of fatigue fracture wheels is determined by the tensile strain value on the lower surface of the asphalt mixture and the compressive strain value on the upper surface of the road bed that are generated when a 5t wheel load is loaded on the pavement test body. And calculated. The upper left figure of FIG. 24 shows a pavement structure of a conventional pavement, and the upper right figure shows a pavement structure of a pavement including a large particle size reinforcing layer. The formula of FIG. 24 is a formula for calculating the number of fatigue fracture wheels, which was formulated by the National Asphalt Pavement Association (NAPA).

FIG. 25 shows the result of the quality test of the pavement specimen, and FIG. 26 shows the surface displacement amount immediately below the weight drop (D ₀ ) by the FWD test. The amount of displacement indicates the deflection when the plate is bent downward by the weight dropped on the asphalt pavement plate, and the value becomes smaller as the pavement support force increases. As shown in FIG. The displacement amount of the pavement test body No. 2 was smaller than the displacement amounts of the other pavement test bodies at all measurement points. In addition, from FIG. 26, the following can be said.
(1) No. 1 and No. The difference in pavement structure between No. The structure of No. 2 is That is, a part of the base layer portion of the structure 1 is replaced with a large particle size reinforcing layer. No. No. 2 displacement No. Since the displacement is smaller than the displacement amount of 1, the pavement supporting force is improved by the large particle size reinforcing layer when the supporting force of the road bed and the roadbed is the same.
(2) No. 3 and no. 4 is No. 4 respectively. 1 and no. It is a pavement structure in which the roadbed thickness of 2 is halved. These pavement specimens were set for the purpose of changing the bearing capacity of the pavement deeper than the roadbed on the same roadbed top surface. As in the case of (1) above, it can be seen that the displacement amount is reduced by the installation of the large particle size reinforcing layer, and the pavement supporting force is improved.
(3) When the change in the bearing capacity due to the decrease in the roadbed thickness is evaluated by the equivalent thickness obtained by the Ta design method, the bearing capacity characteristic is reduced by about 20% when the roadbed thickness is reduced by 10 cm.

FIG. 27 is a diagram showing the elastic modulus of an asphalt mixture measured using a test specimen made of a material used when constructing a pavement specimen. The elastic modulus of the asphalt mixture was measured in accordance with “Resilient Modulus Test Method for Asphalt Mixture” (pavement test method handbook). The test temperature was 25 ° C. This elastic modulus was used as an input value for calculating the number of fatigue fractures of asphalt pavement described later. In addition, the elastic modulus of a general asphalt mixture is indicated as 600 to 12,000 (MPa) according to the “Pavement Design and Construction Guidelines (Japan Road Association)”.
As shown in FIG. 27, the elastic modulus of the coarse particle size asphalt mixture and the large particle size asphalt mixture was larger than that of the dense particle size asphalt mixture. This is considered to indicate that the elastic modulus of the asphalt mixture increases as the aggregate volume ratio increases.

FIG. 28 shows the tensile strain generated on the lower surface of each asphalt mixture layer of the pavement specimen and the compressive strain generated on the upper surface of the road bed, which were calculated by performing a multilayer elastic theory analysis. As the input value to the calculation program, the elastic modulus of the asphalt mixture (see FIG. 27) and the layer thickness of each pavement specimen measured by the resilient modulus test were used.
From the upper diagram of FIG. 28, the following can be said.
(1) A large tensile strain generated on the lower surface of the asphalt mixture layer indicates that the asphalt mixture layer is likely to be cracked. No. 1 and No. 2 is compared, no. No. 2 has a tensile strain reduced to about 1/2 by the installation of a large particle size reinforcing layer. It can be seen from 1 that the crack fracture is less likely to occur.
(2) No. 2 and No. In the comparison of No. 4, no. No. 4 is No.4. Despite the fact that the roadbed thickness is halved with respect to the roadbed thickness 20 cm of No. 2, the magnitude of the tensile strain is No.2. 2 was almost the same. From this, even when the bearing capacity deeper than the roadbed is slightly reduced (estimated to be about 20% reduction), the load distribution effect can be obtained by installing the large particle size reinforcing layer, and the resistance to cracking fracture of asphalt mixture Can be seen to improve.

Further, from the lower diagram of FIG. 28, the following can be said.
(1) A large compressive strain on the upper surface of the roadbed indicates that the pavement is likely to be deformed by compression (rubbing) due to the loading of the wheel load. No. 1 and No. From the comparison of No. In No. 2, the pavement structure became heavy due to the installation of the large particle size reinforcing layer, and as a result, the amount of compression of the entire pavement decreased.
(2) No. 1 and No. 4, the thickness of the entire pavement layer is No. 1 is slightly thicker. No. 4 is a structure in which a roadbed thickness is as small as 10 cm, but a large particle size reinforcing layer is provided. The magnitude of the compressive strain on the upper surface of the roadbed is No. No. 4 is No. Although it is slightly smaller than 1, the effect of suppressing compression deformation by the large particle size reinforcing layer is seen.

FIG. 29 shows the relationship between the planned traffic volume and the number of fatigue failure wheels shown in the pavement design and construction guidelines, and the values of tensile strain and compression strain shown in FIG. 28 are input to the calculation formula shown in FIG. It is a figure which shows the fatigue fracture number of each obtained pavement test body. Note that the number of fatigue fracture wheels in FIG. 29 is the smaller number of N _fa and N _fb shown in FIG.
The following can be understood from FIG.
(1) No. provided with a large particle size reinforcing layer. No. 2 fatigue fracture wheels (about 950,000 times) This result shows that the installation of the large particle size reinforcing layer leads to the improvement of the durability of the pavement. As a result, no. 2 is equal to the pavement structure where the planned traffic volume classification is one rank higher.
(2) No. No. 3 had a fatigue fracture number of about 50,000, while No. 3 4 was about 250,000 times, showing an increase of about 5 times. From this result, even when the roadbed thickness was reduced and the pavement supporting force was somewhat reduced, the effect of improving the durability by installing a large particle size reinforcing layer could be confirmed.

This is an influence model for heavy traffic on asphalt pavement. It is sectional drawing of a general asphalt pavement. It is a particle size distribution of the aggregate of asphalt mixture. It is a relationship diagram of the temperature and viscosity of asphalt. These are the remix method (1) and the repebrate method (2) of the heating type on-road surface layer regeneration method. It is the continuous repaving model on the road of a paved road by formation of the large grain size reinforcement layer for reinforcement to an asphalt mixture layer according to the present invention. 1 is a process diagram of a method for continuously re-paving an asphalt mixture layer of a paved road on a road according to an embodiment of the present invention. FIG. 1 is a schematic diagram of a self-propelled vehicle system for continuously re-paving an asphalt mixture layer on a paved road according to an embodiment of the present invention. FIG. It is the schematic of the heating apparatus main body 100 of the preheater vehicle (A) which comprises the self-propelled vehicle system by embodiment of this invention. It is the schematic of the apparatus main body 300 in which the entrance of the 1st new material was formed in the mirror vehicle (B) which comprises the self-propelled vehicle system by embodiment of this invention. It is the schematic of the apparatus main body 300 in which the carrying-in apparatus of the 2nd new material was formed in the mirror vehicle (B) which comprises the self-propelled vehicle system by embodiment of this invention. It is the schematic of the apparatus main body 300 which consists of other 2 connection vehicles of the mirror vehicle (B) which comprises the self-propelled vehicle system by embodiment of this invention. It is the schematic of the heating apparatus main body 500 of the mixer vehicle (C) which comprises the self-propelled vehicle system by embodiment of this invention. Result of particle size distribution analysis and particle size distribution of aggregate in which “No. 4 quarry” new material is mixed in asphalt mixture for surface layer (thickness 4 cm) and part of base layer (thickness 2 cm) in a ratio of 7 to 3. FIG. It is a pavement structure of a standard pavement model and a multilayer fault analysis result. It is a pavement structure in which the surface layer of the pavement structure of the standard pavement model is regenerated with a new asphalt mixture having almost the same aggregate particle size distribution and multi-layer fault analysis results. It is the pavement structure which re-paved the asphalt mixture layer of the depth of 10 cm exceeding the interface of the surface layer of the pavement structure of a standard pavement model, and a base layer by the method of this invention, and a multilayer fault analysis result. It is a schematic diagram of a comparative pavement structure. It is a work procedure figure of the preparation method of a pavement model. It is a test outline figure of a compressive strain and tensile strain by a trisection fulcrum load using a testing machine prescribed for a concrete bending test. It is an actual measurement value by a comparative test based on a multilayer fault analysis on a pavement structure of a two-layer model of a conventional method and a three-layer model including a large particle size reinforcing layer. It is a figure which shows the pavement structure of a full-scale pavement test body used for the test for quantitatively evaluating the pavement reinforcement effect by a large particle size reinforcement layer. It is a figure which shows the content of the quality test of a pavement test body. It is a figure which shows the calculation formula for calculating the position of a tensile strain and a compressive strain, and calculating the number of fatigue fracture wheels when calculating the number of fatigue fracture wheels of a pavement specimen. It is a figure which shows the result of the quality test of a pavement test body. It is a figure which shows the displacement amount of the pavement surface of the pavement test body by a FWD test. It is a figure which shows the elastic modulus of the asphalt mixture measured using the test body created with the material used when constructing the pavement test body. It is a figure which shows the value of the tensile strain and compressive strain of a pavement test body. Each relationship obtained by inputting the relationship between the planned traffic volume and the number of fatigue failure wheels shown in the pavement design and construction guidelines and the values of tensile strain and compression strain shown in FIG. 28 into the calculation formula shown in FIG. It is a figure which shows the fatigue fracture number of a pavement test body.

Claims (17)

A self-propelled vehicle system for continuously re-paving an asphalt mixture layer on a paved road on the road,
(A) heating the surface of the asphalt mixture layer to infiltrate heat to a depth exceeding a boundary surface between a base layer and a surface layer of the asphalt mixture layer or a depth of the asphalt mixture layer corresponding to the depth; Softening, heat softening process,
(B) a cracking step of crushing to a depth exceeding the boundary surface of the heated and softened asphalt mixture layer or to a depth of the asphalt mixture layer corresponding to the depth to obtain an old asphalt mixture;
(C) The old asphalt mixture that has been cracked includes a large particle size aggregate, an asphalt-coated aggregate, or a large particle size aggregate that has been stored in a storage device in advance at a temperature that does not aggregate. Adding a first new material of any of the asphalt mixture of particle size distribution;
(D) a mixing step of mixing the old asphalt mixture to which the first new material has been added into a reinforced asphalt mixture;
(E) The reinforcing asphalt mixture is spread on the remaining layer of the asphalt mixture layer left scraped in the cracking step, and a large particle size reinforcing layer having an elastic modulus larger than the elastic modulus of the remaining layer is formed. A large particle size reinforcing layer forming step;
(F) A second addition step of adding a second new material of an asphalt mixture for a new surface layer, which is stored in a storage device in advance at a temperature at which no aggregation is performed, on the large particle size reinforcing layer to be formed When,
(G) New surface layer forming step linked with the large particle size reinforcing layer forming step, spreading the second new material and forming a new surface layer;
(H) a compacting step of compacting the large particle size reinforcing layer and the new surface layer formed on the remaining layer together in a heat storage state;
A method comprising the steps of:   Prior to the cracking step, the first new material and the second new material that are carried from outside the self-propelled vehicle system at different timings are carried into the respective storage devices in accordance with the different timings. The method according to claim 1, further comprising a loading step.   The first new material is an aggregate or an asphalt-coated aggregate having a larger particle size than the maximum particle size aggregate included in the asphalt mixture layer, or the maximum particle size aggregate included in the asphalt mixture layer. 3. A method according to claim 1 or 2, characterized in that it is any particle size distribution asphalt mixture comprising larger particle size aggregates.   The reinforced asphalt mixture to which the first new material is added includes, as a whole, approximately 5% to 35% of aggregate having a particle size larger than the maximum particle size aggregate included in the asphalt mixture layer. The method according to claim 1, wherein the method is performed.   The mixing step further includes a regenerant addition step of adding an asphalt regenerator when mixing the old asphalt mixture to which the first new material has been added. The method of crab.   6. The asphalt mixture according to claim 1, wherein the second new material is an asphalt mixture including an aggregate having a particle size distribution substantially similar to a particle size distribution of the aggregate included in the asphalt mixture layer. The method described.   The large particle size reinforcing layer forming step further includes an interlayer adhesion step in which an asphalt emulsion or a material that improves waterproofness and adhesiveness is dispersed on the remaining layer, and the remaining layer and the large particle size reinforcing layer are bonded. 7. A method according to any one of claims 1 to 6, comprising: A self-propelled vehicle system for continuously re-paving an asphalt mixture layer of a paved road on the road,
Heating the surface of the asphalt mixture layer of the paved road, allowing heat to penetrate to a depth beyond the boundary surface between the base layer and the surface layer of the asphalt mixture layer or to a depth of the asphalt mixture layer corresponding to the depth; Softening, heating means,
A preheater vehicle (A) including:
A first tank that pre-stores a first new material, either a large particle size aggregate or asphalt-coated aggregate, or a particle size distribution asphalt mixture containing large particle size aggregates at a temperature that does not aggregate. When,
Crushing means for crushing to a depth beyond the boundary surface of the heated and softened asphalt mixture layer or to a depth of the asphalt mixture layer corresponding to the depth, to obtain an old asphalt mixture;
A mirror vehicle (B) including a first addition means for adding the first new material to the old asphalt mixture, which is discharged from the first tank and stored in advance at a temperature at which the agglomeration is not performed;
A second tank that pre-stores a second new material of the asphalt mixture for the new surface layer at a temperature that does not aggregate;
A mixing means for receiving and mixing the old asphalt mixture to which the first new material has been added, into a reinforced asphalt mixture;
The reinforcing asphalt mixture is spread on the remaining layer of the asphalt mixture layer scraped off by the scraping means to form a large particle size reinforcing layer having an elastic modulus larger than that of the remaining layer. 1 screed,
A second addition means for adding the second new material, which is discharged from the second tank and stored in advance at a temperature at which no agglomeration occurs, on the large particle size reinforcing layer to be formed;
A mixer vehicle (C) including a second screed linked to the first screed to spread and level the added second new material to form a new surface layer;
A self-propelled vehicle system comprising:   Further included is a rolling means (D) for compacting the large particle size reinforcing layer formed on the remaining layer and the new surface layer formed on the large particle size reinforcing layer together in a heat storage state. The self-propelled vehicle system according to claim 8.   The mirror vehicle (B) has one relay receiving / discharging device for receiving and discharging the first new material and the second new material carried at different timings from outside the self-propelled vehicle system, and the relay receiving At least two continuous devices having a switching device for carrying the first new material and the second new material discharged from the discharge device into the first tank and the second tank at different timings. A new material carry-in device including a conveyance path, and when the first new material is carried into the first tank from the relay receiving / discharging device, the switching device is configured to be connected to two continuous new material carry-in devices. The conveyance path is cut off, a carry-in port is formed, the first new material is carried into the first tank from the formed carry-in port, and the second new material is carried into the second tank from the relay receiving / discharging device. When The switching device closes the carry-in port formed in the new material carry-in device, forms the single conveyance path by connecting the two conveyance paths, and passes through the single conveyance path from the relay receiving / discharging device. The self-propelled vehicle system according to claim 8, wherein the second new material is carried into the second tank.   The first new material is an aggregate or an asphalt-coated aggregate having a larger particle size than the maximum particle size aggregate included in the asphalt mixture layer, or the maximum particle size aggregate included in the asphalt mixture layer. 11. The self-propelled vehicle system according to any one of claims 8 to 10, wherein the self-propelled vehicle system is any one of a particle size distribution asphalt mixture including a larger particle size aggregate.   The reinforced asphalt mixture to which the first new material is added includes, as a whole, approximately 5% to 35% of aggregate having a particle size larger than the maximum particle size aggregate included in the asphalt mixture layer. The self-propelled vehicle system according to any one of claims 8 to 11, wherein   The second new material is an asphalt mixture including an aggregate having a particle size distribution substantially the same as a particle size distribution of the aggregate included in the asphalt mixture layer. The self-propelled vehicle system according to any one of the above.   9. The mixer vehicle (C) further includes a regenerant addition means for adding an asphalt regenerator when adding the first new material to the cracked old asphalt mixture. The self-propelled vehicle system according to any one of 1 to 13.   The mixer vehicle (C) further includes a third tank for preliminarily storing an asphalt emulsion for adhering the remaining layer and the large particle size reinforcing layer or a material for improving waterproofness and adhesiveness. Item 15. The self-propelled vehicle system according to any one of Items 8 to 14.   The mixer vehicle (C) further includes a first storage space for adjusting a supply amount of the reinforcing asphalt mixture onto the remaining layer between the mixing means and the first screed. The self-propelled vehicle system according to any one of claims 8 to 15.   The mixer vehicle (C) further includes a second storage space for adjusting a supply amount of the second new material onto the large particle size reinforcing layer between the first screed and the second screed. The self-propelled vehicle system according to any one of claims 8 to 16, wherein:

Images