Flexible base layer anti-icing pavement structure for tunnel entrance and exit

Abstract

The utility model discloses a flexible base layer anti-icing pavement structure for a tunnel entrance and exit, and relates to the technical field of road engineering. Comprising a roadbed, tack coat oil is laid on the top face of the roadbed, a graded broken stone subbase layer is laid at the end, away from the roadbed, of the tack coat oil, and a water-based-organic polymer stabilized broken stone base layer is laid at the end, away from the tack coat oil, of the graded broken stone subbase layer. A cement concrete plate is laid at the end, away from the graded broken stone subbase layer, of the water-based-organic polymer stabilized broken stone base layer, and a heat supply assembly is laid in the cement concrete plate. The temperature of the road surface can be controlled through the heat supply assembly, the phenomena of snow accumulation and rainwater freezing on the road surface are effectively avoided, and the problem that the road surface of local road sections such as tunnel entrances and exits is frozen is effectively solved; through the water-based-organic polymer stabilized macadam base layer, large deformation caused by temperature difference in the pavement structure can be prevented; and accumulated water of the road sign can be effectively drained through the graded broken stone subbase layer, and driving safety is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of road engineering, in particular to a flexible base anti-icing pavement structure for tunnel entrances and exits. Background Art

[0002] Snow and ice on roads are one of the main factors in road traffic safety. As the connecting area between highways and tunnels, tunnel entrances and exits have always been one of the key sections of traffic safety due to factors such as changes in driving vision, road alignment and anti-skid performance of the road surface. The longitudinal slope of urban roads and tunnel entrances and exits on some sections can reach up to 5%. Snow and ice in the north, high-cold areas and some areas in the south, steep slope alignment and rainy and snowy weather further increase the difficulty of safe travel on the road. Traditional road snow removal and ice melting lowers the freezing point by spreading snow-melting salts, which has defects such as low efficiency, post-treatment, and incomplete snow melting. Even the Cl ions in the snow-melting salts can damage cement concrete and cause road surface damage. The geothermal pipe method extracts thermal energy from underground rock or water bodies through drilling and burying pipes to increase the road surface temperature and prevent the road from icing. However, drilling and burying pipes will occupy a large amount of underground space resources, which is not conducive to the overall strength of the road structure and later development. The use of cable heating and anti-icing technology such as carbon fiber requires the laying of a large number of cables and sufficient power, which requires large investment and low energy utilization. Therefore, how to use low-power and low-resource methods to prevent icing on roads such as tunnel entrances and exits is one of the important considerations for improving driving safety. Utility Model Content

[0003] The utility model aims to provide a flexible base anti-icing pavement structure for tunnel entrances and exits, so as to solve the problems existing in the above-mentioned prior art.

[0004] To achieve the above-mentioned purpose, the utility model provides the following solution: The utility model provides a flexible base anti-icing pavement structure for tunnel entrances and exits, including a roadbed, a tack coat oil is laid on the top surface of the roadbed, a graded crushed stone subbase is laid on the end of the tack coat oil away from the roadbed, a water-based-organic polymer stabilized crushed stone base is laid on the end of the graded crushed stone subbase away from the tack coat oil, a cement concrete slab is laid on the end of the water-based-organic polymer stabilized crushed stone base away from the graded crushed stone subbase, and a heating component is laid in the cement concrete slab.

[0005] Preferably, the heating assembly includes a plurality of heating pipes arranged in the cement concrete slab, one end of the heating pipe extending out of the cement concrete slab is fixedly connected and communicated with a water inlet pipe, the other end of the heating pipe extending out of the cement concrete slab is fixedly connected and communicated with a drain pipe, and solenoid valves are respectively installed in the ends of the heating pipe close to the water inlet pipe and the drain pipe.

[0006] Preferably, all the heating pipes are arranged at equal intervals in the cement concrete slab extending out.

[0007] Preferably, a plurality of temperature sensors are installed on the outer wall of the heating pipe on one side close to the top surface of the cement concrete slab.

[0008] Preferably, the water inlet pipe is arranged above the drain pipe.

[0009] Preferably, the thickness of the cement concrete slab is 20-30CM.

[0010] Preferably, the thickness of the water-based-organic polymer stabilized gravel base layer is 15-20CM.

[0011] Preferably, the thickness of the graded crushed stone base layer is 15-20CM.

[0012] The utility model discloses the following technical effects:

[0013] The utility model can control the temperature of the road surface through the heating component, effectively avoiding the phenomenon of snow accumulation on the road surface and rainwater freezing, and effectively solving the problem of road surface icing in local sections such as tunnel entrances and exits; at the same time, through the water-based-organic polymer stabilized gravel base layer, it can prevent the road surface structure from being greatly deformed due to the internal temperature difference; and through the graded gravel base layer, it can effectively remove the water accumulation on the road signs to ensure driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0016] Figure 2 This is a schematic diagram of the cross-sectional structure of the cement concrete slab of the utility model;

[0017] Figure 3 This is a schematic diagram of the structure of the heating component of the utility model;

[0018] Among them, 1. Cement concrete slab; 2. Water-based-organic polymer stabilized gravel base; 3. Graded gravel subbase; 4. Adhesive layer oil; 5. Roadbed; 6. Heating pipe; 7. Water inlet pipe; 8. Drainage pipe. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0020] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0021] Reference Figure 1-Figure 3 The utility model discloses a flexible base anti-icing pavement structure for tunnel entrances and exits, including a roadbed 5, a tack coat 4 is laid on the top surface of the roadbed 5, a graded crushed stone subbase 3 is laid on the end of the tack coat 4 away from the roadbed 5, a water-based-organic polymer stabilized crushed stone base 2 is laid on the end of the graded crushed stone subbase 3 away from the tack coat 4, a cement concrete slab 1 is laid on the end of the water-based-organic polymer stabilized crushed stone base 2 away from the graded crushed stone subbase 3, and a heating component is laid in the cement concrete slab 1.

[0022] The utility model can control the temperature of the road surface through the heating component, effectively avoiding the phenomenon of snow accumulation on the road surface and rainwater freezing, and effectively solving the problem of road surface icing in local sections such as tunnel entrances and exits; at the same time, through the water-based-organic polymer stabilized gravel base layer 2, it can prevent the road surface structure from being greatly deformed due to the internal temperature difference; and through the graded gravel subbase layer 3, it can effectively remove the water accumulation on the road signs to ensure driving safety.

[0023] Further optimized solution, the heating assembly includes a plurality of heating pipes 6 arranged in the cement concrete slab 1, one end of the heating pipe 6 extending out of the cement concrete slab 1 is fixedly connected and connected to the water inlet pipe 7, the other end of the heating pipe 6 extending out of the cement concrete slab 1 is fixedly connected and connected to the drainage pipe 8, and the ends of the heating pipe 6 close to the water inlet pipe 7 and the drainage pipe 8 are respectively installed with solenoid valves. The heating pipe 6 is arranged in a U shape.

[0024] The heat pump unit is operated by the power supply system in the tunnel. At the same time, the heat emitted by the equipment in the tunnel can be used to heat up and keep the liquid warm. The liquid after heat exchange can also dissipate heat from the equipment in the tunnel. The liquid is sent into the heating pipe 6 through the heat pump unit to heat the cement concrete slab 1, effectively avoiding snow accumulation on the road surface and ice formation from rainwater.

[0025] The cement concrete slab 1 is a prefabricated slab, and the heating pipe 6 is embedded in the cement concrete slab 1 in a processing plant.

[0026] According to a further optimized solution, all the heating pipes 6 are arranged at equal intervals in the cement concrete slab 1 .

[0027] Further optimization scheme, a plurality of temperature sensors are installed on the outer wall of the heating pipe 6 close to the top surface of the cement concrete slab 1. The temperature of the cement concrete slab 1 is monitored by the temperature sensor. When the temperature sensor detects that the temperature of the cement concrete slab 1 is lower than the set minimum temperature, the solenoid valve on the corresponding heating pipe 6 is opened to allow the liquid to flow into the heating pipe 6 to heat the cement concrete slab 1. When the temperature sensor detects that the temperature of the cement concrete slab 1 reaches the set maximum temperature, the solenoid valve on the corresponding heating pipe 6 is closed, which effectively avoids snow accumulation on the road surface and ice formation of rainwater.

[0028] In a further optimized solution, the water inlet pipe 7 is arranged above the drain pipe 8. The road surface can be effectively heated.

[0029] According to the further optimization scheme, the thickness of the cement concrete slab 1 is 20-30CM.

[0030] According to the further optimization scheme, the thickness of the water-based-organic polymer stabilized crushed stone base layer 2 is 15-20CM. The water-based-organic polymer stabilized crushed stone base layer 2 includes water-based-organic polymer, water, coarse aggregate, fine aggregate and mineral powder, the water-based-organic polymer emulsion accounts for 0.5% of the total weight of the aggregate, the optimal water content is 4.06%, and the proportion of mineral powder is 5%.

[0031] Further optimization scheme, the thickness of graded crushed stone base layer 3 is 15-20CM.

[0032] The utility model arranges a circulating heat supply pipe 6 in a cement concrete slab 1, and liquid water or a low-freezing-point liquid material is used in the heat supply pipe 6. The liquid in the heat supply pipe 6 is circulated by a heat pump unit, and the power supply of the pump unit adopts an energy system such as lighting facilities in the tunnel; by forming a circulating flow, the road surface temperature can be effectively increased to prevent snow and ice on the road surface; at the same time, in order to prevent the internal temperature difference of the surface layer of the pavement structure and the subbase layer from causing a large temperature stress, the base layer adopts water-based-organic polymer stabilized gravel; water-based-organic polymer is a new type of high-molecular resin polymer road stabilizer, which is another important road cementing material besides cement and asphalt. The water-based-organic polymer improves the material strength by forming a dense high-molecular film on the surface of the aggregate; the high-molecular material is less affected by temperature, the water-based-organic polymer stabilized gravel has good mechanical properties and deformation coordination, and the temperature shrinkage coefficient is lower than that of cement stabilized gravel, which can effectively avoid the problem of large deformation caused by the temperature difference of the pavement structure.

[0033] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0034] The embodiments described above are only descriptions of the preferred methods of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should fall within the protection scope determined by the claims of the present invention.

Claims

1. A flexible base anti-icing pavement structure for tunnel entrances and exits, characterized in that: The invention comprises a roadbed (5), the top surface of the roadbed (5) is paved with a tack coat (4), a graded crushed stone subbase (3) is paved on the end of the tack coat (4) away from the roadbed (5), a water-based-organic polymer stabilized crushed stone subbase (2) is paved on the end of the graded crushed stone subbase (3) away from the tack coat (4), a cement concrete slab (1) is paved on the end of the water-based-organic polymer stabilized crushed stone subbase (2) away from the graded crushed stone subbase (3), and a heating component is paved in the cement concrete slab (1).

2. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 1 is characterized in that: The heating assembly comprises a plurality of heating pipes (6) arranged in the cement concrete slab (1); one end of the heating pipe (6) extending out of the cement concrete slab (1) is fixedly connected to and communicated with a water inlet pipe (7); the other end of the heating pipe (6) extending out of the cement concrete slab (1) is fixedly connected to and communicated with a drainage pipe (8); and electromagnetic valves are respectively installed in the ends of the heating pipe (6) close to the water inlet pipe (7) and the drainage pipe (8).

3. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 2 is characterized in that: All the heating pipes (6) are arranged at equal intervals in the cement concrete slab (1) extending outward.

4. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 2 is characterized in that: A plurality of temperature sensors are installed on the outer wall of the heating pipe (6) on one side close to the top surface of the cement concrete slab (1).

5. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 2 is characterized in that: The water inlet pipe (7) is arranged above the drain pipe (8).

6. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 1 is characterized in that: The thickness of the cement concrete slab (1) is 20-30 cm.

7. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 1, characterized in that: The thickness of the water-based-organic polymer stabilized gravel base layer (2) is 15-20 cm.

8. The flexible base anti-icing pavement structure for tunnel entrances and exits according to claim 1 is characterized in that: The thickness of the graded crushed stone base layer (3) is 15-20 cm.

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