Composite salt and freeze-thaw resistant concrete pavement structure

Abstract

The utility model discloses a kind of composite salt-resistant freeze-thaw concrete pavement structures, it is related to concrete pavement technical field, including concrete pavement ontology, drainage assembly and anti-freezing component are equipped on the concrete pavement ontology;The drainage assembly includes two sides drainage canal;The anti-freezing component includes asphalt layer, water-permeable concrete layer is equipped below the asphalt layer, reinforced concrete layer is equipped below the water-permeable concrete layer, broken stone cushion is equipped below the reinforced concrete layer, drainage layer is equipped in the broken stone cushion bottom, two layers of geotextile are equipped below the drainage layer, HDPE film is equipped between two layers of the geotextile, drainage hole is symmetrically opened in the geotextile two sides;Drainage is cooperated by drainage assembly and anti-freezing component, and flowing water body is intercepted on road surface surface layer, avoid water to be long-term detained in certain structure layer, can significantly reduce the water residue in road surface structure interior, to prevent water from forming freeze-thaw medium in structure due to evaporation not in time.

Description

Technical Field

[0001] This utility model relates to the field of concrete pavement technology, specifically to a composite salt-resistant freeze-thaw concrete pavement structure. Background Technology

[0002] In cold and frigid regions, concrete pavements have long faced the severe challenge of salt freeze-thaw damage. Traditional concrete pavement structures, due to design flaws in their drainage systems, struggle to effectively combat the erosion caused by saline water. Firstly, existing surface drainage capacity is insufficient, failing to efficiently intercept rainwater and snowmelt (especially water containing de-icing agents). Instead, water is slowly diverted through the natural slope of the pavement, resulting in over 80% of surface water easily seeping into the pavement structure, becoming a potential medium for salt freeze-thaw damage. Secondly, there is a lack of systematic deep drainage mechanisms for infiltrated water that is not intercepted by the surface. Water tends to stagnate in structural layers such as asphalt and concrete. Because traditional pavement structures lack dedicated gradient drainage paths, infiltrated water flows slowly in the poorly porous base material, making rapid drainage difficult. Ultimately, in low-temperature environments, delayed evaporation leads to the formation of freeze-thaw media.

[0003] The aforementioned problems directly trigger a vicious cycle: the retained saline water repeatedly freezes and expands during the freeze-thaw cycle, continuously exerting stress on the internal structure of the concrete, leading to road surface defects such as cracks, spalling, and potholes. Simultaneously, salt seeps into the concrete along with moisture, causing chemical corrosion such as steel reinforcement corrosion and alkali-aggregate reaction, further exacerbating structural damage. Statistics show that the service life of traditional concrete pavements affected by salt freeze-thaw cycles is shortened by 30% to 50% compared to their design life, not only increasing maintenance costs but also posing a serious threat to driving safety. Utility Model Content

[0004] The purpose of this invention is to provide a composite salt-resistant freeze-thaw concrete pavement structure to solve the problem in the prior art where salt water trapped on the pavement repeatedly freezes, expands, and melts during freeze-thaw cycles, continuously exerting stress on the internal structure of the concrete, leading to pavement defects such as cracks, spalling, and potholes.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a composite salt-resistant freeze-thaw concrete pavement structure, comprising a concrete pavement body, wherein the concrete pavement body is provided with a drainage component and an anti-freeze component;

[0006] The drainage component includes two drainage channels on both sides, which are symmetrically arranged on both sides of the concrete pavement body. Multiple cover plates are installed on the top of each drainage channel, and multiple through holes are opened on one side of each cover plate. Filter screens are installed inside each of the multiple through holes.

[0007] The antifreeze component includes an asphalt layer, a permeable concrete layer below the asphalt layer, a reinforced concrete layer below the permeable concrete layer, a crushed stone cushion layer below the reinforced concrete layer, a drainage layer at the bottom of the crushed stone cushion layer, two layers of geotextile below the drainage layer, an HDPE membrane between the two layers of geotextile, drainage holes symmetrically opened on both sides of the geotextile, and a permeable membrane installed inside the multiple drainage holes.

[0008] Furthermore, the antifreeze component is disposed between the two drainage channels, and multiple drainage grooves are provided on the top of the multiple cover plates.

[0009] Furthermore, the asphalt layer, permeable concrete layer, reinforced concrete layer, crushed stone cushion layer, and drainage layer are laid in layers sequentially, and the interlayer bonding is ensured through interface treatment.

[0010] Furthermore, the asphalt layer, permeable concrete layer, reinforced concrete layer, crushed stone cushion layer, and drainage layer are all wrapped inside two layers of geotextile.

[0011] Furthermore, multiple drainage holes are symmetrically arranged on both sides of the drainage layer, and the ends of the multiple drainage holes extend to the location of the drainage layer.

[0012] Furthermore, the multiple through holes and drainage holes are positioned correspondingly, and the multiple through holes and drainage holes have the same size.

[0013] Compared with the prior art, the beneficial effects of the composite salt-resistant freeze-thaw concrete pavement structure provided by this utility model are as follows:

[0014] By using drainage components and antifreeze components in synergy, the system effectively intercepts surface water: over 80% of rainwater and snowmelt are collected through covered drainage channels and filtered through perforated screens before being directly channeled into drainage ditches, reducing the total amount of water seeping into the pavement structure at the source. Simultaneously, the antifreeze components construct a deep drainage system for seepage water not intercepted by the surface layer: the asphalt layer guides a small amount of seepage water into the permeable concrete layer (porosity ≥15%), which is then rapidly guided through continuous pores to the crushed stone subbase, ultimately converging in the drainage layer for temporary storage. This forms a gradient drainage path of "surface-middle-bottom layer," preventing water from lingering in any structural layer and significantly reducing residual moisture within the pavement structure, thus preventing the formation of freeze-thaw media within the structure due to delayed evaporation. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0016] Figure 1 This is a schematic diagram of the overall structure of the device provided in an embodiment of the present utility model;

[0017] Figure 2 A schematic diagram of the drainage component structure provided in an embodiment of this utility model;

[0018] Figure 3 This is a schematic diagram of the internal structure of the drainage ditch provided in an embodiment of the present utility model;

[0019] Figure 4 This is a schematic diagram of the antifreeze component structure provided in an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures:

[0021] 1. Concrete pavement body; 2. Drainage components; 3. Anti-freeze components; 21. Drainage ditch; 22. Cover plate; 23. Through hole; 24. Filter screen; 31. Asphalt layer; 32. Permeable concrete layer; 33. Reinforced concrete layer; 34. Crushed stone subbase; 35. Drainage layer; 36. Geotextile; 37. HDPE membrane; 38. Drainage hole; 39. Permeable membrane. Detailed Implementation

[0022] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0023] As attached Figure 1 To be continued Figure 4 As shown:

[0024] Example 1:

[0025] This utility model provides a composite salt-resistant freeze-thaw concrete pavement structure, including a concrete pavement body 1, on which a drainage component 2 and an anti-freeze component 3 are provided.

[0026] Rainwater and snowmelt (which may contain salt) falling on the concrete pavement body 1 flow along the slope of the pavement to the drainage component 2. At this time, the drainage component 2 and the anti-freeze component 3 work together to significantly reduce the moisture residue inside the pavement structure. Meanwhile, the anti-freeze component 3 strengthens the structure and resists freeze-thaw stress, and can also achieve isolation and blockage, reducing salt erosion.

[0027] The drainage component 2 includes two drainage channels 21 on both sides. The two drainage channels 21 are symmetrically arranged on both sides of the concrete pavement body 1. Multiple cover plates 22 are installed on the top of each drainage channel 21. Multiple drainage grooves are provided on the top of each cover plate 22. Multiple through holes 23 are opened on one side of the inside of each cover plate 22. Filter screens 24 are installed inside each through hole 23.

[0028] The drainage channels 21 on both sides are precast using C30 reinforced concrete, with an overall U-shaped cross-section (the cross-sectional dimensions can be designed to be 30-50cm wide and 40-60cm deep according to the road drainage volume). They are symmetrically arranged along both sides of the concrete pavement body 1, and the bottom of the channel has a longitudinal slope of 0.5%-1% to ensure that the water flows unidirectionally to the municipal drainage system. The inner wall of the drainage channel 21 is smoothed to reduce water flow resistance. At the same time, water-swellable waterstop strips are installed at the junction of the channel body and the pavement body 1 to prevent water from seeping into the pavement base and causing structural erosion. The multiple cover plates 22 installed on the top of the drainage channels 21 on both sides are modularly designed. The size of a single cover plate 22 is usually 100cm×50cm (length×width), and it is made of fiber-reinforced composite material or C25 reinforced concrete, which also has load-bearing capacity. Weight and durability (can withstand a vertical load of not less than 5kN, meeting the needs of sidewalks and light vehicles); the top surface of the cover plate 22 is pressed with anti-slip texture and evenly distributed with multiple sets of parallel drainage channels—the drainage channels have an inverted trapezoidal cross section (upper opening width 2-3cm, lower opening width 1-1.5cm, depth 1.5cm), and the channel spacing is 5-8cm, which can quickly collect road surface water and reduce debris accumulation through the trapezoidal structure; on the side of the cover plate 22 near the inner side of the drainage channel 21, multiple through holes 23 are opened at intervals of 20-30cm along the length direction. The through holes 23 adopt a circular design (diameter 5-8cm), and the hole axis is inclined at a 15° angle to the surface of the cover plate 22 (facing the inner and lower side of the drainage channel 21), ensuring that the water flowing in through the drainage channel can be naturally guided into the drainage channel 21 by gravity;

[0029] Working principle: When there is rainwater, snowmelt or other water on the road surface, the water flows to both sides along the transverse slope of the concrete road surface body 1. At this time, the multiple drainage channels on the top of the cover plate 22 play a preliminary collection role, introducing the water flowing here into the interior of the cover plate 22, and finally converging into the drainage channel 21 area symmetrically arranged on both sides.

[0030] Example 2:

[0031] This embodiment is basically the same as the previous embodiment, except that the antifreeze component 3 includes an asphalt layer 31 (the asphalt layer 31 serves as the road surface layer, paved with AC-16 type SBS modified asphalt concrete, with a thickness of 4-5cm. It improves low-temperature crack resistance and salt erosion resistance by adding 3%-5% SBS modifier. The surface texture depth is controlled at 0.8-1.2mm, taking into account both anti-skid performance and water permeability guidance, which can quickly absorb surface water and penetrate into the underlying structure). Below the asphalt layer 31 is a permeable concrete layer 32 (the permeable concrete layer 32 is located below the asphalt layer 31, using C25 permeable concrete (water-cement ratio 0.35-0.4), with a thickness of 10-15cm, a designed porosity ≥15%, and a permeability coefficient ≥1.0×10-3m / s). The continuous internal pores form vertical drainage channels, allowing water permeating from the asphalt layer 31 to be quickly channeled to the lower layer. Simultaneously, a 5-10mm coarse aggregate skeleton provides structural strength. Below the permeable concrete layer 32 is a reinforced concrete layer 33 (the core load-bearing layer, cast with C30 concrete, 20-25cm thick, and containing a Φ12@200 bidirectional threaded steel mesh (protective layer thickness ≥3cm). Through the synergistic effect of the steel reinforcement and concrete, it resists the expansion stress generated by freeze-thaw cycles (ultimate freeze-thaw resistance grade ≥F200), and its surface has a pre-set 0.3% cross slope to guide water to converge towards the drainage paths on both sides). Below the reinforced concrete layer 33 is a crushed stone cushion layer 34 (laid below the reinforced concrete layer 33, using graded crushed stone with a particle size of 20-40mm, 15-20cm thick, with a compaction degree ≥96%). The continuously graded porous structure (porosity 25%–30%) not only buffers the upper load but also guides the upper water to the bottom drainage layer 35, while blocking the capillary rise path. The bottom of the crushed stone cushion layer 34 is equipped with a drainage layer 35, which serves as the final drainage carrier. This drainage layer 35 is laid with pebbles (50–100 mm in diameter, mud content ≤3%), with a thickness of 20–30 cm, and is wrapped with 400 g / m³ of material. 2 36. Permeable geotextile. The large pores between the pebbles can temporarily store water and form lateral flow channels.

[0032] The asphalt layer 31, permeable concrete layer 32, reinforced concrete layer 33, crushed stone subbase layer 34, and drainage layer 35 are laid in layers sequentially. Interface treatment between each layer ensures tight bonding. A 0.3–0.5 L / m² coating is applied between the asphalt layer 31 and the permeable concrete layer 32. 2 PC-3 emulsified asphalt tack coat enhances interlayer adhesion; 200g / m² of tack coat is applied between the permeable concrete layer 32 and the reinforced concrete layer 33. 2 A short-fiber geotextile layer (36) is used as an isolation layer to prevent shrinkage cracks caused by direct contact between the two materials; 0.7–1.0 L / m² of geotextile is sprayed between the reinforced concrete layer (33) and the crushed stone pad layer (34). 2The tack coat oil promotes water penetration and enhances interlayer friction;

[0033] Two layers of geotextile 36 are installed below the drainage layer 35, with an HDPE membrane 37 placed between them. Drainage holes 38 are symmetrically arranged on both sides of the geotextile 36, and a permeable membrane 39 is installed inside each drainage hole 38. The asphalt layer 31, permeable concrete layer 32, reinforced concrete layer 33, crushed stone cushion layer 34, and drainage layer 35 are all wrapped inside the two layers of geotextile 36. Two layers of 300g / m³ permeable concrete are installed below the drainage layer 35. 2 Short-fiber needle-punched nonwoven geotextile 36 is sandwiched with a 1.5mm thick HDPE geomembrane. Geotextile 36 plays a filtering (intercepting particles with a diameter ≥0.075mm) and protective role, preventing pebble particles from penetrating the HDPE membrane 37. The HDPE membrane 37, with its extremely low permeability coefficient (≤1×10-11cm / s), blocks groundwater back-seepage and prevents salt from invading the pavement structure with groundwater. The two layers of geotextile 36 wrap the entire structure from the asphalt layer 31 to the drainage layer 35 along the width of the pavement. The sides are formed into a closed cavity by hot air welding, which not only enhances the overall structure but also prevents external salt (such as de-icing agents) from seeping into each functional layer from the side.

[0034] Multiple drainage holes 38 are symmetrically arranged on both sides of the drainage layer 35, with the ends of the drainage holes 38 extending to the position of the drainage layer 35. Multiple through holes 23 are arranged correspondingly to the drainage holes 38, and the through holes 23 and drainage holes 38 have the same size. Drainage holes 38 with a diameter of 5cm are symmetrically opened every 50cm along the longitudinal direction on the sides of the two layers of geotextile 36. The hole positions are precisely aligned with the through holes 23 of the drainage component 2 (deviation ≤5mm), and 200g / m² geotextile is embedded in the holes. 2 The composite permeable membrane 39 (composed of non-woven fabric and polyethylene membrane) has drainage holes 38 extending 5-10 cm into the drainage layer 35, allowing water temporarily stored in the drainage layer 35 to be directed into the drainage channel 21. The permeable membrane 39 allows water to seep out but blocks impurities from entering, preventing pore blockage.

[0035] Working principle: Some water that falls on the surface of the asphalt layer 31 (not directly collected by the drainage component 2) permeates downward through the pores or interfacial gaps of the asphalt layer 31. As a surface transition structure, the asphalt layer 31 reduces water retention through the properties of modified materials and guides the water to flow to the permeable concrete layer 32 below. The permeable concrete layer 32, with a porosity of ≥15%, forms a continuous drainage channel, quickly vertically guiding the water that permeates from the asphalt layer 31 to the lower layer. The water then enters the reinforced concrete layer 33, which guides the water to flow to both sides through a preset cross slope. After passing through the reinforced concrete layer 33, the water enters the crushed stone cushion layer 34. The porous structure of the graded crushed stone further collects and disperses the water flow, and with the help of gravity, guides the water to the bottom drainage layer 35. The large pores between the pebbles in the drainage layer 35 provide temporary storage space for the water, waiting for lateral discharge.

[0036] The two layers of geotextile 36 below the drainage layer 35 and the HDPE membrane 37 in the middle form a composite seepage prevention system: the HDPE membrane 37, with its extremely low permeability coefficient, blocks the upward seepage of groundwater (preventing the salt carried by the groundwater from invading the pavement structure); the geotextile 36, through its filtering effect, prevents the pebble particles of the drainage layer 35 from mixing into the lower layer, while protecting the HDPE membrane from mechanical damage. The two layers of geotextile 36 completely wrap the entire structure from the asphalt layer 31 to the drainage layer 35, and the sides are welded and sealed to form a seepage prevention cavity, which can effectively block the salt on both sides of the pavement (such as the de-icing agent residue near the curb) from seeping into each functional layer from the side, reducing the chemical erosion of concrete by salt.

[0037] The water temporarily stored in the drainage layer 35 is discharged through drainage holes 38 symmetrically arranged on both sides: the ends of the drainage holes 38 extend into the interior of the drainage layer 35, allowing direct collection of water; the permeable membrane 39 inside the holes allows water to seep out but intercepts impurities, preventing blockage of the channels. Since the drainage holes 38 correspond in position and have the same size as the through holes 23 of the drainage component 2, the water undergoes secondary filtration through the drainage holes 38, the permeable membrane 39, the through holes 23, and the filter screen 24, and finally enters the drainage channel 21 for discharge, forming a closed-loop system of internal drainage of the antifreeze component and centralized discharge of the drainage component;

[0038] In summary, the antifreeze component 3 effectively defends against salt freeze-thaw damage through three-dimensional drainage to reduce water retention, isolation structure to block salt intrusion, and reinforced structure to resist freeze-thaw stress.

[0039] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A composite salt-resistant freeze-thaw resistant concrete pavement structure, comprising a concrete pavement body (1), characterized in that, The concrete pavement body (1) is provided with a drainage component (2) and an anti-freezing component (3); The drainage component (2) includes two drainage channels (21) on both sides. The two drainage channels (21) are symmetrically arranged on both sides of the concrete pavement body (1). Multiple cover plates (22) are installed on the top of the two drainage channels (21). Multiple through holes (23) are opened on one side of the inside of the two cover plates (22). Filter screens (24) are installed inside the multiple through holes (23). The antifreeze component (3) includes an asphalt layer (31), a permeable concrete layer (32) below the asphalt layer (31), a reinforced concrete layer (33) below the permeable concrete layer (32), a crushed stone cushion layer (34) below the reinforced concrete layer (33), a drainage layer (35) at the bottom of the crushed stone cushion layer (34), two layers of geotextile (36) below the drainage layer (35), an HDPE membrane (37) between the two layers of geotextile (36), drainage holes (38) symmetrically opened on both sides of the geotextile (36), and a permeable membrane (39) installed inside the plurality of drainage holes (38).

2. The composite salt-resistant freeze-thaw resistant concrete pavement structure according to claim 1, characterized in that, The antifreeze component (3) is located between the two drainage channels (21), and the top of each of the multiple cover plates (22) is provided with multiple drainage grooves.

3. The composite salt-resistant freeze-thaw resistant concrete pavement structure according to claim 1, characterized in that, The asphalt layer (31), permeable concrete layer (32), reinforced concrete layer (33), crushed stone cushion layer (34) and drainage layer (35) are laid in layers in sequence, and the interlayer bonding is ensured through interface treatment.

4. The composite salt-resistant freeze-thaw resistant concrete pavement structure according to claim 1, characterized in that, The asphalt layer (31), permeable concrete layer (32), reinforced concrete layer (33), crushed stone cushion layer (34) and drainage layer (35) are all wrapped inside two layers of geotextile (36).

5. A composite salt-resistant freeze-thaw resistant concrete pavement structure according to claim 1, characterized in that, Multiple drainage holes (38) are symmetrically arranged on both sides of the drainage layer (35), and the ends of the multiple drainage holes (38) extend to the location of the drainage layer (35).

6. The composite salt-resistant freeze-thaw resistant concrete pavement structure according to claim 1, characterized in that, The multiple through holes (23) are positioned correspondingly to the drain holes (38), and the multiple through holes (23) and drain holes (38) have the same size.

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