Research On Resonance Rubblization Technology And Asphalt Overlay For Cement Concrete Pavement Of Urban Road

Most of the urban road construction in China,at the beginning of the century,was cement concrete pavement.However,due to the increase in service time,increased vehicle load,environmental changes,etc.resulting in the decline of service performance of concrete surfaces,some cement concrete roads need to be transformed into asphalt pavements.Cement concrete pavement transformation into asphalt pavement is generally used in two ways,one is to add the asphalt layer directly on the old cement concrete;the second is the use of resonance crushing technology,the old cement concrete resonance into a crushed stone layer,the crushed stone layer as a flexible base for urban transformation of the road structure,and then add the asphalt surface layer program.However,due to the urban road carriageway pavement and sidewalk pavement height difference is generally about 15 cm,in order to ensure road drainage and pedestrian safety,the maximum thickness of asphalt paving thickness is generally controlled within 10 cm,in the case of failure to meet the specification index requirements,the 10 cm asphalt layer paving proposed after milling a certain thickness of the asphalt layer paving program.So that the thickness of the asphalt pavement layer to about 15 cm.This paper combines the road reconstruction project practice of Qiyang Avenue,through the ABAQUS finite element software mechanical simulation and 2006 version,2017 version of the asphalt pavement calculation software verification of the two methods on the old cement road surface directly pavement 10 cm asphalt layer and the old cement slab resonance crushed petrochemical paving 10 cm asphalt layer,and milling 6 cm crushed petrochemical surface layer and then pave 15 cm asphalt layer three programs The advantages and disadvantages were compared.According to the finite element method for the three schemes,the asphalt pavement bottom tensile stress at the cement slab joints and the bending and settlement difference between the two sides of the joints in the direct asphalt pavement scheme were obtained,and it was proved that the direct asphalt pavement is very easy to form reflection cracks;the main technical indexes such as asphalt pavement bottom tensile stress,compressive stress,shear stress,permanent deformation,and road surface bending and settlement values were compared and analyzed,and the mechanical effects on the pavement structure under standard axle load were compared.The mechanical influence of the pavement structure and the key indicators for the design of resonant crushed petrochemical pavement include the bottom tensile stress of the asphalt pavement,the shear stress of the asphalt surface layer,the vertical compressive strain of the top surface of the roadbed,the overall permanent deformation of the asphalt layer and the deformation of the crushed stone layer.According to the asphalt pavement calculation software for the three schemes,the current specification has certain limitations in the calculation,combined with the current and the old version of the specification for the three schemes to test the subgrade tensile stresses in the direct addition of asphalt layer or resonance directly after the asphalt layer of the two schemes,all lead to the subgrade tensile stresses exceed the standard,the need to resonate the old cement pavement after milling 6cm crushed stone After resonating the old cement pavement,it is necessary to mill 6cm of crushed rock after resonating the old cement pavement.Finally,the paper combined with a number of engineering practice,summarized the construction technology requirements and quality inspection standards of resonant crushed petrified urban road cement pavement,which can be used as a reference for the construction of resonant crushed petrified urban road cement pavement followed by asphalt layer.