RU2719840C1 - Method for increasing road pavement surface wear resistance - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: invention relates to the field of road construction, namely to methods for increasing wear resistance of the roadway surface layer, and can be used in construction and repair of motor roads. Method for increasing wear resistance of surface layer of roadbed includes mechanical action on road surface. Mechanical action is performed by rolling of regular relief on surface of roadbed with projecting parts and grooves, then slots are filled with binding substances to depth of not less than 1/3–2/3 of slot depth, wherein pattern of regular relief is made so that water flow from road surface is provided.

EFFECT: increasing wear resistance of surface layer of roadway with simultaneous improvement of aesthetic and functional properties.

15 cl, 1 tbl, 4 dwg

Description

The invention relates to the field of road construction, and in particular to methods of increasing the wear resistance of the top layer of the road surface and can be used in the construction and repair of roads.

During the operation of roads and city streets with asphalt concrete pavement, macro and micro level defects inevitably appear on it, arising both under the influence of vehicle traffic and under the influence of natural and climatic factors. The appearance of defects is also influenced by the quality indicators of the raw materials used, the presence of studded tires and the technology of the pavement device.

At the same time, all types of deformations and destruction of the roadway to one extent or another are associated with the manifestation of various kinds of effects, each of which has its own physical nature and the mechanism of action on the layers of pavement.

For example, one of the reasons for the wear of the surface layer is the weakening of the surface strength when it is wetted, the so-called “Rebinder effect”. This effect is especially noticeable when various reagents are applied to the road surface in the autumn-winter period to combat icing. In this case, the speed of rutting and cracking of the road surface increases sharply.

There are many technical solutions aimed at increasing the wear resistance of the surface layer of the road surface.

For example, it is known to create a protective thin layer of pavement by watering, sprinkling the composition, with the formation of the so-called thin layer of wear (RF patent No. 2674672, RF patent No. 2575379). Such coatings require a separate application operation and lead to higher cost of road construction works.

RF patent No. 2541959 describes a method for increasing the wear resistance of the upper layers of road pavements of roads by creating profiles of asphalt concrete road along each line of the main movement of the vehicle wheels in the form of trapezoidal protrusions with a height above the main canvas of up to 5 mm m with an angle of inclination of the lateral lines of the trapezoid to its base is less than 20 ° with a width of the upper line of the trapezoid, which is three average widths of a passenger car tire.

The disadvantage of this technical solution is the proposed presence in the mass of asphalt concrete of extremely expensive components - aegirine oxide ceramics up to 25% of the total mass and cemented carbide up to 25% of the total mass, and hardening is mainly attributed to cemented carbide, which significantly increases the cost of road pavement, and the structure ( from the description), protruding by 5 mm can be a stress concentrator and provoke crack formation.

The “METHOD FOR INCREASING THE WEAR RESISTANCE OF THE SURFACE LAYER OF ASPHALT-CONCRETE ROAD CANVAS” according to the patent of the Russian Federation 2694639 is known. This patent proposes annually as a type of energy impact on the surface layer of the road surface, in order to detect microcracks on it, choose a mechanical effect by breaking integrity, i.e. opening its surface, for example, by treating with metal brushes in the micro-cutting mode, is similar to needle-milling, and filling the identified microcracks with a sealing compound. The surface of the prepared layer is wetted in a known manner with a solution of petroleum bitumen on kerosene in predetermined parts by volume, and then the surface layer of the roadway is sharpened with solid particles in the form of abrasive grains of a mineral substance, for example, quartz and granite. Garging is carried out by their predetermined location on the surface and pulse heating of abrasive grains in a known manner to a temperature not lower than the melting temperature of bitumen when they are introduced into the surface layer of the roadway in a known manner, for example, road rollers.

This technical solution, as the closest in the set of essential features to the proposed, is taken as a prototype.

The disadvantages of the prototype are:

- the need for annual and even more frequent application of this method to ensure the necessary wear resistance of the road surface and ensure traction with the wheel,

- the complexity of cleaning the surface from defects with metal brushes and other methods, especially since defects that occur during operation can have a different shape, depth and nature of occurrence,

- sharpening the surface with grains with heating and introducing them into the bitumen binder layer can have side effects, since the bitumen binder is not always able to completely fix the sprinkle, and part of the sprinkle will have to be removed, which will lead to surface defects later or immediately after application.

The technical problem that currently exists is the lack of simple and reliable ways to ensure increased wear resistance of road surfaces, in connection with which there is a widespread accelerated formation of defects on the top layer of the road surface. To solve this technical problem, it is proposed to create a regular relief on the surface of the roadway, due to which moisture is quickly removed from the surface, flowing down the recesses, and the propagation of emerging cracks stops. Thus, it is possible to significantly increase the operational characteristics of the road surface, such as resistance to plastic deformation, resistance to low temperature cracking, resistance to abrasion and low temperature cracking. And, as a result, increase the wear resistance of the upper layer of the roadway.

The technical result is to increase the wear resistance of the upper layer of the road surface.

The technical result is achieved due to the fact that in the method of increasing the wear resistance of the top layer of the pavement, including the mechanical effect on the road surface, it is proposed to use regular rolling on the surface of the road surface as mechanical impact. In this case, protruding parts and grooves appear, which should then be filled with a binder and filler to a depth of at least 1 / 3-2 / 3 from the depth of the grooves, while drawing a regular relief to ensure that water flows from the surface of the roadway.

Additional differences are:

- the relief is applied using a roller with a drawing-punch applied to its drum;

- the relief is applied with the help of a roller with a mesh with a punch pattern placed on its drum;

- the relief is applied using two rollers or a road car with two rollers in series;

- the relief is applied using a grid that is laid on the road surface in front of the roller during the rolling of the roadway, and then removed;

- the relief is applied using rolls;

- as a binder use the coating "Carbon-polymer", or a bitumen-polymer emulsion EBK-1, or an epoxy composition, or bitumen-epoxy mastic, or their analogue;

- the binder in the grooves has various colors, making up a contrasting pattern on the surface, or acting as a paint containing, for example, phosphors and acting as a road marking;

- the binder in the grooves contains reflective microspheres;

- the binder in the grooves is applied with a squeegee (squeegee) by rubbing into the grooves (cavity), followed by shrinkage after drying;

- the binder in the grooves is applied by extrusion or melting;

- a water repellent is applied to the grooves on top of the binder;

- the relief pattern is made in the form of rhombuses or transverse lines, or in the form of masonry, or other regular pattern;

- grooves are 3-12 mm in width and depth;

- the total area of the grooves is 5-30% of the area of the upper layer of the road surface.

The invention is illustrated by the following figures.

In FIG. 1 shows possible variations of the relief pattern applied to the road surface. In FIG. 2 shows a structured sample prepared for pouring. In FIG. 3 shows a sample prior to testing on the Small Wheel; FIG. 4 - after testing.

It is known that “The formation of a regular relief is carried out using the complicated kinematics of the material distribution process, additional technological methods and equipment (milling of the coating, etc.). The formation of a regular relief creates the prerequisites for controlling the actual contact area, adhesion coefficient, and water disposal conditions. The relief surface provides increased wear resistance and enhanced functionality of consumer properties of the road. Different types of irregularities — traditional perpendicular, oblique, oblique, crossing and parallel runways — can increase wear resistance by 1.5–2 times ”(FEDERAL ROAD AGENCY OF THE MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION Federal State Unitary Enterprise“ Information Center for Roads ROADS ”ROADS BRIDGES DEVICE OF Rough surface layers on the coatings of motor roads and bridge structures (review (issue 3-2005).

These recommendations suggest a course of action for hardening the top layer of the road surface, methods and devices are not specified to technical solutions (inventions), and the proposed (milling of the surface, etc.) roads do not bring the solution to a qualitative result.

The well-known "Methodology for substantiating the parameters of rollers of a road roller with isotropic force impact on the asphalt mixture" (the dissertation of the candidate of technical sciences: 05.05.04 / Boytsov Andrey Vladimirovich; [Place of protection: Federal State Budgetary Educational Establishment of Higher Education St. Petersburg State University of Architecture and Civil Engineering], 2017. - 142 c.), which justifies the need for the creation of new working bodies of road rollers with power impact, capable of providing, as a result of compaction, an isotropic road surface that can increase the service life of road on the web. In the dissertation, a roll design is proposed, which: “Thanks to the combination of variable hardness of the roll elastomeric layer, the required surface roughness of the asphalt concrete coating is obtained and at the same time the required degree of isotropy of its properties in the longitudinal and transverse directions. Keeping the grains of the mixture unbroken and a high degree of compaction of asphalt concrete significantly increase the durability of the coating. The advantages of such a roller are manifested when compacting asphalt mixtures is particularly prone to rutting due to its particle size distribution, or subjected to high loads during operation. The use of an elastomeric layer in the construction of the roller will also lead to an increase in the surface roughness of the road surfaces, which improves their adhesion properties to car tires. ”

The dissertation indicates the extreme importance of solving the problem of isotropy of the road surface, but the proposed solution does not reveal the surface structure, the proposed skating rink (rollers) is not specified, is not tested on available materials, and also will not last a week (high temperature of the laid asphalt). However, this dissertation theoretically proves that the application of a relief pattern on the surface of the roadway leads to its hardening and increase its wear resistance.

The proposed method is as follows:

1. On the freshly rolled surface of the roadway, while it has not yet cooled, a relief pattern is applied;

2. After creating a relief on the surface of the road surface, fill in the grooves with a binder and a filler using a squeegee (squeegee).

The relief pattern is applied, for example, with a roller with rollers, or a roller with a pattern applied to it, or a road roller consisting of two rollers, the first of which has a right notch in the form of a round thread with a pitch, and the second has a left notch in the form of a round threads with a step, and the notch can be a steel round cable or wire corresponding to the depth of the extruded groove and the step corresponding to the step of the pattern, in this case a pattern is printed on the surface of the road surface with a single pass of such a roller in the form of a rhombus.

The closest to the proposed figure and the punch for its application on the road surface is a sheet of corrugated rhombus, the characteristics of which are given below.

A corrugated rhombus sheet is a type of flat metal, in the production of which hot rolling methods are used. A certain convex ornament, the so-called riffles, is applied to one of the sides. The most common corrugated sheet steel is GOST 8568-77. This standard clearly regulates all parameters. The sheet corrugated rhombus has a strict rhomboid ornament. According to GOST: “a corrugated metal sheet differs in the thickness of steel (from 2.5 to 12 mm), width (from 0.6 to 2.2 meters), length (from 1.4 to 8 meters), height of corrugations equal to 0, 2 sheet thicknesses (component from 2.5 mm to 12 mm), a small diagonal of a rhombus equal to 27.5 mm, a larger diagonal of a rhombus equal to 65 mm. The width of the base of the riffles B, -5.0 mm, the angle at the top of the riffles F, 28 + -0.2 degrees. "

Aesthetically and functionally, it corresponds to the task, and the size of the rhombus in the same proportion (or close to it) can be increased to two or more.

Such a sheet (or net with such a pattern) can be stacked in front of the roller during rolling of the roadway, and then removed, it is possible to apply such a pattern to the roller, including a removable one.

For other purposes, as well as where there is no heavy traffic (bicycle paths, pedestrian paths), an arbitrary punch pattern (mesh, brick, etc.) can be used.

Since the pattern forming a regular relief involves the removal of water from the surface of the road surface, it is also possible to apply a water repellent agent (preferably organosilicon nature) to the surface of the grooves (pattern). In this case, the fillers that make up the pavement will be hydrophobized in the grooves, which will lead to their increased water resistance. When testing the filling of grooves with a hydrophobizing agent, the greatest positive effect (water resistance) was manifested in the composition of the coating with granite, the least waterproof filler. The frost resistance of the coating has increased. In this case, a positive effect is also achieved by saving the water repellent, since it is not applied to the entire coating, but only to the grooves.

An example of a specific embodiment of a punch is a drum with a protruding regular structure (for example, a cable) deposited on its surface with a pitch of 30-150 mm, similar to a right or left thread. This is a spiral formed on a cylindrical surface of the roller along a helical line with a constant pitch.

Imagine a skating rink with two drums on which such structures are applied. When moving forward (in the direction of the road), the roller should have a first drum with a left structure (as with a left thread), and a second drum with a right structure (for example: an attached cable or wire with a diameter of 5-10 mm). When passing over a pavement previously rolled with a flat roller (without a picture), a diamond pattern with grooves will appear on the pavement with grooves preferably of better quality (better rolled) in the direction of movement towards the curb. The right notch - knurling - the punch creates strips directed to the right along the road, and the left - to the left along the road.

Such an example does not deny the punches in the form of a grid (which are more difficult to clean from the remains of the binder), but may be preferable, because allows you to use traditional squeegees, water and other methods used to clean the rollers of the rollers.

One of the ways to apply relief to the surface of the road surface can be to lay out a mesh with the corresponding pattern and thickness of wires (rods) in front of the road roller, then roll the mesh and clean it.

Another way is to use rolls of two diameters smaller — wider in thickness, and larger (for example, 3 mm), but thin (for example, 2-4 mm), protruding and creating lines when rolling.

Preliminary plasticization of the surface for subsequent application of a relief pattern is possible. Typically, heaters are used to soften the asphalt. The heater may be a radiation (e.g., infrared) heater that uses hot air, a convection heater, a microwave heater, a flame heater, etc.

As the material with which the grooves are filled, for example, certified carbon-polymer coating manufactured by Arsenal Scientific-Production Association Russia 192007 St. Petersburg, Petersburg Highway 210, which showed good adhesion to asphalt concrete, can be used, used incl. for filling cracks, indentations. The color is mostly black, but can vary to white. This coating was tested in the city on a highway with heavy traffic, weathering winter. The main method of applying it is a spill followed by rubbing with a squeegee (squeegee), which is extremely convenient for introduction into a structured relief surface.

The bitumen-polymer emulsion EBPK-1 according to GOST R 52128-2003, which is a low-viscosity liquid in the temperature range from 5 to 95 ° C (can freeze at 0 ° C and boil at 100 ° C, can also be used as a binder to fill the relief) as it contains more than 30% of water in its composition). Being poured onto the surface, it decomposes into water, which flows and evaporates from the surface, and a polymer-bitumen binder, which remains on the surface in the form of a film. The properties are identical, for example, PBV-60 according to GOST R 52056-2003. It is possible to sprinkle various fractions with mineral material until the end of the emulsion decay to roughen and other special surface properties. It is possible to use a squeegee (squeegee) to remove the spilled emulsion from the protruding parts of the surface, leaving the previously applied seams, grooves, and recesses filled.

These emulsions were used to simulate application to the road according to the proposed technical solution. They showed positive results.

If the microspheres are in the recesses of structured asphalt (as part of the relief pattern), the microspheres will be protected, because will be in the recesses, while maintaining the properties of light reflection.

The depth of extrusion of the relief pattern is from 3 to 12 mm, preferably up to 6 mm. At the end of the structuring, mastic and paint can be inserted into the grooves (in the printed pattern), for example, for marking the roadway or for decorative purposes, as well as to create a durable mesh, holding the surface from cracking, and one of the methods of application can be rubbing the paint, mastic into the grooves in addition to the cementitious filler if there is a small amount of paint, or instead of it.

The introduction into the grooves of the relief of a high-strength rubber-like coating of various colors can be considered as an alternative to applying thin layers of wear to the road surface.

Structuring, drawing (profiling) the surface of asphalt concrete pavement is an important way to increase the adhesion of tires to the pavement. It also reduces the phenomenon of aquaplaning - extremely dangerous on the road.

When applying the proposed technical solution, it is possible to achieve significant hardening of the surface of the road surface, increase wear resistance, prevent peeling off the markings with snow blowers, reduce slippage and allow water to pass in the grooves. The latter allows you to deal with the manifestations of the "Rebinder effect" - weakening of the surface upon contact of a solid with a liquid medium, in the presence of tensile stresses, and hence with the occurrence of defects. It is also possible to achieve savings of more expensive high-strength binder and filler due to the small surface area of the grooves into which it is introduced, compared with the main surface of the road surface.

Samples of type B asphalt mix grade 1 according to GOST 9128-2009 grade 1, manufactured with a knurled seal, were tested on the device: ROLLER COMPACTOR)) of the COOPER TECNOLODGY company, which was verified, in an accredited laboratory of ABZ-1 OJSC. The dimensions of the samples are 300 × 300 × 60 mm. The pattern for structuring was used in the form of a lattice with a diamond step of 60 mm, and a grid thickness (diameter) of 7 mm. The tests were carried out on a WHELL TRACER “small wheel” device in an accredited testing laboratory of ABZ-1 OJSC ”, according to EN 12697-22 during the day with determination of the indicator“ Average gauge depth after 20,000 wheel passes on one track at 60 degrees C ”. All samples were made with the filling of the knurled pattern to a depth of 2 to 5 mm.

As a result, the samples withstood the tests without being destroyed during the day according to the test plan for the specified device. At the end of the test on the Small Wheel, samples were cut with a diameter of 100 mm, followed by their testing on an abrasion device with steel balls. Samples after PRALL abrasion test (Finnish production unit is used to assess the resistance of an asphalt pavement to abrasion by studded tires according to EN 12697-16 "Abrason by studed tires", method A. Principle of operation: an asphalt sample placed in a vibrating stand chamber is processed steel balls with constant irrigation with water cooled to 5 ° C. Abrasion resistance is estimated by reducing the volume of the sample.). Samples were tested, the results are positive.

The test results are shown in table No. 1.

Table No. 1 shows the materials of the fillers for the binder m \ sh - microspheres manufactured by SCM JSC Sosnovy Bor Len. region, carb. flint. - silicon carbide green 50-100 microns abrasive; emulsion EBPK-1-binder manufactured by JSC “ABZ-1" in St. Petersburg, binder - labeled Z-supplied by NPO Arsenal St. Petersburg. In samples No. 8, 9, an epoxy-bitumen binder was used for the structure.

For the formation of samples, a hot fine-grained, dense asphalt mixture of type B grade 1 was prepared on granite with a maximum fraction of 5-10 mm and bitumen BND 70 \ 100.

Claims (15)

1. A method of increasing the wear resistance of the surface layer of the roadway, including mechanical impact on the roadway, characterized in that as a mechanical effect, knurling regular relief on the surface of the roadway having protruding parts and grooves, then fill the grooves with a binder to a depth of at least 1 / 3-2 / 3 from the depth of the grooves, while the regular relief pattern is made in such a way as to ensure the flow of water from the surface of the roadway. 2. The method according to claim 1, characterized in that the relief is applied using a roller with a punch pattern applied to its drum. 3. The method according to claim 1, characterized in that the relief is applied using a roller with a mesh with a punch pattern on its drum. 4. The method according to claim 1, characterized in that the relief is applied using two rollers or a road machine with two rollers in series. 5. The method according to claim 1, characterized in that the relief is applied using a grid that is laid on the road surface in front of the roller in the process of rolling the roadway, and then removed. 6. The method according to claim 1, characterized in that the relief is applied using rolls. 7. The method according to claim 1, characterized in that the binder is a Carbon-polymer coating, or an EBPK-1 bitumen-polymer emulsion, or epoxy paint, or epoxy-bitumen mastic or analogues. 8. The method according to claim 1, characterized in that the binder in the grooves has various colors, making up a contrasting pattern on the surface, or playing the role of a paint containing, for example, phosphors and acting as a road marking. 9. The method according to claim 1, characterized in that the binder in the grooves contains reflective microspheres. 10. The method according to claim 1, characterized in that the binder in the grooves is applied with a doctor blade (squeegee) by rubbing into the grooves (cavity), followed by shrinkage after drying. 11. The method according to claim 1, characterized in that the binder in the grooves is applied by extrusion or melting. 12. The method according to claim 1, characterized in that in the grooves on top of the binder is applied waterproofing agent. 13. The method according to claim 1, characterized in that the relief pattern is made in the form of rhombs, or transverse lines, or in the form of brickwork, or other regular pattern. 14. The method according to claim 1, characterized in that the grooves are 3-12 mm in width and depth. 15. The method according to claim 1, characterized in that the total groove area is 5-30% of the area of the road surface.

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