WO2020199781A1 - 一种组合式基层沥青路面铺装方法 - Google Patents

一种组合式基层沥青路面铺装方法 Download PDF

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WO2020199781A1
WO2020199781A1 PCT/CN2020/076096 CN2020076096W WO2020199781A1 WO 2020199781 A1 WO2020199781 A1 WO 2020199781A1 CN 2020076096 W CN2020076096 W CN 2020076096W WO 2020199781 A1 WO2020199781 A1 WO 2020199781A1
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asphalt
pass rate
standard sieve
layer
rate range
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PCT/CN2020/076096
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English (en)
French (fr)
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曾国东
韦金城
郭立成
王林
周敏
闫翔鹏
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佛山市交通科技有限公司
山东省交通科学研究院
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Priority claimed from CN201920461363.3U external-priority patent/CN210151500U/zh
Priority claimed from CN201910271376.9A external-priority patent/CN109944124B/zh
Application filed by 佛山市交通科技有限公司, 山东省交通科学研究院 filed Critical 佛山市交通科技有限公司
Publication of WO2020199781A1 publication Critical patent/WO2020199781A1/zh

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    • C—CHEMISTRY; METALLURGY
    • C04—CEMENTS; CONCRETE; ARTIFICIAL STONE; CERAMICS; REFRACTORIES
    • C04B—LIME, MAGNESIA; SLAG; CEMENTS; COMPOSITIONS THEREOF, e.g. MORTARS, CONCRETE OR LIKE BUILDING MATERIALS; ARTIFICIAL STONE; CERAMICS; REFRACTORIES; TREATMENT OF NATURAL STONE
    • C04B26/00—Compositions of mortars, concrete or artificial stone, containing only organic binders, e.g. polymer or resin concrete
    • C04B26/02—Macromolecular compounds
    • C04B26/26—Bituminous materials, e.g. tar, pitch
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/32—Coherent pavings made in situ made of road-metal and binders of courses of different kind made in situ

Definitions

  • the invention relates to the field of pavement paving, in particular to a combined base asphalt pavement paving method.
  • More than 90% of my country's high-grade highway asphalt pavement base and sub-base are made of semi-rigid materials.
  • semi-rigid base materials will still be the main materials for pavement bases.
  • the semi-rigid base layer has strong integrity and high axle load sensitivity for heavy-duty traffic. Under the uneven and repeated action of the heavy axle load, the strength and modulus of the semi-rigid base material will be affected by the dry-wet and freeze-thaw cycles and Under the action of repeated loads, it will gradually attenuate due to fatigue, and the uneven force on the semi-rigid base layer will gradually change from a whole block to a large block, a small block, and a broken block.
  • the shrinkage and cracking of the semi-rigid base layer and the resulting reflective cracks on the asphalt pavement are widespread, causing early damage to the pavement structure, periodic overhaul and reconstruction, resulting in huge waste of resources and pressure on capital and environmental protection.
  • the existing asphalt pavement structure has technical problems such as easy cracking and low service life.
  • the technical task of the present invention is to provide a combined base-layer asphalt pavement paving method with higher service life in view of the above-mentioned shortcomings of the prior art.
  • a combined base asphalt pavement paving method on the roadbed, the base structure and the asphalt surface layer are laid sequentially from bottom to top, which is characterized in that the base structure is mixed with asphalt It is composed of viscoelastic anti-fatigue cushion layer, semi-rigid lower base layer and upper base layer. Asphalt mixture viscoelastic anti-fatigue cushion layer, semi-rigid lower base layer and upper base layer are laid on the roadbed from bottom to top.
  • the top soil of the roadbed is preferably cement-improved soil or lime-improved soil.
  • a slow-cracking anionic emulsified asphalt permeable layer can also be sprinkled on the top surface of the roadbed.
  • the permeable layer oil is preferably PC-2 or PA-2 emulsified asphalt.
  • the improved soil depth is preferably 40cm-80cm below the bottom surface of the viscoelastic anti-fatigue cushion of the asphalt mixture.
  • the degree of compaction of the improved soil is preferably 96%-100%.
  • the mixing amount of cement in the cement-improving soil is preferably 4%-6% by mass.
  • the mass percentage of lime in the lime-improving soil is preferably 6%-8%.
  • the content of evaporated residue in the emulsified asphalt is preferably 50%-90%.
  • the spreading amount of emulsified asphalt is not less than 1.5kg/m 2 , preferably 1.5kg/m 2 -3kg/m 2 .
  • the penetration depth of the emulsified asphalt is preferably 5-10 mm.
  • the deflection value of the top surface of the roadbed is 50-120 (0.01mm), preferably 50-90 (0.01mm).
  • the spreading amount of modified hot asphalt or modified emulsified asphalt is 1.8 ⁇ 0.2kg/m 2
  • the spreading amount of gravel is 5-8m 3 /1000m 2 , which is about 60%-70% of the full paved area.
  • the viscoelastic anti-fatigue cushion of the asphalt mixture can be a continuous graded asphalt mixture, especially the continuous graded asphalt mixture A, continuous graded asphalt mixture B or continuous graded asphalt mixture with the following gradation range ⁇ C.
  • the preferred grading range of asphalt mixture A is:
  • the pass rate of standard sieve 19mm is 100%, the pass rate of standard sieve 16mm is 100%-95%, the pass rate of standard sieve 13.2mm is 96%-90%, and the pass rate of standard 9.5mm sieve is 84 %-73%, the pass rate of standard sieve 4.75mm is 60%-45%, the pass rate of standard sieve 2.36mm is 55%-40%, and the pass rate of standard sieve 1.18mm is 39%-30%,
  • the pass rate range of the standard sieve 0.6mm is 30%-20%, the pass rate of the standard sieve 0.3mm is 25%-16%, the pass rate of the standard 0.15mm sieve is 18%-13%, and the standard sieve is 0.075mm.
  • the pass rate ranges from 10% to 6%.
  • the pass rate range of standard sieve 13.2mm is 100%-100%
  • the pass rate range of standard sieve 9.5mm is 100%-90%
  • the pass rate range of standard sieve 4.75mm is 75%-45%
  • the standard sieve hole is 2.36mm.
  • the pass rate range is 58%-30%
  • the pass rate range of standard sieve 1.18mm is 44%-20%
  • the pass rate range of standard sieve 0.6mm is 32%-13%
  • the pass rate range of standard sieve 0.3mm is 23 %-9%
  • the pass rate range of standard sieve 0.15mm is 16%-6%
  • the pass rate range of standard sieve 0.075mm is 8%-4%.
  • the pass rate of standard sieve 9.5mm is 100%-100%, the pass rate of standard sieve 4.75mm is 100%-90%, the pass rate of standard sieve 2.36mm is 85%-65%, and the standard sieve is 1.18mm.
  • the pass rate range is 65%-42%, the pass rate range of the standard sieve 0.6mm is 46%-26%, the pass rate range of the standard sieve 0.3mm is 32%-15%, and the pass rate range of the standard sieve 0.15mm is 21 %-10%, the pass rate range of standard sieve 0.075mm is 12%-7%.
  • control parameters of the viscoelastic anti-fatigue cushion asphalt mixture include:
  • the porosity is preferably 1%-3%;
  • the stability is preferably 6KN-20KN;
  • the flow value is preferably 2-6mm;
  • the mineral gap ratio is preferably 13%-20%
  • the pitch saturation is preferably 80%-100%
  • the compaction thickness of the structure is preferably 4-8cm
  • the degree of compaction during construction of the structural layer is preferably 85%-95%
  • the ultimate fatigue strain is preferably 70 ⁇ -220 ⁇ .
  • the viscoelastic anti-fatigue cushion asphalt mixture asphalt preferably adopts No. 90 or No. 110 high-grade road petroleum asphalt.
  • the asphalt dosage of the above three continuous grading asphalt mixtures are:
  • the amount of asphalt mixture A is 6.0-6.5%, preferably 6.2-6.4%;
  • Asphalt mixture B test asphalt dosage 6.3-7.0%, preferably 6.5-6.7%;
  • Asphalt mixture C reference asphalt dosage 7.0-7.5%, preferably 7.2-7.4%.
  • the upper base layer adopts asphalt stabilized crushed stone, and its thickness is preferably 10-18 cm.
  • the lower base layer adopts cement stabilized crushed stone, the thickness of which is preferably 24-30 cm, and a single layer is paved at a time.
  • the asphalt surface layer can adopt any asphalt surface layer structure in the prior art, for example, an asphalt surface layer composed of AC-25 lower layer, AC-20 middle surface layer and SMA-13 upper layer.
  • the combined base asphalt pavement paving method of the present invention has the following outstanding beneficial effects:
  • Figure 1 is a schematic diagram of the combined asphalt pavement structure of the present invention
  • FIG 2 is an enlarged view of the pavement structure A shown in Figure 1;
  • Figure 3 is a schematic diagram of the prior art pavement structure
  • Fig. 4 is a test effect diagram of the failure rate of cracking from the bottom of the road to the top of the road.
  • the combined base asphalt pavement method of this embodiment consists of a viscoelastic anti-fatigue cushion layer of asphalt mixture 3, a cement stabilized crushed stone lower base layer 4, an asphalt stabilized upper base layer 5, and an asphalt surface layer 6. .
  • Asphalt mixture viscoelastic anti-fatigue cushion layer 3, cement stabilized crushed stone lower base layer 4, asphalt stabilized upper base layer 5, and asphalt surface layer 6 are directly paved on the roadbed from bottom to top.
  • the roadbed includes a soil foundation 1 and a cement-improved soil layer 2 on top of the soil foundation 1.
  • Cement-improved soil layer should be soil with better graded gravel as subgrade filling, with maximum particle size of 53mm, soil uniformity coefficient of 13, liquid limit of 35, plasticity index should not exceed 10, and soil with organic matter content less than 1.1%.
  • the designed thickness of the cement-improved soil layer is 40cm, which is filled in two layers, with a compaction degree of 96.9 and a representative value of 73 for the deflection value of the Beckman beam.
  • the cement dosage of the cement-improved soil is 6% (mass percentage), and the representative value of the unconfined compressive strength of the stabilized soil for 7 days is 1.8MPa.
  • a 4 ⁇ 4m square grid was used, and gray lines were sprinkled.
  • 7 bags of cement per grid were used for distribution, and then the cement was evenly spread in the grid lines using the “buckle and lift method”.
  • the road mixer is used for mixing, and the mixing is carried out more than twice to ensure that the mixing depth of the road mixer can penetrate the lower layer by 1-2cm, and the mixing is uniform without leaving an interlayer. If two layers are laid continuously, the paving interval shall not be longer than the initial setting time of the cement used, otherwise, layered paving shall be adopted. After the rolling is completed, timely sprinkle water to cover the film for health maintenance and close the traffic for no less than 7 days until the upper layer is laid.
  • the high-permeability slow-cracking anionic emulsified asphalt permeable layer 2.1 (4.1) is sprinkled according to the following method.
  • the permeable layer oil adopts PC-2 emulsified asphalt, and its main technical indicators should meet the requirements of Table 1.
  • the dosage is 1.3L/m 2 , and the penetration depth of emulsified asphalt is about 8mm.
  • the pavement Before pouring the permeable layer, the pavement should be cleaned up, and the permeable layer should be sprayed immediately after the surface of the lower layer is slightly dry or after curing.
  • the permeable asphalt must be sprayed evenly at one time with an asphalt distributor.
  • the penetration depth and viscosity of the permeable asphalt shall be confirmed by test spraying, and shall be dug and inspected at a frequency of 5 places per 10,000 square meters during the construction process.
  • the penetration depth of the permeable layer oil into the base layer has to be less than 5mm and can be integrated with the lower layer.
  • the construction unit shall keep the base layer of the sprayed layer in good condition so as to connect with the subsequent work. In principle, traffic is closed, and construction vehicles that must drive can be on the road after 12 hours, and the speed is 3-5km/h, and no brakes or U-turns are allowed. If there is sticky pull or gray block, it should be filled and sprinkled in time. 48 hours after the spraying of the permeable layer, the modified asphalt synchronous gravel seal can be constructed.
  • the technical index requirements of SBS modified asphalt are shown in Table 2.
  • the aggregate specification adopts limestone crushed stone.
  • the aggregate should be clean, dry, free of weathering and impurities, with good particle shape, and the nominal particle size is 4.75mm ⁇ 9.5mm , It can be used after dust removal from the asphalt mixing plant, and its technical requirements should meet the requirements of Table 3.
  • the spreading amount of SBS on the sealing layer is 1.8/m 2
  • the spreading amount of gravel is 7m 3 /1000m 2 , which is about 65% of the full paved area.
  • SBS modified asphalt must be sprayed by a synchronous gravel sealer. It should be sprayed evenly at one time according to the designed asphalt dosage. After spraying the hot asphalt, the stone chips should be spread immediately. At this time, the temperature of the hot asphalt should not be lower than 80°C. After the seal is laid, other construction vehicles are prohibited from passing except the asphalt paver and material transporter.
  • the viscoelastic anti-fatigue cushion layer 3 of the asphalt mixture adopts a continuous-graded asphalt mixture (mixture B).
  • Mixture B The specific technical requirements are as follows:
  • Coarse aggregate particles have good properties, the content of needle-like particles should not exceed 12%, the aggregate crush value should not exceed 24%, the cohesive strength of coarse aggregate and asphalt is 5; the sand equivalent value of fine aggregate should not be less than 70 %, the unlisted index should meet the requirements for hot-mix asphalt mixture in the "Technical Specification for Highway Asphalt Pavement Construction" (JTG F40-2004). Asphalt uses 90# road petroleum asphalt, asphalt saturation: 90%, asphalt consumption 6.6%, specific index requirements are shown in Table 4:
  • the synthetic gradation is: the pass rate of standard sieve 13.2mm is 100%-100%, the pass rate of standard 9.5mm sieve is 100%-90%, and the pass rate of standard sieve 4.75mm is 75%-45%.
  • the pass rate range of standard mesh 2.36mm is 58%-30%, the pass rate range of standard mesh 1.18mm is 44%-20%, the pass rate range of standard mesh 0.6mm is 32%-13%, and the standard mesh size is 0.3mm
  • the pass rate range is 23%-9%, the pass rate range of the standard sieve 0.15mm is 16%-6%, and the pass rate range of the standard sieve 0.075mm is 8%-4%.
  • the compaction thickness of the viscoelastic anti-fatigue cushion layer 3 of the asphalt mixture is controlled at 4-8cm.
  • the factory temperature of the mixture is 130°C-140°C, and the temperature during initial pressure is controlled between 125°C-135°C.
  • the on-site compaction adopts a double-drum roller, the degree of compaction is controlled at 90%-95%, and the ultimate fatigue strain : 70 ⁇ -220 ⁇ .
  • the cement stabilized crushed stone base layer 4 is paved on the viscoelastic anti-fatigue cushion layer 3 of the asphalt mixture, and the compaction thickness is controlled at 24-30 cm, and the paving is formed at one time.
  • the technical requirements are in accordance with the requirements for highway cement stabilized crushed stone base in the "Technical Rules for Highway Pavement Base Construction" JTGT F20-2015.
  • the emulsified asphalt permeable layer is spread according to the method described in step 2.
  • the asphalt stabilized crushed stone upper base layer 5 is paved on the cement stabilized crushed stone base layer 4, and the method described in step 3 is controlled to spread the hot asphalt seal layer before paving.
  • Coarse aggregate particles have good properties, the content of needle-like particles should not exceed 12%, the aggregate crush value should not exceed 24%, the cohesive strength of coarse aggregate and asphalt is 5; the sand equivalent value of fine aggregate should not be less than 70 %, the unlisted index should meet the requirements for hot-mix asphalt mixture in the "Technical Specification for Highway Asphalt Pavement Construction" (JTG F40-2004). Asphalt adopts SBS modified asphalt, and the specific index requirements of asphalt are shown in Table 5.
  • the pass rate of standard sieve 31.5mm is 100%-90%, the pass rate of standard sieve 26.5mm is 95%-70%, the pass rate of standard sieve 19mm is 76%-40%, and the pass rate of standard sieve is 13.2mm.
  • the range of pass rate is 58%-28%, the pass rate range of standard sieve 9.5mm is 39%-29%, the pass rate range of standard sieve 4.75mm is 29%-6%, and the pass rate range of standard sieve 2.36mm is 18% -6%, the pass rate range of standard sieve 1.18mm is 15%-3%, the pass rate range of standard sieve 0.6mm is 10%-2%, and the pass rate of standard sieve 0.3mm ranges from 7% to 1%.
  • the pass rate of 0.15mm mesh is 6%-1%, and the pass rate of standard 0.075mm mesh is 4%-1%.
  • the lower seal layer is sprayed on the working surface (the cement stabilized crushed stone lower base layer 4) in advance.
  • the compaction thickness of the asphalt stabilized crushed stone upper base is controlled at 10-18cm
  • the factory temperature of the mixture is 170°C-185°C
  • the temperature at the initial pressure is controlled between 165°C-175°C.
  • the on-site compaction adopts double steel wheel vibratory rollers and rubber
  • the specific compaction process is subject to the process determined by the field test circuit, and the void ratio of the mixture is controlled between 12% and 17%.
  • the asphalt surface layer 6 is laid on the upper base layer 5 of asphalt stabilized gravel, which is composed of the lower layer of 8cmAC-25, the middle surface layer of 6cmAC-20 and the upper layer of 4cm SMA-13 from bottom to top.
  • asphalt stabilized gravel which is composed of the lower layer of 8cmAC-25, the middle surface layer of 6cmAC-20 and the upper layer of 4cm SMA-13 from bottom to top.
  • hot asphalt adhesive layer There is a hot asphalt adhesive layer, and the thickness of each layer is calculated according to the pavement structure.
  • JTG F40-2004 Technical Specification for Highway Asphalt Pavement Construction
  • the pavement structure of the prior art is shown in Figure 2. Above the soil base 1, from bottom to top, there are 18cm cement stabilized crushed stone base 7, 18cm cement stabilized crushed stone base 8, 18cm cement stabilized crushed stone base 9, 8cm AC- 25 lower layer 10, 6cmAC-20 middle surface layer 11, 4cmSMA-13 upper layer 12.
  • cement stabilized crushed stone base layer 7 cement stabilized crushed stone base layer 8
  • cement stabilized crushed stone base layer 9 and the cement stabilized crushed stone base layer 4 of Example 1 are made of the same mixture, in accordance with the "Technical Regulations for Highway Pavement Base Construction" JTGT F20-2015 Requirements for construction of cement stabilized gravel base of expressway.
  • the fatigue life of the semi-rigid base layer of the pavement structure of the present invention is much longer than that of the traditional pavement structure, that is, the pavement structure of the present invention can bear more vehicle loads and has a longer service life. .

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Abstract

一种组合式基层沥青路面铺装方法，在土基(1)上，自下而上依次铺设基层结构和沥青面层，基层结构由自下而上铺设在土基(1)上的沥青混合料粘弹性抗疲劳缓冲垫层(3)、半刚性下基层(4)及上基层(5)构成。该方法可减少由于路基脱空、受力不均导致的半刚性下基层(4)的破坏，提高半刚性下基层(4)的抗疲劳性能、路面结构抵抗反射裂缝的能力，延长路面结构的使用寿命，可减薄半刚性下基层(4)的厚度，减少对水泥、砂石料等的消耗。

Description

一种组合式基层沥青路面铺装方法 技术领域
本发明涉及一种路面铺装领域，具体地说是一种组合式基层沥青路面铺装方法。
背景技术
我国90％以上的高等级公路沥青路面基层和底基层均采用了半刚性材料，在我国今后的高等级公路建设中，半刚性基层材料仍将成为路面基层的主要材料。一方面，半刚性基层整体性强，对重载交通来说轴载敏感性高，在重轴载不均匀重复作用下，半刚性基层材料的强度、模量会由于干湿和冻融循环以及反复荷载的作用下因疲劳而逐渐衰减，半刚性基层不均匀受力导致逐渐由整块向大块、小块、碎块变化。另一方面，半刚性基层的收缩开裂及由此引起沥青路面的反射性裂缝普遍存在，造成路面结构出现早期损坏，周期性的大修、重建造成巨大的资源浪费及资金、环保压力。
技术问题
现有沥青路面结构存在易开裂，使用寿命较低等技术问题。
发明内容
本发明的技术任务是针对上述现有技术的不足，提供一种具有较高使用寿命的组合式基层沥青路面铺装方法。
本发明的技术任务是按以下方式实现的：一种组合式基层沥青路面铺装方法，在路基上，自下而上依次铺设基层结构和沥青面层，其特点是所述基层结构由沥青混合料粘弹性抗疲劳缓冲垫层、半刚性下基层及上基层构成，沥青混合料粘弹性抗疲劳缓冲垫层、半刚性下基层和上基层自下而上铺设在路基上。
为了使路基具有较高的抵抗塑性变形的能力，充分发挥沥青混合料粘弹性抗疲劳缓冲垫层的缓冲作用，路基顶面土优选采用水泥改善土或石灰改善土。
进一步的，在水泥改善土或石灰改善土施工完成后，还可以在路基顶 面洒布慢裂阴离子乳化沥青透层，透层油优选PC-2或PA-2乳化沥青。
改善土深度优选为沥青混合料粘弹性抗疲劳缓冲垫层底面以下40cm-80cm。
改善土压实度优选为96％-100％。
水泥改善土中的水泥质量百分比掺量优选为4％-6％。
石灰改善土中的石灰质量百分比掺量优选为6％-8％。
乳化沥青中蒸发的残留物含量优选为50％-90％。
乳化沥青洒布量不小于1.5kg/m 2，优选为1.5kg/m 2-3kg/m 2。
乳化沥青渗透深度优选为5-10mm。
路基顶面弯沉值为50-120(0.01mm)，优选为50-90(0.01mm)。
为了进一步增强沥青混合料粘弹性抗疲劳缓冲垫层与路基的结合强度，可以在沥青混合料粘弹性抗疲劳缓冲垫层施工前，在路基顶面的透层上预先洒布改性热沥青或改性乳化沥青粘结层。
改性热沥青或改性乳化沥青洒布量为1.8±0.2kg/m 2，碎石洒布量为5～8m 3/1000m 2，约为满铺面积的60％～70％。
作为优选，沥青混合料粘弹性抗疲劳缓冲垫层可采用连续级配沥青混合料，特别是级配范围如下的连续级配沥青混合料A、连续级配沥青混合料B或连续级配沥青混合料C。
沥青混合料A级配范围优选为：
标准筛孔19mm通过率范围为100％，标准筛孔16mm通过率范围为100％-95％，标准筛孔13.2mm通过率范围为96％-90％，标准筛孔9.5mm通过率范围为84％-73％，标准筛孔4.75mm通过率范围为60％-45％，标准筛孔2.36mm通过率范围为55％-40％，标准筛孔1.18mm通过率范围为39％-30％，标准筛孔0.6mm通过率范围为30％-20％，标准筛孔0.3mm通过率范围为25％-16％，标准筛孔0.15mm通过率范围为18％-13％，标准筛孔0.075mm通过率范围为10％-6％。
沥青混合料B级配范围：
标准筛孔13.2mm通过率范围为100％-100％，标准筛孔9.5mm通过率范围为100％-90％，标准筛孔4.75mm通过率范围为75％-45％，标准筛孔2.36mm通过率范围为58％-30％，标准筛孔1.18mm通过率范围为 44％-20％，标准筛孔0.6mm通过率范围为32％-13％，标准筛孔0.3mm通过率范围为23％-9％，标准筛孔0.15mm通过率范围为16％-6％，标准筛孔0.075mm通过率范围为8％-4％。
沥青混合料C级配范围：
标准筛孔9.5mm通过率范围为100％-100％，标准筛孔4.75mm通过率范围为100％-90％，标准筛孔2.36mm通过率范围为85％-65％，标准筛孔1.18mm通过率范围为65％-42％，标准筛孔0.6mm通过率范围为46％-26％，标准筛孔0.3mm通过率范围为32％-15％，标准筛孔0.15mm通过率范围为21％-10％，标准筛孔0.075mm通过率范围为12％-7％。
粘弹性抗疲劳缓冲垫层沥青混合料控制参数包括：
空隙率优选为1％-3％；
稳定度优选为6KN-20KN；
流值优选为2-6mm；
矿料间隙率优选为13％-20％；
沥青饱和度优选为80％-100％；
结构层压实厚度优选为4-8cm；
结构层施工过程压实度优选为85％-95％；
极限疲劳应变优选为70με-220με。
粘弹性抗疲劳缓冲垫层沥青混合料沥青优选采用90号或110号高标号道路石油沥青。
上述三种连续级配沥青混合料的沥青用量分别为：
沥青混合料A沥青用量6.0-6.5％，优选为6.2-6.4％；
沥青混合料B考沥青用量：6.3-7.0％，优选为6.5-6.7％；
沥青混合料C参考沥青用量：7.0-7.5％，优选为7.2-7.4％。
作为优选，上基层采用沥青稳定碎石，其厚度优选为10-18cm。
作为优选，下基层采用水泥稳定碎石，其厚度优选为24-30cm，且单层一次铺筑。
所述沥青面层可采用现有技术中任意一种沥青面层结构，例如由AC-25下面层、AC-20中面层和SMA-13上面层构成的沥青面层。
与现有技术相比，本发明的组合式基层沥青路面铺装方法具有以下突 出地有益效果：
(一)通过直接在半刚性基层下设置沥青混合料粘弹性抗疲劳缓冲垫层，使得整个路面结构同路基结合更紧密，具有更好的变形协调性，有利于荷载均匀的由路面结构向路基传导。
(二)通过直接在半刚性下基层下设置沥青混合料粘弹性抗疲劳缓冲垫层，避免半刚性下基层底部脱空，使得半刚性下基层整体受力，减少了受力不均引起的半刚性下基层损坏，延长了道路使用寿命。
(三)通过沥青混合料粘弹性抗疲劳缓冲垫层及上基层，将半刚性下基层保护起来，减少其受干湿和冻融循环等不良因素的影响，降低半刚性下基层性能的衰减速率，同时延缓反射裂缝向上层发展至道路表面，提高了路面结构的耐久性有效减少了路面功能性早期损坏，减少了路面养护维修造成的资金和社会压力。
附图说明
附图1是本发明组合式沥青路面结构示意图；
附图2是图1所示路面结构A处放大图；
附图3是现有技术路面结构示意图；
附图4是路面底部向路面顶部开裂的顺坏率测试效果图。
具体实施方式
参照说明书附图以具体实施例对本发明的组合式基层沥青路面铺装方法作以下详细地说明。
实施例：
如附图1所示，本实施例组合式基层沥青路面铺装方法由沥青混合料粘弹性抗疲劳缓冲垫层3、水泥稳定碎石下基层4、沥青稳定上基层5、沥青面层6组成。沥青混合料粘弹性抗疲劳缓冲垫层3、水泥稳定碎石下基层4、沥青稳定上基层5、沥青面层6自下而上直接铺筑在路基上面。所述路基包括土基1，以及土基1顶部的水泥改善土层2。
一、水泥改善土
1、原材料指标
水泥改善土层应选用级配较好的砾类土作为路基填料，最大粒径为 53mm，土的均匀系数13，液限35，塑性指数不应超过10，有机质含量小于1.1％的土。
2、水泥改善土性能指标
水泥改善土层设计厚度40cm，分两层填筑，压实度96.9，贝克曼梁弯沉值代表值73。水泥改善土水泥剂量为6％(质量百分比)，现场取稳定土室内7天无侧限抗压强度代表值1.8MPa。
3、施工方法
施工时采用4×4m方格，撒布灰线，根据水泥用量计算以每格7袋水泥进行分配，然后用“扣掀法”将水泥均匀地撒布在格线内。布灰完成后采用路拌机进行拌和，拌和两遍以上，确保路拌机拌合深度能侵入下层1-2cm，并拌合均匀，不留夹层。若两层连续铺筑，铺筑间隔不得大于所用水泥的初凝时间，否则采用分层铺筑。碾压完毕后，及时洒水覆盖薄膜养生并封闭交通不少于7天至上层铺筑前。
二、透层
本实施例水泥改善土层2施工及水泥稳定碎石下基层4施工完成后，按以下方法洒布高渗透慢裂阴离子乳化沥青透层2.1(4.1)。
1、原材料
透层油采用PC-2乳化沥青，其主要技术指标应分别符合表1的要求。
表1 PC-2透层乳化沥青质量技术要求
Figure PCTCN2020076096-appb-000001
2、透层要求
通过试洒确定用量为1.3L/m 2，乳化沥青渗透深度约8mm。
3、施工方法
浇洒透层前，路面应清扫干净，透层宜紧接在下层施工结束表面稍干后或养生完成后浇洒。透层沥青必须采用沥青洒布车一次喷洒均匀。透层沥青的渗透深度、粘度应通过试洒确认，并在施工过程中按每10000平方米5处的频率挖孔检测。透层油渗透入基层的深度不得不小于5mm，并能与下层联结成为一体。
4、养生
浇洒透层沥青后，严禁车辆、行人通过。施工单位应使洒完透层的基层保持良好状态，以便与后续工作相衔接。原则上封闭交通，必须行驶的施工车辆在12小时后方可上路，并保证车速在3-5km/h，不得刹车或调头。出现粘拉、花白块应及时补洒完整。透层油洒完后48小时后可进行改性沥青同步碎石封层的施工。
三、封层(粘结层)
本实施例在沥青混合料粘弹性抗疲劳缓冲垫层3及沥青稳定碎石
5施工前，洒布热沥青封层3.1(5.1)。
1、原材料
SBS改性沥青的技术指标要求见表2中的要求，集料规格采用石灰岩碎石，集料应洁净、干燥、无风化、无杂质，具有良好的颗粒形状，公称粒径4.75mm～9.5mm，必须经过沥青拌合楼除尘后方可使用，其技术要求应符合表3的规定。
表2 SBS改性沥青质量技术要求
Figure PCTCN2020076096-appb-000002
表3 碎石质量技术要求
Figure PCTCN2020076096-appb-000003
2、封层设计要求
封层SBS洒布量为1.8/m 2，碎石洒布量为7m 3/1000m 2，约为满铺面积的65％。
3、施工要求
SBS改性沥青喷洒必须采用同步碎石封层车喷洒，应按设计的沥青用量一次浇洒均匀，在浇洒热沥青后，应立即撒布石屑，此时热沥青温度不得低于80℃。当封层铺筑后，除沥青混合料摊铺机和运料车外，禁止其他施工车辆通行。
四、沥青混合料粘弹性抗疲劳缓冲垫层
本实施例沥青混合料粘弹性抗疲劳缓冲垫层3采用连续级配沥青 混合料(混合料B)，具体技术要求如下：
1、原材料
粗集料颗粒性状良好，针片状颗粒含量不应超过12％，集料压碎值不大于24％，粗集料与沥青粘结力为5级；细集料砂当量值不小于70％，未列指标应满足《公路沥青路面施工技术规范》(JTG F40-2004)中对热拌沥青混合料的要求。沥青采用90#道路石油沥青，沥青饱和度：90％，沥青用量6.6％，具体指标要求见表4：
表4 基质沥青90号A级道路石油沥青技术要求
Figure PCTCN2020076096-appb-000004
2、沥青混合料控制参数
合成级配为：标准筛孔13.2mm通过率范围为100％-100％，标准筛孔9.5mm通过率范围为100％-90％，标准筛孔4.75mm通过率范围为75％-45％，标准筛孔2.36mm通过率范围为58％-30％，标准筛孔1.18mm通过率范围为44％-20％，标准筛孔0.6mm通过率范围为32％-13％，标准筛孔0.3mm通过率范围为23％-9％，标准筛孔0.15mm通过率范围为16％-6％，标准筛孔0.075mm通过率范围为8％-4％。
空隙率：1％-3％；
稳定度：6KN-20KN；
流值：2-6mm；
矿料间隙率：13％-20％。
3、施工要求：
沥青混合料粘弹性抗疲劳缓冲垫层3压实厚度控制在4-8cm。施工时，混合料出厂温度130℃-140℃，初压时温度控制在125℃-135℃之间，现场压实采用双钢轮压路机，压实度控制在90％-95％，极限疲劳应变：70με-220με。
五、水泥稳定碎石基层
实施例中水泥稳定碎石基层4铺筑在沥青混合料粘弹性抗疲劳缓冲垫层3上，压实厚度控制在24-30cm，一次铺筑成型。其技术要求按照《公路路面基层施工技术细则》JTGT F20-2015中对高速公路水泥稳定碎石基层的要求，施工完后，按照步骤二所述方法洒布乳化沥青透层。
六、沥青稳定碎石上基层
实施例中沥青稳定碎石上基层5铺筑在水泥稳定碎石基层4上，铺筑前控制步骤3所述方法洒布热沥青封层。
1、材料要求：
粗集料颗粒性状良好，针片状颗粒含量不应超过12％，集料压碎值不大于24％，粗集料与沥青粘结力为5级；细集料砂当量值不小于70％，未列指标应满足《公路沥青路面施工技术规范》(JTG F40-2004)中对热拌沥青混合料的要求。沥青采用SBS改性沥青，沥青具体指标要求见表5。
表5 SBS改性沥青的指标要求：
Figure PCTCN2020076096-appb-000005
2、级配要求
采用改性沥青开级配中粒式沥青稳定碎石，其合成级配为：
标准筛孔31.5mm通过率范围为100％-90％，标准筛孔26.5mm通过率范围为95％-70％，标准筛孔19mm通过率范围为76％-40％，标准筛孔13.2mm通过率范围为58％-28％，标准筛孔9.5mm通过率范围为39％-29％，标准筛孔4.75mm通过率范围为29％-6％，标准筛孔2.36mm通过率范围为18％-6％，标准筛孔1.18mm通过率范围为15％-3％，标准筛孔0.6mm通过率范围为10％-2％，标准筛孔0.3mm通过率范围为7％-1％，标准筛孔0.15mm通过率范围为6％-1％，标准筛孔0.075mm通过率范围为4％-1％。
3、施工要求
沥青稳定碎石上基层5施工时，预先在作业面(水泥稳定碎石下基层4)上洒布下封层。沥青稳定碎石上基层压实厚度控制在10-18cm，混合料出厂温度170℃-185℃，初压时温度控制在165℃-175℃之间，现场压实采用双钢轮振动压路机、胶轮压路，具体压实工艺以现场试验路确定工艺为准，混合料空隙率控制在12％-17％之间。
七、沥青面层
实施例中，沥青面层6铺筑在沥青稳定碎石上基层5上，由8cmAC-25下面层、6cmAC-20中面层和4cm SMA-13上面层自下而上组合而成，层间设有热沥青粘层，各层厚度根据路面结构计算而得。其技术要求应满足《公路沥青路面施工技术规范》(JTG F40-2004)中对三种热拌沥青混合料的要求。
【对照例】
现有技术的路面结构如附图2所示，土基1上方，自下而上依次为18cm水泥稳定碎石基层7、18cm水泥稳定碎石基层8、18cm水泥稳定碎石基层9、8cmAC-25下面层10、6cmAC-20中面层11、4cmSMA-13上面层12。
水泥稳定碎石基层7、水泥稳定碎石基层8、水泥稳定碎石基层9与实施例一的水泥稳定碎石基层4采用相同混合料，按照《公路路面基层施工技术细则》JTGT F20-2015中对高速公路水泥稳定碎石基层的要求施工。
【实验例】
采用现行沥青路面设计规范方法及MEPDG力学经验法对实施例一和对照例两种路面进行结构验算分析：
1、基于美国MEPDG计算分析方法
选用实测的结构与材料参数，如附图3所示，传统路面结构(对照例)由路面底部向路面顶部开裂的顺坏率随时间成指数增长：
y＝0.0505e 0.008x其中y为开裂率，x为时间(月数)。
而本发明的路面结构由路面底部向路面顶部开裂的顺坏率随时间变化的方程为：y＝0.0001x-0.0064其中y为开裂率，x为时间(月数)，出现裂缝的几率几乎为零。
2、基于2017版沥青路面设计规范的路面结构计算分析方法
选用实测的结构与材料参数，实施例和对照例两种路面结构形式的半刚性基层疲劳开裂验算指标进行计算，指标见表6。
表6：半刚性基层疲劳开裂验算指标
Figure PCTCN2020076096-appb-000006
由上表可知，在设计年限(20)年内，本发明的路面结构半刚性基层疲劳寿命远大于传统路面结构，即本发明的路面结构可承受更多车辆荷载的作用，具有更长的使用寿命。

Claims (9)

  1. 一种组合式基层沥青路面铺装方法，在路基上，自下而上依次铺设基层结构和沥青面层，其特征在于，所述基层结构由沥青混合料粘弹性抗疲劳缓冲垫层、半刚性下基层及上基层构成，沥青混合料粘弹性抗疲劳缓冲垫层、半刚性下基层和上基层自下而上铺设在路基上。
  2. 根据权利要求1所述的组合式基层沥青路面铺装方法，其特征在于，路基顶面土采用水泥改善土或石灰改善土，水泥改善土或石灰改善土施工完成后洒布慢裂阴离子乳化沥青透层。
  3. 根据权利要求2所述的组合式基层沥青路面铺装方法，其特征在于：
    改善土深度为沥青混合料粘弹性抗疲劳缓冲垫层底面以下40cm-80cm；
    改善土压实度为96％-100％；
    水泥改善土中的水泥质量百分比掺量为4％-6％；
    石灰改善土中的石灰质量百分比掺量为6％-8％；
    乳化沥青洒布量为1.5kg/m 2-3kg/m 2；
    乳化沥青渗透深度为5-10mm；
    乳化沥青蒸发残留物含量为50％-90％；
    路基顶面弯沉值为50-90(0.01mm)。
  4. 根据权利要求2所述的组合式基层沥青路面铺装方法，其特征在于，沥青混合料粘弹性抗疲劳缓冲垫层施工前，在路基顶面的乳化沥青透层上预先洒布改性热沥青或改性乳化沥青粘结层。
  5. 根据权利要求1所述的组合式基层沥青路面铺装方法，其特征在于，粘弹性抗疲劳缓冲垫层采用连续级配沥青混合料A、连续级配沥青混合料B或连续级配沥青混合料C，
    沥青混合料A级配范围：
    标准筛孔19mm通过率范围为100％，标准筛孔16mm通过率范围为100％-95％，标准筛孔13.2mm通过率范围为96％-90％，标准筛孔9.5mm通过率范围为84％-73％，标准筛孔4.75mm通过率范围为60％-45％，标准筛孔2.36mm通过率范围为55％-40％，标准筛孔1.18mm通过率范围为39％-30％，标准筛孔0.6mm通过率范围为30％-20％，标准筛孔0.3mm通 过率范围为25％-16％，标准筛孔0.15mm通过率范围为18％-13％，标准筛孔0.075mm通过率范围为10％-6％。
    沥青混合料B级配范围：
    标准筛孔13.2mm通过率范围为100％-100％，标准筛孔9.5mm通过率范围为100％-90％，标准筛孔4.75mm通过率范围为75％-45％，标准筛孔2.36mm通过率范围为58％-30％，标准筛孔1.18mm通过率范围为44％-20％，标准筛孔0.6mm通过率范围为32％-13％，标准筛孔0.3mm通过率范围为23％-9％，标准筛孔0.15mm通过率范围为16％-6％，标准筛孔0.075mm通过率范围为8％-4％。
    沥青混合料C级配范围：
    标准筛孔9.5mm通过率范围为100％-100％，标准筛孔4.75mm通过率范围为100％-90％，标准筛孔2.36mm通过率范围为85％-65％，标准筛孔1.18mm通过率范围为65％-42％，标准筛孔0.6mm通过率范围为46％-26％，标准筛孔0.3mm通过率范围为32％-15％，标准筛孔0.15mm通过率范围为21％-10％，标准筛孔0.075mm通过率范围为12％-7％。
  6. 根据权利要求5所述的组合式基层沥青路面铺装方法，其特征在于，粘弹性抗疲劳缓冲垫层沥青混合料控制参数包括：
    空隙率：1％-3％；
    稳定度：6KN-20KN；
    流值：2-6mm；
    矿料间隙率：13％-20％；
    沥青饱和度：80％-100％；
    结构层压实厚度：4-8cm；
    结构层施工过程压实度：85％-95％；
    极限疲劳应变：70με-220με。
  7. 根据权利要求5所述的组合式基层沥青路面铺装方法，其特征在于，粘弹性抗疲劳缓冲垫层沥青混合料沥青采用90号或110号高标号道路石油沥青。
  8. 根据权利要求1所述的组合式基层沥青路面铺装方法，其特征在于，所述沥青稳定碎石上基层采用沥青稳定碎石，厚度为10-18cm。
  9. 根据权利要求1所述的组合式基层沥青路面铺装方法，其特征在于，所述半刚性下基层采用水泥稳定碎石，厚度为20-30cm，单层一次铺筑。
PCT/CN2020/076096 2019-04-04 2020-02-21 一种组合式基层沥青路面铺装方法 WO2020199781A1 (zh)

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