Composite reinforced integral pavement and method of construction

Abstract

The application discloses a composite reinforced integral pavement and a construction method, and belongs to the technical field of pavement construction, and aims at solving the problem of the reduced service life of the asphalt concrete pavement caused by the poor rutting, interlayer adhesion and crack resistance of the asphalt concrete pavement in the prior art. The composite reinforced integral pavement comprises, from top to bottom, a wearing layer, a surface layer, a composite adhesive layer and a base layer which are stacked in sequence; the surface layer comprises a geocell, an adhesive layer and asphalt mixture, the geocell has multiple layers, the asphalt mixture is filled into the grid of the geocell to form a geocell layer, and the adjacent two geocell layers are fixedly connected through the adhesive layer. The composite reinforced integral pavement can effectively increase the modulus of the surface layer, expand the load distribution range, enhance the stress diffusion effect, significantly reduce the stress and strain of the surface layer and the vertical stress transmitted to the roadbed, and improve the load bearing capacity of the surface layer.

Description

Technical Field

[0001] This invention belongs to the field of road construction technology, and in particular relates to a composite reinforced monolithic pavement and its construction method. Background Technology

[0002] Most of the existing high-grade roads are made of asphalt concrete, which has advantages such as good flexibility and no joints.

[0003] However, asphalt concrete pavements suffer from problems such as rutting, poor interlayer bonding, and poor crack resistance, which directly affect the quality of asphalt concrete pavements and reduce their service life. Summary of the Invention

[0004] Based on the above analysis, the present invention aims to provide a composite reinforced monolithic pavement and its construction method to solve the problems of reduced service life of asphalt concrete pavements due to poor rutting, interlayer bonding and crack resistance in existing asphalt concrete pavements.

[0005] The objective of this invention is mainly achieved through the following technical solutions.

[0006] This invention provides a composite reinforced monolithic pavement, comprising, from top to bottom, a wear layer, a surface layer, a composite adhesive layer, and a base layer; the surface layer comprises geocells, an adhesive layer, and an asphalt mixture, the geocells are multi-layered, the asphalt mixture is filled into the grid of the geocells to form a geocell layer, and adjacent geocell layers are fixedly connected by an adhesive layer.

[0007] Furthermore, the geocell layer has a honeycomb-like three-dimensional grid structure.

[0008] Furthermore, the connecting portion of the geocell strips has two connection points, and the strips between the two connection points are not connected, thus forming an accommodating space.

[0009] Furthermore, through holes are made on the strip.

[0010] Furthermore, the diameter of the through hole is 1~3cm.

[0011] Furthermore, the through holes are arranged in a triangular pattern.

[0012] Furthermore, the strip material is polypropylene or polyethylene terephthalate.

[0013] Furthermore, the tensile strength per unit width of the strip is ≥1200 N / cm, and the elongation at break is ≤15%.

[0014] The present invention also provides a construction method for a composite reinforced monolithic pavement, which is used for the construction of the aforementioned composite reinforced monolithic pavement.

[0015] Furthermore, the construction method includes the following steps: The base layer, composite tack coat, surface layer, and wear-resistant layer are laid in sequence to complete the construction of the composite reinforced monolithic pavement.

[0016] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects.

[0017] A) The composite reinforced monolithic pavement provided by this invention uses geocells as the main structure of the surface layer, and the multiple geocell layers are connected by an adhesive layer to form a monolithic pavement. Under the reinforcement of the geocells, asphalt mixture is further filled, which can effectively increase the surface layer modulus, expand the load distribution range, and enhance the stress diffusion effect. This significantly reduces the stress and strain of the surface layer and the vertical stress transmitted to the subgrade, thereby improving the load-bearing capacity of the surface layer.

[0018] B) The composite reinforced monolithic pavement provided by the present invention has the characteristics of high structural stiffness and high strength due to the high lateral confinement effect of the geocells, thereby simultaneously improving the overall flexural tensile performance, shear performance, rutting resistance and crack resistance of the pavement.

[0019] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained through the embodiments described and the accompanying drawings, which are particularly pointed out. Attached Figure Description

[0020] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0021] Figure 1 This is a schematic diagram of the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the structure of the geocell in the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 3 for Figure 2 Detailed image of part A; Figure 4 This is a perspective view of the geocells in the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the connection between the geocell layer and the bonding layer in the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 6aThis is a schematic diagram of the first structure of the connector in the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 6b This is a schematic diagram of the second structure of the connector in the composite reinforced monolithic pavement provided in Embodiment 1 of the present invention; Figure 7 This is a schematic diagram of the fixing component in the composite reinforced integral pavement provided in Embodiment 1 of the present invention; Figure 8 for Figure 7 Detailed image of Part B; Figure 9a This is a schematic diagram showing the deflection calculation simplified to a simply supported beam in the construction method of the composite reinforced monolithic pavement provided in Embodiment 2 of the present invention; Figure 9b This is a simplified diagram of the deflection calculation in the construction method of the composite reinforced monolithic pavement provided in Embodiment 2 of the present invention; Figure 9c This is a second simplified diagram for deflection calculation in the construction method of the composite reinforced monolithic pavement provided in Embodiment 2 of the present invention; Figure 10 This is a diagram showing the stress state of micro-elements in the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention. Figure 11 This is a stress distribution diagram of the composite reinforced monolithic pavement micro-element under the action of the maximum principal stress and the minimum principal stress in the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention. Figure 12a This is a three-zone distribution diagram of the heavy medium composite reinforced monolithic pavement in the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention; Figure 12b This is a three-zone distribution diagram of the non-weight medium composite reinforced monolithic pavement in the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention; Figure 13 The sliding wire mesh in Zone I of the construction method for the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention; Figure 14 The sliding netting in Zone III of the construction method for the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention; Figure 15 The sliding netting in Zone II of the construction method for the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention; Figure 16 The construction method for composite reinforced monolithic pavement provided in Embodiment 3 of the present invention includes a slip network for the non-heavy composite reinforced monolithic pavement; Figure 17The sliding area of ​​the heavy-duty composite reinforced monolithic pavement is described in the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention. Figure 18 This is a coordinate transformation diagram for the construction method of the composite reinforced monolithic pavement provided in Embodiment 3 of the present invention.

[0022] Figure label: 11-Top layer; 12-Middle layer; 13-Bottom layer; 14-Base layer; 15-Geocell; 16-Bond layer; 17-Connecting column; 18-Connecting pipe; 19-Inner pipe; 20-Outer pipe; 21-Spring; 22-Clamping plate; 23-Connecting plate; 24-Composite adhesive layer. Detailed Implementation

[0023] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0024] Example 1 This embodiment provides a composite reinforced monolithic pavement, see [link / reference]. Figures 1 to 5 It includes, from top to bottom, a wear layer 10, a surface layer, a composite adhesive layer 24, and a base layer 14. The surface layer includes geocells 15, an adhesive layer 16, and an asphalt mixture. The geocells 15 are multi-layered. The asphalt mixture is filled into the grid of the geocells to form geocell layers. Adjacent geocell layers are fixedly connected by the adhesive layer 16.

[0025] It should be noted that the specific composition of the asphalt mixture can be determined by the operator according to the actual situation, and will not be detailed here; the asphalt mixture adopts warm mix technology, which has many advantages such as energy saving, emission reduction, and environmental protection compared with traditional hot mix technology.

[0026] Compared with the prior art, the composite reinforced monolithic pavement provided in this embodiment uses geocells as the main structure of the surface layer, and the bonding layer 16 enables multiple geocell layers to form a monolithic pavement. Under the reinforcement of the geocells, asphalt mixture is further filled, which can effectively increase the surface layer modulus, expand the load distribution range, and enhance the stress diffusion effect. This significantly reduces the stress and strain of the surface layer and the vertical stress transmitted to the subgrade, thereby improving the load-bearing capacity of the surface layer.

[0027] In addition, due to the high lateral confinement of geocells, the surface layer has the characteristics of high structural stiffness and high strength, which can simultaneously improve the overall flexural tensile performance, shear performance, rutting resistance and crack resistance of the pavement.

[0028] For example, there are three geocell layers, namely the upper layer 11, the middle layer 12 and the lower layer 13 stacked from top to bottom, with each geocell layer corresponding to one geocell.

[0029] In order to achieve better stress distribution, the heights of the top layer 11, the middle layer 12 and the bottom layer 13 increase progressively. For example, the thickness of the top layer 11 is 3-5 cm, the thickness of the middle layer 12 is 6-8 cm and the thickness of the bottom layer 13 is 10-16 cm.

[0030] Specifically, the structure of geocell 15 includes a honeycomb-like three-dimensional grid structure. The geocell strip connection part has two connection points, and the strips between the two connection points are not connected, thereby forming an accommodating space. Geocells with this structure have characteristics such as high strength, low elongation, strong lateral confinement, and wear resistance.

[0031] In order to allow the asphalt mixture to flow between the strips and to make the asphalt mixture in the geocell layer 15 form a whole, through holes with a diameter of 1 to 3 cm are opened on the strips. This allows the asphalt mixture to flow between the strips through the through holes, so that the asphalt mixture in each cell can be connected to each other to form a whole. In addition, the through holes can also serve as drainage holes to guide water in the road surface.

[0032] For example, the through holes are arranged in a triangular pattern. This arrangement of through holes can minimize the impact on the tensile properties of the strip while ensuring effective connection of the asphalt mixture and smooth drainage.

[0033] It should be noted that the above-mentioned connections can be formed by welding, riveting, plugging or injection molding, which will not be elaborated here.

[0034] In practical applications, the strip material is polypropylene (PP) or polyethylene terephthalate (PET), the tensile strength per unit width of the strip is ≥1200N / cm, and the elongation at break is ≤15%.

[0035] Specifically, the composite adhesive layer 24 is a reinforced composite adhesive layer comprising multiple layers of adhesive (e.g., thermoplastic polyurethane adhesive) and a single layer of fiber geogrid (carbon fiber geogrid). The adhesive has a melting point of 80-100℃ and a thickness of 0.1-0.2mm. The adhesive melts into a liquid at asphalt paving temperatures, effectively bonding the geocell layer to the base layer 14. The fiber geogrid has a tensile strength ≥80kN / m, an elongation at break ≤2%, a mesh size of 20mm×20mm~40mm×40mm, and a thickness of 0.4mm~0.8mm. This composite adhesive layer 24 melts at typical asphalt paving temperatures, enhancing the bond between the geocell layer and the base layer 14. It replaces the use of traditional adhesive layers, eliminating problems such as emulsion spraying, delayed curing, insufficient adhesive layer coverage, or adhesive layer adhering to construction vehicle wheels.

[0036] In order to further improve the connection stability of the two adjacent geocell layers 15 and further improve the overall integrity of the pavement and realize stress transfer in the longitudinal direction of the pavement, the above-mentioned composite reinforced monolithic pavement also includes connectors. The connectors are columnar in shape. In the two adjacent geocell layers 15, some connectors are inserted into the receiving space of the lower geocell layer 15, and the remaining connectors are inserted into the receiving space of the upper geocell layer 15. The two adjacent geocell layers 15 are connected into a whole by the connectors.

[0037] For the connectors, the following two structures can be adopted: The first structure, see [link / reference] Figure 6a The connector includes a connecting column 17 and a connecting pipe 18 sleeved on the outer wall of the connecting column 17. In two adjacent geocell layers 15, part of the connecting pipe 18 is inserted into the receiving space of the lower geocell 15, and the remaining part of the connecting pipe 18 is inserted into the receiving space of the upper geocell 15. The connecting pipe 18 is fixedly connected to the geocell 15 (e.g., by welding). The top of the connecting column 17 is provided with a groove, and the bottom of the connecting column 17 is an arc-shaped protrusion. In the vertical direction, the arc-shaped protrusion of the upper connecting column 17 is inserted into the groove of the lower connecting column 17, which can connect multiple connecting columns 17 in the vertical direction into a whole, thereby connecting multiple geocell layers 15 into a whole, thereby realizing the vertical stress transfer of the road surface.

[0038] For example, the outer wall of the connecting column 17 is provided with an external thread, and the inner wall of the connecting pipe 18 is provided with an internal thread. The internal thread and the external thread are connected by a threaded engagement. The diameter of the connecting pipe 18 is 1~3cm.

[0039] The second structure, see [link / reference] Figure 6bThe connector includes a connecting column 17, an inner tube 19, an outer tube 20, and a spring 21. In two adjacent geocells 15, part of the outer tube 20 is inserted into the receiving space of the lower geocell 15, and the remaining part of the outer tube 20 is inserted into the receiving space of the upper geocell 15. The outer tube 20 is fixedly connected to the geocell 15 (e.g., by welding). The inner tube 19 is sleeved on the lower part of the connecting column 17 and is movably connected to the connecting column 17. The upper end of the connecting column 17 is provided with an upper boss, and the lower end of the inner tube 19 is provided with a lower boss. The spring 21 is sleeved on the outer wall of the connecting column 17 and the inner tube 19. The top end of the spring 21 abuts against the upper boss, and the lower end of the spring 21 abuts against the lower boss. The top end of the connecting column 17 is provided with a groove, and the bottom end of the inner tube 19 is an arc-shaped protrusion. In the vertical direction, the arc-shaped protrusion of the upper connecting column 17 is inserted into the groove of the lower inner tube 19. On the one hand, the connectors with this structure can connect multiple vertical connecting columns 17 into a whole, and then connect the multi-layer geocells 15 into a whole, thereby realizing the stress transfer in the vertical direction of the road surface; on the other hand, when the road surface is subjected to vertical force, the spring 21 can buffer the vertical force, and multiple connectors can buffer it step by step, thereby achieving the effect of road surface vibration reduction.

[0040] For example, the diameter of the outer tube 20 is 1~3cm.

[0041] It should be noted that this embodiment uses a combination of adhesive layer 16 and connectors to effectively connect the multi-layer geocell layers into a whole, thereby improving the overall stability and durability of the surface layer and extending the service life of the pavement.

[0042] To ensure the geocells unfold during installation, the aforementioned composite reinforced monolithic pavement also includes fasteners, see [link to details]. Figures 7 to 8 The fasteners include a clamping plate 22, which clamps the strips of the geocell.

[0043] Taking the geocell grid shape as rhomboid or approximately rhomboid as an example, the above-mentioned fasteners include 4 connecting plates 23 and 4 clamping plates 22. The 4 clamping plates 22 correspond one-to-one with the strips of the grid. That is to say, in each grid of the geocell, each strip of the grid is clamped by the clamping plate 22, and two adjacent clamping plates 22 are fixedly connected by the connecting plate 23.

[0044] For example, the thickness of the connecting plate 23 is 0.3~0.5cm and the height of the connecting plate 23 is 2~3cm; the thickness of the clamping plate 22 is 0.6~1cm and the height of the connecting plate 23 is 5~10cm.

[0045] Example 2 This embodiment provides a construction method for a composite reinforced monolithic pavement, used for the construction of the composite reinforced monolithic pavement provided in Embodiment 1. The geocell layer consists of three layers: a top layer, a middle layer, and a bottom layer, stacked sequentially from top to bottom. The construction method includes the following steps: Step 1: Lay the base layer, and lay a composite adhesive film layer on the upper surface of the base layer; Step 2: Unfold, tension, and fix a layer of geocells onto the composite adhesive membrane layer. Fill the geocell mesh with asphalt mixture to form a geocell layer. Lay an adhesive layer on the upper surface of the geocell layer to obtain the lower layer. Step 3: Unfold, tension, and fix one layer of geocells on the lower layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the intermediate layer. Step 4: Unfold, tension, and fix one layer of geocells onto the upper layer, fill the geocell grid with asphalt mixture to form a geocell layer, and lay an adhesive layer on the upper surface of the geocell layer to obtain the upper layer. Step 5: Lay a wear-resistant layer on the upper surface of the top layer to complete the construction of the composite reinforced monolithic pavement.

[0046] Compared with the prior art, the construction method of the composite reinforced monolithic pavement provided in this embodiment has basically the same beneficial effects as the composite reinforced monolithic pavement provided in Embodiment 1, and will not be described in detail here.

[0047] To further improve the connection stability between adjacent geocell layers and enhance the overall integrity of the pavement, thereby achieving stress transfer in the longitudinal direction of the pavement, step 2 above, after completing the installation of one geocell layer and before filling the geocell mesh with asphalt mixture to form a geocell layer, includes the following steps: The connectors are inserted into the accommodating space of the lower geocell, with some connectors located within the base layer and the remaining connectors located within the accommodating space of the lower geocell.

[0048] Similarly, in step 3 above, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included: The connectors are inserted into the accommodating space of the middle geocell, with some connectors located in the accommodating space of the lower geocell and the remaining connectors located in the accommodating space of the middle geocell.

[0049] In step 4 above, after the installation of one layer of geocells is completed and before the asphalt mixture is filled into the grid of the geocells to form a geocell layer, the following steps are also included: The connectors are inserted into the accommodating space of the upper geocell, with some connectors located in the accommodating space of the middle geocell and the remaining connectors located in the accommodating space of the upper geocell.

[0050] To ensure the rationality of the design of the composite reinforced monolithic pavement, the following steps are included before step 1 above: Step a: Treating the composite reinforced monolithic pavement as a whole, assume complete bonding between the top, middle, and bottom layers, simplifying the composite reinforced monolithic pavement into a simply supported beam structure. See [link / reference]. Figure 9a Calculate the surface layer deflection; Step b: Determine whether the surface deflection is within the deflection threshold range. It should be noted that the deflection threshold range is usually determined according to design specifications or engineering requirements. If the actual deflection of the surface layer is within the deflection threshold range, it indicates that the design of the composite reinforced monolithic pavement is reasonable. If the actual deflection of the surface layer is not within the deflection threshold range, it indicates that the design of the composite reinforced monolithic pavement is unreasonable.

[0051] Specifically, in step a above, the calculation of deflection includes the following steps: Step a1: Calculate the distance between the centroid of the surface layer section and the bottom of the surface layer: Formula 1 In the formula: h0 is the distance from the centroid of the surface layer cross section to the bottom of the surface layer, in meters; A 1 represents the area of ​​the upper layer, in meters. 2 ; A 2 represents the area of ​​the intermediate layer, in meters. 2 ; A 3 represents the area of ​​the lower layer, in meters. 2 ; The distance, in meters, is the distance from the centroid of the upper layer to the centroidal axis of the surface layer (i.e., the y-axis). The distance, in meters, is the distance from the centroid of the mid-layer to the centroidal axis of the surface layer (i.e., the y-axis). y is the distance from the centroid of the mid-layer to the centroid of the surface layer (i.e., the y-axis), in meters.

[0052] according to Figure 9b It can be seen that, after simplifying Equation 1, we get: Formula 2 In the formula: h 0 represents the distance from the centroid of the surface layer cross-section to the bottom of the surface layer, in meters (m). h 1 represents the thickness of the top layer, in meters (m). h 2 represents the thickness of the intermediate layer, in meters (m). h 3 represents the thickness of the lower layer, in meters (m). Step a2: Calculate the moment of inertia of the upper layer section about the centroidal axis (y-axis), the middle layer section about the centroidal axis (y-axis), and the lower layer section about the centroidal axis (y-axis). The moment of inertia of the upper layer section about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula: Formula 3 In the formula: I 1 represents the moment of inertia of the upper layer section about the centroidal axis (y-axis) of the surface layer, m 4 ; I 1C Let m be the moment of inertia of the upper layer about its own centroidal axis. 4 ; M 1 represents the distance from the centroidal axis of the upper layer to the centroidal axis of the surface layer, in meters (m). A 1 represents the area of ​​the upper layer, in meters. 2 .

[0053] The moment of inertia of the mid-layer section about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula: Formula 4 In the formula: I 2 represents the moment of inertia of the mid-surface section about the centroidal axis (y-axis) of the surface layer, in m. 4 ; I 2C Let m be the moment of inertia of the mid-surface layer about its own centroidal axis. 4 ; M 2 represents the distance from the centroidal axis of the intermediate layer to the centroidal axis of the surface layer, in meters (m). A 2 represents the area of ​​the intermediate layer, in meters. 2 .

[0054] The moment of inertia of the lower layer section about the centroidal axis (i.e., the y-axis) of the surface layer is calculated using the following formula: Formula 5 In the formula: I 3 represents the moment of inertia of the lower layer section about the centroidal axis (y-axis) of the surface layer, in meters. 4 ; I 3C Let m be the moment of inertia of the lower layer about its own centroidal axis. 4 ; M 3 represents the distance from the centroidal axis of the lower layer to the centroidal axis of the upper layer, in meters (m). A 3 represents the area of ​​the lower layer, in meters. 2 .

[0055] because Substituting h1, h2, and h3 into equation 3, we obtain equations 6 to 8: Formula 6 Formula 7 Formula 8 In the formula: b is the width of the surface layer, m.

[0056] Step a3: Based on the moments of inertia of the upper layer section about the centroidal axis of the surface layer, the middle layer section about the centroidal axis of the surface layer, the lower layer section about the centroidal axis of the surface layer, and the measured elastic moduli of the upper, middle, and lower layers, calculate the bending stiffness of the simply supported beam: Formula 9 In the formula: E 0 I 0 represents the bending stiffness of the simply supported beam, in kN•m. 2 ; I 1 represents the moment of inertia of the upper layer section about the centroidal axis (y-axis) of the surface layer, m 4 ; I 2 represents the moment of inertia of the mid-surface section about the centroidal axis (y-axis) of the surface layer, in m. 4 ; I 3 represents the moment of inertia of the mid-surface section about the centroidal axis (y-axis) of the surface layer, in m. 4 ; E 1 represents the elastic modulus of the upper layer, in kN / m. 2 ; E 2 represents the elastic modulus of the intermediate layer, in kN / m. 2 ; E 3 represents the elastic modulus of the lower layer, in kN / m. 2 ; Step a4: Calculate the equivalent modulus of elasticity of the simply supported beam based on its bending stiffness. See [reference needed]. Figure 9c Based on the principle that the bending stiffness of simply supported beams is equal, we obtain: Formula 10 In the formula: E The equivalent elastic modulus of a simply supported beam is given in kN / m. 2 ; I y The moment of inertia of the surface section about itself ， m 4 ,according to Figure 9c It can be seen that, ; h m Let the thickness of the surface layer cross-section be m. h m = h 1+ h 2+ h 3; b The width of the surface layer is in meters (m).

[0057] Step a5: Based on the equivalent elastic modulus of the simply supported beam and the moment of inertia of the surface section about itself, calculate the deflection of the simply supported beam using the Rayleigh-Ritz method. w (m): Introducing the coordinate s=x / n, the deflection of the simply supported beam when x=0 and n. w It is 0.

[0058] Let the deflection be: Formula 11 Solving for coefficients using the Rayleigh-Ritz method a 1. a 2. a 3, by achievable a 1= a 2= a , a 3=- a but: Formula 12 The total potential energy (J) of the simply supported beam is: Formula 13 According to the principle of minimum potential energy ,get: Formula 14 Substituting equation 14 into equation 12, we get: Formula 15 In the formula: w Let the deflection be in meters (m). s is the coordinate of a point on a simply supported beam; q The uniformly distributed load on the simply supported beam is N; n Let be the length of the simply supported beam, in meters (m). E is Equivalent elastic modulus of a simply supported beam, kN / m 2 ; I y The moment of inertia of the surface section about itself ， m 4 .

[0059] Example 3 This embodiment provides a construction method for a composite reinforced monolithic pavement, which is basically the same as the construction method for the composite reinforced monolithic pavement provided in Embodiment 2, except that: To ensure the design rationality and practical safety of the composite reinforced monolithic pavement, the following steps are included before step 1 above: The design bearing capacity is calculated to guide the actual bearing capacity of the road surface in subsequent practical applications.

[0060] Step A: Treat the composite reinforced monolithic pavement as a whole, assume that the top layer, middle layer and bottom layer are completely bonded together, simplify the composite reinforced monolithic pavement as an elastic-ideal plastic body, and obtain the basic partial differential equations of the composite reinforced monolithic pavement in the limit equilibrium state when the cohesion is not considered in the plane problem. Step B: Based on the basic partial differential equations of the composite reinforced monolithic pavement in the limit equilibrium state without considering cohesion in a plane problem, calculate the direction angles of the average principal stress and the maximum principal stress on the slip line of the composite reinforced monolithic pavement. Step C: Draw the slip network of the composite reinforced monolithic pavement; Step D: Determine the surface forces acting on the surface of the composite reinforced monolithic pavement; Step E: Determine the theoretical formula for the ultimate bearing capacity of the composite reinforced monolithic pavement. Based on the ultimate bearing capacity calculated by the theoretical formula, use 50-80% of the ultimate bearing capacity as the design bearing capacity.

[0061] Specifically, step A above includes the following steps: Step A1: Take any infinitesimal element from the composite reinforced monolithic pavement. When the composite reinforced monolithic pavement is in a state of limit equilibrium, the stress acting on the infinitesimal element satisfies the limit equilibrium condition. The limit equilibrium formulas are expressed as follows: (Ignoring cohesion and considering cohesion respectively) Formula 16 In the formula: φ The internal friction angle of the composite reinforced monolithic pavement is °; c The cohesion of the composite reinforced monolithic pavement, in MPa; σ 1 represents the maximum principal stress of the infinitesimal element, in MPa; σ 3 represents the minimum principal stress of the infinitesimal element, in MPa.

[0062] The relationships between the maximum principal stress, the minimum principal stress, the normal stress along the x-axis, the normal stress along the z-axis, and the shear stress of the infinitesimal element are as follows: Formula 17 In the formula: α The direction angle of the maximum principal stress, in °; σ 1 represents the maximum principal stress of the infinitesimal element, in MPa; σ 3 represents the minimum principal stress of the infinitesimal element, in MPa; σ x For the infinitesimal element along x Normal stress in the axial direction, MPa; σ z For the infinitesimal element along z Normal stress in the axial direction, MPa; τ xz Let be the shear stress of the infinitesimal element, in MPa.

[0063] See the stress condition of the micro-element. Figure 10 From the force equilibrium relations, the static equilibrium differential equation for the plane problem is: Formula 18 In the formula: σ x For the infinitesimal element along x Normal stress in the axial direction, MPa; σ z For the infinitesimal element along z Normal stress in the axial direction, MPa; τ xz The shear stress of the infinitesimal element is expressed in MPa. γ The unit weight of the composite reinforced monolithic pavement is kN / m.3 .

[0064] Step A2: Substitute the limit equilibrium formula (partial equation 16) that does not consider cohesion into the maximum principal stress, minimum principal stress, and stress along the axis of the infinitesimal element. x Normal stress in the axial direction, along the infinitesimal element z The relationship between the normal stress in the axial direction and the shear stress of the infinitesimal element (Equation 17), after simplification and substitution into the static equilibrium differential equation (Equation 18), yields the basic partial differential equation for the composite reinforced monolithic pavement in the limit equilibrium state without considering cohesion in a plane problem: Formula 19 In the formula: σ 0 = ½ σ 1+ σ 3), where is the mean principal stress, MPa; α The direction angle of the maximum principal stress, in °; σ 1 represents the maximum principal stress of the infinitesimal element, in MPa; σ 3 represents the minimum principal stress of the infinitesimal element, in MPa; φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0065] It should be noted that the relationship between the shear strength parameters (i.e., cohesion and internal friction angle) of composite reinforced monolithic pavement is determined through triaxial or uniaxial penetration shear tests and unconfined compressive strength tests: Formula 20 In the formula: τ The shear stress on the shear fracture surface, in MPa, represents the shear strength of the composite reinforced monolithic pavement. c The cohesion of the composite reinforced monolithic pavement, in MPa; σ tan φ Friction strength, MPa, is proportional to the normal pressure. σ ; σ Normal pressure, MPa; φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0066] Step B specifically includes the following steps: Step B1: Based on the fundamental assumptions, the composite reinforced monolithic pavement is a weightless medium with a unit weight γ=0. The basic partial differential equations for the plane problem, neglecting cohesion, when the composite reinforced monolithic pavement is in limit equilibrium, are simplified and rearranged as follows: Formula 21 In the formula: σ 0 = ½ σ 1+ σ 3), where is the mean principal stress, MPa; α The direction angle of the maximum principal stress, in °; ε The angle between the sliding surface direction and the direction of maximum principal stress, in degrees; φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0067] exist xOz Plane (i.e., through) x shaft and z In the plane of the axis, along a certain continuous line segment z = f ( x Given above σ 0 and α The value, such as Figure 11 As shown, their increments are as follows: Formula 22 In the formula: σ 0 represents the mean principal stress, in MPa; α The direction angle of the maximum principal stress is °.

[0068] Step B2: The composite reinforced monolithic pavement micro-element is in a state of limit equilibrium under the action of the maximum principal stress and the minimum principal stress, as shown below. Figure 11 As shown, when the pavement reaches its ultimate failure, two sets of slip lines will be generated. These two sets of slip lines are symmetrically arranged relative to the maximum principal stress, and the angle between the two sets of slip lines is 90°, which is the difference between the angle of internal friction of the composite reinforced monolithic pavement and the angle of internal friction of the composite reinforced monolithic pavement. φ .

[0069] First set of slip lines S 1. Formula 23 Second set of slip lines S 2. Formula 24 In the formula: β 1 represents the direction angle of the first set of slip lines, in °; β 2 represents the direction angle of the second set of slip lines, in °; α is the direction angle of the maximum principal stress, in °; ε The angle between the sliding surface direction and the direction of maximum principal stress is °.

[0070] Substituting equations 23 and 24 into equation 22 respectively, we get: Along the first set of slip lines: Formula 25 Along the second set of slip lines: Formula 26 In the formula: σ 0 represents the mean principal stress, in MPa; α is the direction angle of the maximum principal stress, in °; ε The angle between the sliding surface direction and the direction of maximum principal stress is °.

[0071] Step B3: Substitute equations 25 and 26 into equation 21 respectively, and we get: First set of sliding lines: Formula 27 Second set of slip lines: Formula 28 In the formula: σ 0 represents the mean principal stress, in MPa; α is the direction angle of the maximum principal stress, in °; ε The angle between the sliding surface direction and the direction of maximum principal stress is °.

[0072] Solving the above ordinary differential equations (i.e., equations 27 and 28), we get: Average principal stress of the first group of slip lines: Formula 29 The average principal stress of the second set of slip lines: Formula 30 In the formula: σ 0 represents the mean principal stress, in MPa; α is the direction angle of the maximum principal stress, in °; φ The internal friction angle of the composite reinforced monolithic pavement is °; C α , C β These are the function coefficients.

[0073] Step C includes the following steps: Step C1: Transform the heavy-medium composite reinforced monolithic pavement into a non-heavy-medium composite reinforced monolithic pavement. Apply a surface force to the sliding area of ​​the composite reinforced monolithic pavement to replace its weight, and act on the surface layer, such as... Figure 12a and 12b As shown, when a composite reinforced monolithic pavement with no weight-bearing medium reaches failure under load, the sliding zone in the pavement is divided into three zones: the load zone (Zone I), where the composite reinforced monolithic pavement in Zone I reaches plastic failure (the Rankine active zone); the zone under uniformly distributed surface force on both sides (Zone Ш), where the composite reinforced monolithic pavement in Zone Ш is subjected to compression and reaches plastic failure (the Rankine passive zone); and the middle zone (Zone П) is the transition zone.

[0074] Step C2: Draw the sliding mesh for each of the three regions.

[0075] Specifically, the sliding mesh for region I is drawn as follows: Assuming the surface under load is perfectly smooth, the surface force is the maximum principal stress. The composite reinforced monolithic pavement is in a state of plastic failure, therefore the surface force is the ultimate bearing capacity. p u ,Right now p u =σ1, α=0°.

[0076] Along the first set of slip lines S 1: Depend on And ε is the angle between the sliding surface direction and the direction of the maximum principal stress, which is... Seeking .

[0077] Along the second set of slip lines S 2: Depend on Seeking .

[0078] If the angle between the two sets of slip lines is θ, then .

[0079] In the formula: β 1 represents the direction angle of the first set of slip lines, in °; β 2 represents the direction angle of the second set of slip lines, in °; α is the direction angle of the maximum principal stress, in °; ε Let be the angle between the sliding surface direction and the direction of maximum principal stress, expressed in °; φ is the internal friction angle of the composite reinforced monolithic pavement, in °.

[0080] Because it is a weightless medium γ =0, stress does not change with depth, therefore the magnitude and direction of the principal stresses in region I remain unchanged. The slip mesh is composed of... β 1 and β 2. Composed of two sets of straight lines, such as Figure 13 As shown.

[0081] Draw the sliding wire mesh for zone Ш: In Zone III, the composite reinforced monolithic pavement is damaged by horizontal compression, and the horizontal stress is greater than the vertical stress. Therefore, the surface force acting on the surface of the composite reinforced monolithic pavement is... f =σ3, MPa, α=90°.

[0082] Along the first set of slip lines S 1: Depend on Seeking .

[0083] Along the second set of slip lines S 2: Depend on Seeking .

[0084] In the formula: β 1 represents the direction angle of the first set of slip lines, in °; β 2 represents the direction angle of the second set of slip lines, in °; α is the direction angle of the maximum principal stress, in °; ε Let be the angle between the sliding surface direction and the direction of maximum principal stress, expressed in °; φ is the internal friction angle of the composite reinforced monolithic pavement, in °.

[0085] Similarly, because it is a weightless medium, the stress in region III remains unchanged, and the slip wire mesh is also composed of... β 1 and β 2. The angle formed by the intersection of two sets of straight lines ,like Figure 14 As shown.

[0086] Draw the sliding mesh for region P: Region П lies between Region Ⅰ and Region Ш, serving as a transition zone connecting them. A set of slip lines in this region must originate from... Figure 15 Midpoint A and B (i.e., ultimate bearing capacity P) u The first set of slip lines is the ray emanating from the boundary of the external load; the second set of slip lines is the curve connecting the slip lines of region I and region III, and intersects with the first set of slip lines at a point... The properties of the slip lines of this set of curves, Figure 15 middle This refers to the slip segment in region П. Take any point above M Its radius is r , and the boundary of region I AC The included angle is ω (rad). (Passing through...) M stippling tangent and normal . M reaction force at point R With normal The included angle is the internal friction angle φ (°) of the composite reinforced monolithic pavement. Tangent and normal They are two intersecting slip lines with an angle of intersection of θ. .from Figure 15 The geometric relationships in the diagram show that the reaction force R (N) direction points A Point. Let the included angle increase by a small amount dω, and the corresponding increase in radius is d. r .from Figure 15 The geometric relationships in the equation are: Formula 31 In the formula: r For any point on the curve slip line in Zone II M Boundary point of action with ultimate bearing capacity A The distance, in meters; ω is the line connecting any point to the boundary point of the ultimate bearing capacity and the boundary of Zone I. AC The included angle is , rad; φ is the internal friction angle of the composite reinforced monolithic pavement, in °.

[0087] Solving equation 31 yields: Formula 32 When ω=0, r=r 0 (i.e., the length of AC, m), hence a constant. C =ln( r 0), C is a constant.

[0088] Will C Substitute value ,have to Therefore This indicates that the curve slip line in region П is a logarithmic spiral, and the angle between it and the first set of ray slip lines is π / 2+φ.

[0089] Through the above steps, the slip network of zones I, II, and III has been obtained. A complete slip network for the non-heavy composite reinforced monolithic pavement is then drawn, as follows: Figure 16 As shown.

[0090] Figure 17 The sliding zone of a heavy-medium composite reinforced monolithic pavement is represented by half of it (i.e., a polygon). OCEF Taking [the subject] as the research object, calculate its physical strength. W (kN). The polygon OCEF It is divided into three parts, namely: OAC , ACE , AEF .in AB = b ( b (Where the effective width of the ultimate bearing capacity is in meters). AC = r 0, AE = r 0e π / 2tanφ , γ The weight of the composite reinforced monolithic pavement.

[0091] It should be noted that in practical applications, the above method or existing drawing methods can be used to draw the sliding wire mesh. Existing drawing methods will not be described in detail here.

[0092] For step D, the following steps are included: Step D1: Calculate the volume of half of region I: Formula 33 In the formula: V OAC For half the volume of region I, m 3 ; b The effective width of the ultimate bearing capacity, in meters (m). φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0093] Step D2: Calculate the volume of one of the II regions: Formula 34 In the formula: V ACE Let m be the volume of one of the II regions. 3 ; ,for AC The length, in meters; φThe internal friction angle of the composite reinforced monolithic pavement is °.

[0094] Step D3: Find A The volume of one of the III regions is: Formula 35 In the formula: V AEF Let m be the volume of one of the III regions. 3 ; ,for AC The length, in meters; φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0095] Step D4: Calculate the volume of the half-heavy medium composite reinforced monolithic pavement. Formula 36 In the formula: V OCEF For half the volume of a heavy-medium composite reinforced monolithic pavement, m 3 .

[0096] Step D5: Calculate the body force (kN) of the semi-heavy medium composite reinforced monolithic pavement. Formula 37 In the formula: W OCEF The mass force of a semi-heavy medium composite reinforced monolithic pavement is kN; V OCEF For half the volume of a heavy-medium composite reinforced monolithic pavement, m 3 ; γ The unit weight of the composite reinforced monolithic pavement is kN / m. 3 .

[0097] Step D6: Calculate the surface force acting on the surface of the composite reinforced monolithic pavement: Formula 38 In the formula: f The surface force acting on the surface of the composite reinforced monolithic pavement, in MPa; b The effective width of the ultimate bearing capacity, in meters (m). γ The unit weight of the composite reinforced monolithic pavement is kN / m. 3 ; φ The internal friction angle of the composite reinforced monolithic pavement is °.

[0098] Step E includes the following steps: Step E1: Taking a composite reinforced monolithic pavement considering cohesion as the research object, the composite reinforced monolithic pavement reaches the limit equilibrium condition, such as... Figure 18 As shown. Extend the breaking envelope to intersect the σ axis at... O `point. With` O `The point is taken as the origin of the new coordinate system, and the σ value all become` .

[0099] According to the limiting equilibrium formula: Formula 39 Formula 40 because Therefore

[0100] Step E2: For the Шth region, because σ3 = f Therefore

[0101] use , , ,have to Formula 41 Step E3: For region I, because σ1 = p u Similarly, it can be deduced that

[0102] use , , ,have to Formula 42 Step E4: On the same slip line, constant C α They should be equal. C α I = C α Ш Therefore Formula 43 The ultimate bearing capacity is obtained after adjustment. p u The expression: Formula 44 This formula represents the ultimate bearing capacity formula for composite reinforced monolithic pavements, where... Formula 45 Formula 46 N γ , N c Both are referred to as bearing capacity coefficients.

[0103] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A composite reinforced monolithic pavement, characterized in that, It includes, from top to bottom, a wear layer, a surface layer, a composite adhesive layer, and a base layer; The surface layer includes geocells, an adhesive layer, and an asphalt mixture. The geocells are multi-layered. The asphalt mixture is filled into the grid of the geocells to form a geocell layer. Adjacent geocell layers are fixedly connected by an adhesive layer. The composite reinforced monolithic pavement also includes connectors, which are columnar in shape. In two adjacent geocell layers, part of the connectors are inserted into the receiving space of the lower geocell, and the remaining part of the connectors are inserted into the receiving space of the upper geocell. The connector includes a connecting column, an inner tube, an outer tube, and a spring. In two adjacent geocell layers, part of the outer tube is inserted into the receiving space of the lower geocell, and the remaining part is inserted into the receiving space of the upper geocell. The outer tube is fixedly connected to the geocell. The inner tube is sleeved on the lower part of the connecting column and is movably connected to the connecting column. The upper end of the connecting column has an upper boss, and the lower end of the inner tube has a lower boss. The spring is sleeved on the outer wall of the connecting column and the inner tube. The top end of the spring abuts against the upper boss, and the lower end of the spring abuts against the lower boss. The top end of the connecting column has a groove, and the bottom end of the inner tube has an arc-shaped protrusion. In the vertical direction, the arc-shaped protrusion of the upper connecting column is inserted into the groove of the lower inner tube. Multiple connecting columns in the vertical direction are connected as a whole. The composite reinforced monolithic pavement also includes a fixing component, which includes a clamping plate that clamps the strips of the geocell. The geocell has a rhomboid grid shape. The fixing component includes four connecting plates and four clamping plates. In each grid of the geocell, each strip of the grid is clamped by a clamping plate, and adjacent clamping plates are fixedly connected by connecting plates.

2. The composite reinforced monolithic pavement according to claim 1, characterized in that, The geocell is a honeycomb-shaped three-dimensional grid structure.

3. The composite reinforced monolithic pavement according to claim 2, characterized in that, The connecting portion of the geocell strips has two connection points, and the strips between the two connection points are not connected, thus forming an accommodating space.

4. The composite reinforced monolithic pavement according to claim 2, characterized in that, Through holes are formed on the strip.

5. The composite reinforced monolithic pavement according to claim 4, characterized in that, The diameter of the through hole is 1~3cm.

6. The composite reinforced monolithic pavement according to claim 4, characterized in that, The through holes are arranged in a triangular pattern.

7. The composite reinforced monolithic pavement according to claim 2, characterized in that, The strip is made of polypropylene or polyethylene terephthalate.

8. The composite reinforced monolithic pavement according to claim 7, characterized in that, The tensile strength per unit width of the strip is ≥1200 N / cm, and the elongation at break is ≤15%.

9. A construction method for a composite reinforced monolithic pavement, characterized in that, For use in the construction of composite reinforced monolithic pavement as described in any one of claims 1 to 8.

10. The construction method of the composite reinforced monolithic pavement according to claim 9, characterized in that, Includes the following steps: The base layer, composite tack coat, surface layer, and wear-resistant layer are laid in sequence to complete the construction of the composite reinforced monolithic pavement.

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