RU2405081C1 - Method of repair of road surfacing - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: as rut is formed in areas of vehicle wheels movement, rigid stamp is used to press some road surfacing in area of rut towards ground base. Produced trench is filled with material having rigidity higher than rigidity of ground base. Then coating is restored. Rigid material may be represented by finished solid rabbet. The same rabbet may be used as rigid stamp.

EFFECT: removal of wheel tracking on roads with various surfaces.

4 cl, 5 dwg

Description

There is a method of repairing pavement, which consists in its rut reinforcement (see article: Fidlovsky NA, Hidden-gauge pavement on-farm roads. Magazine "Roads", 1986, No. 10, p. 18-19).

There is also a method of repairing pavement, which consists in its rut reinforcement by thickening the pavement in the zone of passage of the wheels of the vehicle using materials whose strength exceeds the strength of the working layer of the subgrade (see book: “Recommendations for the identification and elimination of ruts on non-rigid pavements ". An industry-specific road guidance document. Approved by Rosavtodor’s decree No. ОС-556-r dated June 24, 2002. Publishing house of the Ministry of Transport of the Russian Federation, state service of road facilities eggs (ROSAVTODOR), M., 2002, 179 p.).

A disadvantage of the known methods is their low efficiency, because their implementation is connected either with the need to use an extremely low-productivity and energy-intensive process - milling road pavement and the working layer of the subgrade lying under it to a great depth (making a full profile of the rut reinforcement) or with the possibility of only slightly thickening the passage area of the car wheels (within the formed track, which is not more than 5-7 cm), which practically insignificantly affects the strength of the pavement.

The objective of the invention is to increase the efficiency of the method of repairing pavement, which consists in creating a rut reinforcement.

The problem is solved in that when implementing the known method in the zone of passage of the wheels of the vehicle, a hard stamp is deepened into the structure of the pavement with the formation of a trench, after which the trench is filled with material whose strength exceeds the strength of the soil of the working layer of the subgrade. As a material, the strength of which exceeds the strength of the soil of the working layer of the subgrade, a strong tongue can be used, the shape of which corresponds to the shape of the trench formed by the stamp, and the same strong tongue can be used as a hard stamp, which after deepening is left in the trench formed by it. Before deepening a hard stamp from pavement, you can remove the layer of asphalt concrete, and work on deepening a stamp can be carried out in the period immediately following the thawing of the working layer of the subgrade.

The implementation of the proposed method of repairing the roadway is illustrated in figures 1-5.

Figure 1 shows a cross section of a two-lane road when installing a hard stamp on it in the area of the rut recess.

Figure 2 shows a cross section of the same road after deepening into it a hard stamp in the area of the rut recess.

Figure 3 shows a cross section of the same road after removing a hard stamp from it with the formation of a trench.

Figure 4 shows a cross section of the same road after filling the trench with material whose strength exceeds the strength of the working layer of the subgrade.

Figure 5 shows a cross section of the same road after restoration of asphalt concrete pavement.

The road structure (see Fig. 1) consists of an asphalt concrete pavement 1 lying on a gravel layer 2, under which there is a layer of sand 3. These structural elements (pavement 1, gravel layer 2 and sand layer 3) form pavement. Road pavement lies on the working layer of the subgrade 4. Road pavement and the working layer of the subgrade 4 form the road structure. The hard stamp 5 moves in the direction of the arrow 6. Prior to the repair in the asphalt concrete pavement 1, there are gauge recesses 7 formed during the operation of the pavement and, in particular, one of the reasons for the repair. Hard stamp 5 is installed in the area of one of the gauge recesses 7.

After deepening the hard stamp 5 (see Fig. 2), part of the asphalt concrete coating 8, part of the gravel layer 9 and part of the sand layer 10, shifted down towards the working layer of the subgrade, are below it.

After excavation of the hard stamp 5 (see Fig. 3), a trench 11 remains in the road structure.

A method of repairing pavement is as follows (see figure 1-5).

Hard stamp 5 is installed in the gauge zone 7 (see figure 1) and is pressed in the direction of arrow 6 to a predetermined depth (see figure 2). The working width of the stamp can vary between 0.6-1.2 of the width of the wheel of the calculated vehicle. The depth of its penetration into the road structure depends on the desired effect of hardening of the pavement and can actually be from 10 to 30 cm or more, and may also exceed the total (total) thickness of the asphalt concrete pavement 1, gravel layer 2 and sand layer 3. The length of the hard stamp ( in the direction perpendicular to the drawing) depends on the capacity of the device for its indentation and the desired performance of the process. The indentation can be carried out both by the shock method (by the type of clogging of construction piles), and by using vibration, for example, using a vibratory roller.

When a hard stamp 5 is pressed in, the layers of asphalt concrete, gravel and sand below it are shifted down and occupy the position indicated in pos. 8-10 in this example, respectively.

Next, the hard stamp 5 is removed in the direction of the arrow 6 (see FIG. 3), as a result, a trench 11 is formed in the pavement, the cross-sectional shape and length of which corresponds to the size and depth of the indentation of the hard stamp 5.

In the next stage of the implementation of the described method (see figure 4), the trench 11 is filled with material whose strength exceeds the strength of the soil of the working layer of the subgrade 4, in this example, gravel.

Another option for filling the trench 11 is to place a rigid tongue in it, the shape of which corresponds to the shape of the trench 11. This tongue can be made, for example, of concrete. In the sheet pile, recesses or holes can be formed in advance in its manufacture, allowing groundwater or rainwater to migrate in the roadway, similar to how this process occurs in gravel or sand.

The next, final stage of the implementation of the described method (see figure 5) is the restoration of the asphalt concrete pavement 1, which is carried out in the usual way for road construction and does not require explanation. This stage is more convenient to carry out after the entire section of the road of a certain length (all lanes) or at least one of the lanes has been repaired.

One of the options for using the described method of repairing pavement is the use of a finished tongue as a rigid stamp 5 made of sufficiently strong material (for example, strong concrete or reinforced concrete), which can allow the tongue to be pressed in and immediately left in the resulting trench 11. This option is the most applicable for the repair of roads with weak or severely damaged asphalt concrete pavement or for roads without asphalt concrete pavement, when large ones are not required to deepen hard stamp 5 effort.

In the case when the asphalt concrete pavement 1 has a significant thickness and strength, it is advisable to remove a certain layer of asphalt concrete in the area of the rut recess 7, or at least to warm the asphalt concrete in this zone before the deepening of the hard stamp 5.

In order to minimize costs and increase productivity, the implementation of the described method for repairing pavement is more convenient to carry out in the period immediately following thawing of the soil foundation of the road (mid-spring - early summer), when its rigidity is minimal.

A distinctive and positive feature of the described method of repairing pavement is the absence of such a low-productivity and energy-intensive operation as deep milling, which, in addition, entails the need for costs to remove material selected from the mill, which is not always recyclable and can be forever lost for useful use. In the described method, the already existing layers of pavement are not destroyed, but are shifted down and serve as an additional support, which allows, in general, to reduce time, labor and material costs for repairs while ensuring the same rutting effect that is achieved by known methods.

Thus, the proposed method for repairing pavement allows to reduce material costs for repairs and increase the productivity of the repair process, i.e. in general - to increase its effectiveness.

Claims (4)

1. The method of repair of pavement, which consists in its rut reinforcement by thickening the pavement in the zone of passage of the wheels of the vehicle using materials whose strength exceeds the strength of the soil of the working layer of the subgrade, characterized in that in the zone of passage of the wheels of the vehicle a hard stamp is made into pavement or pavement with a removed layer of asphalt concrete with the formation of a trench, filling with the last material, the strength of which exceeds the strength of the working soil its subgrade layer, and the subsequent restoration of the asphalt concrete pavement. 2. The method of repairing pavement according to claim 1, characterized in that as a material whose strength exceeds the strength of the soil of the working layer of the subgrade, a strong tongue is used, the shape of which corresponds to the shape of the trench formed by the stamp. 3. The method of repairing pavement according to claim 1, characterized in that a strong tongue is used as a hard stamp, which, after deepening, is left in the trench formed by it. 4. The method of repairing pavement according to claim 1, characterized in that the work to deepen the stamp is carried out in the period immediately after thawing the soil of the working layer of the road subgrade.

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