A tunnel white to black pavement structure

Abstract

The utility model provides a tunnel white-to-black pavement structure, including an original cement concrete surface layer, a white-black interface layer and a pavement wear protection layer arranged in sequence from bottom to top, the white-black interface layer includes an original cement concrete pavement milling layer and a rubber asphalt stress absorption layer, the original cement concrete pavement milling layer is arranged on the original cement concrete surface layer, and the rubber asphalt stress absorption layer is connected between the pavement wear protection layer and the original cement concrete pavement milling layer. This structure of the application is simple to construct, short in construction period, and moderate in engineering cost; it also has low vibration and noise, less waste, and little impact on the environment; in tunnel applications, the original pavement is slightly raised, and the tunnel clearance is not affected; at the same time, the new pavement is of high quality, and has excellent properties such as crack resistance, anti-skid, noise reduction, environmental protection, and dust prevention.

Description

Technical Field

[0001] The utility model relates to the technical field of pavement structures, in particular to a tunnel white-to-black pavement structure. Background Art

[0002] The “white to black” tunnel pavement conversion refers to laying an asphalt concrete surface layer on the basis of the original cement concrete pavement, so that the original concrete rigid pavement is transformed into an asphalt flexible pavement.

[0003] The necessity of changing the white tunnel pavement to black is mainly reflected in the following three aspects: first, cement concrete pavement is prone to diseases, which has a great impact on driving safety and comfort; second, in the unique environment of tunnels, the anti-skid performance of cement concrete pavement is poor; third, compared with cement concrete pavement, asphalt pavement has the advantages of anti-skid, noise reduction, environmental protection, and dust prevention.

[0004] In engineering design practice, according to the current road conditions, structural strength and disease conditions, and taking into account construction technical conditions, construction period requirements and economic rationality, there are usually three "white to black" solutions, namely: repair and overlay, crushing and reconstruction, and excavation and new construction; repair and overlay refers to the repair and reinforcement of the original cement concrete slabs, and then the asphalt concrete cover to form a combination structure of a rigid base and flexible surface layer. This solution is prone to radiating cracks, and the road surface is relatively elevated, which has a great impact on the tunnel clearance and entrance and exit connections; crushing and reconstruction refers to the repair and reinforcement of the cement concrete slabs, and then the asphalt concrete cover to form a combination structure of a rigid base and a flexible surface layer. This solution is prone to radiating cracks, and the road surface is relatively elevated, which has a great impact on the tunnel clearance and entrance and exit connections; crushing and reconstruction refers to the repair and reinforcement of the cement concrete slabs After the blocks are resonantly crushed, the formed cement concrete crushed layer is used as the road surface base layer, and an asphalt surface layer is laid on it. This solution has large vibration and noise during construction, and it is necessary to carry out vibration reduction protection for sensitive buildings on the road side. In addition, the road surface is raised relatively much, which has a great impact on the tunnel clearance and entrance and exit connections; excavation and new construction refers to excavating the original cement concrete pavement and rebuilding it according to the asphalt concrete pavement. However, this solution has a high engineering cost, a lot of waste, great environmental pollution, a great impact on the current traffic, and a long construction period. The above three solutions all have some defects in tunnel applications.

[0005] In view of this, it is necessary to propose a tunnel white-to-black pavement structure to solve or at least alleviate the above-mentioned defects. Utility Model Content

[0006] The main purpose of the utility model is to provide a tunnel white-to-black pavement structure to solve the problems in the prior art that the new pavement has poor coordination with the old pavement thereunder and the new pavement is prone to cracking.

[0007] To achieve the above-mentioned purpose, the utility model provides a tunnel white-to-black pavement structure, comprising an original cement concrete surface layer, a white-black interface layer and a pavement wear protection layer arranged in sequence from bottom to top; wherein:

[0008] The white-black interface layer includes an original cement concrete pavement milling layer and a rubber asphalt stress absorption layer. The original cement concrete pavement milling layer is arranged on the original cement concrete surface layer, and the rubber asphalt stress absorption layer is connected between the pavement wear protection layer and the original cement concrete pavement milling layer.

[0009] Preferably, the milling layer of the original cement concrete pavement is depressed to form a plurality of grooves arranged in sequence side by side, the grooves are sawtooth-shaped, and the rubber asphalt stress absorbing layer is embedded in and connected to the grooves.

[0010] Preferably, the pavement wear protection layer comprises high-density emulsified asphalt and high-density polymerized asphalt.

[0011] Preferably, the road wear protection layer has a thickness of 0.8 cm to 3 cm.

[0012] Preferably, the road wear protection layer also includes one of basalt fiber and carbon fiber.

[0013] Preferably, the depth of the groove is 1 cm to 2 cm.

[0014] Preferably, the porosity of the road wear protection layer is greater than 20%.

[0015] Preferably, the original cement concrete surface layer includes a plurality of cement concrete slabs, a transverse construction joint is reserved between each two adjacent cement concrete slabs in the longitudinal direction, a longitudinal shrinkage joint is reserved between each two adjacent cement concrete slabs in the transverse direction, and the original cement concrete pavement milling layer is arranged on the cement concrete slabs.

[0016] Preferably, the original cement concrete surface layer further includes a force transfer rod, and the force transfer rod is arranged in the transverse construction joint.

[0017] Preferably, the original cement concrete surface layer further includes a tie rod, and the tie rod is arranged in the longitudinal shrinkage joint.

[0018] Compared with the prior art, the utility model provides the following beneficial effects:

[0019] The utility model provides a tunnel white-to-black pavement structure, including the original cement concrete surface layer, the white-black interface layer and the pavement wear protection layer arranged in sequence from bottom to top, the white-black interface layer includes the original cement concrete pavement milling layer and the rubber asphalt stress absorption layer, the original cement concrete pavement milling layer is arranged on the original cement concrete surface layer, and the rubber asphalt stress absorption layer is connected between the pavement wear protection layer and the original cement concrete pavement milling layer. This structure of the application is simple to construct, short in construction period, and moderate in engineering cost; it also has low vibration and noise, less waste, and little impact on the environment; in tunnel applications, the original pavement is slightly raised, and the tunnel clearance is not affected; at the same time, the new pavement is of high quality, and has excellent properties such as crack resistance, anti-skid, noise reduction, environmental protection, and dust prevention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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 or the description of the prior art 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 the structures shown in these drawings without paying creative work.

[0021] Figure 1 This is a schematic diagram of the overall pavement structure in one embodiment of the utility model.

[0022] The purpose, features and advantages of the present invention will be further described in conjunction with the embodiments and with reference to the accompanying drawings.

[0023] Description of Figure Numbers:

[0024] 10. Original cement concrete surface layer; 20. White-black interface layer; 210. Original cement concrete pavement milling layer; 220. Rubber asphalt stress absorption layer; 30. Pavement wear protection layer. DETAILED DESCRIPTION

[0025] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0026] 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 of 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.

[0027] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back...) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0028] In addition, the descriptions of "first", "second", etc. in the present utility model are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in this field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0029] Please see attached Figure 1 The utility model provides a tunnel white-to-black pavement structure in one embodiment, which is different from the three "white-to-black" solutions in the prior art, in which the new pavement has poor coordination with the old pavement below, the new pavement is prone to cracking, and has a large elevation, which affects the tunnel clearance. The present application solves the above defects in the prior art by setting up a tunnel white-to-black pavement structure. The details are as follows:

[0030] It includes an original cement concrete surface layer 10, a white-black interface layer 20 and a pavement wear protection layer 30 arranged in sequence from bottom to top; wherein the white-black interface layer 20 includes an original cement concrete pavement milling layer 210 and a rubber asphalt stress absorption layer 220, the original cement concrete pavement milling layer 210 is arranged on the original cement concrete surface layer 10, and the rubber asphalt stress absorption layer 220 is connected between the pavement wear protection layer 30 and the original cement concrete pavement milling layer 210.

[0031] Specifically, the present application mainly makes structural improvements on the basis of the repair and overlay scheme. The repair and overlay refers to repairing and reinforcing the original cement concrete slabs, and then covering them with asphalt concrete to form a combination structure of a rigid base and a flexible surface layer. The prerequisite is that the bearing capacity of the cement concrete slabs is basically intact, so it is suitable for cement concrete pavements that only have functional diseases or localized mild structural diseases; therefore, the original cement concrete surface layer 10 in the present application is the cement concrete slabs of the original existing road, and the white-black interface layer 20 is used to enhance the coordination and adhesion between the interface of the new and old pavements, so as to reduce the new pavement layer. Cracking; the pavement wear protection layer 30 is a newly laid pavement layer. The present application is a preferred embodiment. The pavement wear protection layer 30 includes high-density emulsified asphalt and high-density polymerized asphalt, which is a kind of ultra-thin or ultra-thin drainage wear protection layer covering the pavement surface layer, using high-density emulsified asphalt as a waterproof bonding layer, using high-density polymerized asphalt as a binder for open grading design, and using integrated spreading hot paving. It has excellent road performance and the function of reinforcing and protecting old pavements. It is an ultra-high performance pavement (abbreviated as "UHPP"). Such a relatively conventional construction technology solution will not increase the pavement elevation, so it is suitable for tunnels and will not increase the tunnel clearance.

[0032] Among them, in order to facilitate the connection between the new and old pavements to be more coordinated and stable, the white-black interface layer 20 includes the original cement concrete pavement milling layer 210 and the rubber asphalt stress absorption layer 220. Usually, a slurry seal layer is set on the surface of the original cement concrete surface layer 10. The slurry seal layer is mainly used to maintain the old concrete pavement. In particular, when cracks and potholes appear on the pavement and the surface is worn, the function of the pavement can be restored and further damage can be prevented by spreading the slurry seal layer mixture on the pavement and curing it as soon as possible. Therefore, when the remaining pavement structure layers of this scheme are set upward in sequence, the slurry seal layer needs to be removed by a milling machine first. The original cement concrete pavement milling layer 210 is formed. During milling, the milling direction is adjusted according to the settlement of the cement slab to ensure thorough milling, so as to compensate for the thickness of the upper new pavement layer to reduce the height of the new pavement. The rubber asphalt stress absorbing layer 220 has the ability to absorb and disperse stress, and can effectively protect the pavement structure from damage caused by stress, so as to improve the durability of the pavement and prevent reflective cracks. Before paving the upper layer of UHPP, the rubber asphalt stress absorbing layer 220 needs to be cleaned to remove loose gravel without bonding to avoid affecting the bonding performance with UHPP.

[0033] Preferably, in order to improve the crack resistance and resistance of the pavement wear protection layer 30 (UHPP), basalt fiber or carbon fiber can be added to the pavement wear protection layer 30, both of which can reinforce the pavement structure and prevent pavement cracking. In a preferred embodiment, the residual mass of the fiber is preferably 0.3% to 0.4%.

[0034] As a preferred embodiment of the utility model, the original cement concrete pavement milling layer 210 is recessed to form a plurality of grooves arranged in sequence side by side, the grooves are sawtooth-shaped, and the rubber asphalt stress absorption layer 220 is embedded in and connected to the grooves.

[0035] It should be noted that the grooves formed by the milling layer can increase the coordination and adhesion between the new and old road surfaces, so that the rubber asphalt stress absorption layer 220 can penetrate into the grooves, and the two are tightly combined to ensure the bonding tightness of the connection. Among them, the grooves in the present application are serrated, and the serrations can be formed by the characteristics of the milling machine, which is more convenient for the bonding of the stress absorption layer. It can also be other shapes. Those skilled in the art can make appropriate adjustments according to the characteristics of different milling machines.

[0036] As a preferred embodiment of the present invention, the road wear protection layer 30 has a thickness of 0.8 cm to 3 cm.

[0037] It is worth mentioning that since UHPP is a relatively thin pavement structure while ensuring excellent road performance, its thinness and high strength compared to conventional pavement structures can reduce pavement elevation and ensure tunnel clearance. Therefore, its thickness is usually between 0.8cm and 3cm. In the application of this field, it can be divided into ultra-thin pavement structures of 1.5cm to 3cm, or extremely thin pavement structures of 0.8cm to 1.5cm. Technical personnel in this field can choose according to the situation according to different application scenarios.

[0038] Furthermore, the depth of the groove is 1 cm to 2 cm.

[0039] It should be noted that the depth of the groove represents the thickness of the original cement concrete pavement milling layer 210. This thickness can be compensated for the thickness of the newly paved pavement layer by means of recessed milling to facilitate bonding, so as to reduce the height of the new pavement and be more suitable for tunnel applications. In this application, as a preferred embodiment, the depth of the groove can be set to 1cm to 2cm.

[0040] Furthermore, the porosity of the road wear protection layer 30 is greater than 20%.

[0041] It should be understood that, in order to ensure better road drainage performance, preferably, the porosity of the road wear protection layer 30 needs to be set to be greater than 20%, and further, its pore connectivity can be set to be greater than 75%.

[0042] Furthermore, the original cement concrete surface layer 10 includes a plurality of cement concrete slabs, a transverse construction joint is reserved between each two adjacent cement concrete slabs along the longitudinal direction, a longitudinal shrinkage joint is reserved between each two adjacent cement concrete slabs along the transverse direction, and the original cement concrete pavement milling layer 210 is arranged on the cement concrete slabs.

[0043] It should be noted that since the present application is a structural improvement based on the repair and overlay scheme, before the "white to black" transformation of the tunnel cement concrete pavement is implemented, the cement concrete slab defects must be thoroughly treated first. Therefore, the original cement concrete surface layer 10 includes multiple cement concrete slabs (not shown in the figure). When treating the defects, a single old slab can be broken up and transported away, and the base layer can be treated as appropriate, and then early-strength cement concrete can be used for repair. For continuous broken slabs, early-strength cement concrete or modified asphalt concrete can be used for backfilling, and joints need to be reserved between adjacent slabs in the horizontal and vertical directions. The horizontal construction joints are mainly to prevent road cracking and potholes, while the longitudinal shrinkage joints are to eliminate structural cracks caused by temperature and pressure.

[0044] Furthermore, the original cement concrete surface layer 10 also includes a force transmission rod, and the force transmission rod is arranged in the transverse construction joint.

[0045] It should be noted that the force transfer rod (not shown) is arranged in the center of the transverse construction joint of the cement concrete slab to strengthen the road surface, so that the driving load can be transmitted smoothly, while preventing the occurrence of unstable phenomena such as road surface dislocation and misalignment.

[0046] Furthermore, the original cement concrete surface layer 10 also includes a tie rod, and the tie rod is arranged in the longitudinal shrinkage joint.

[0047] It can be understood that the pull rod (not shown) can enhance the bearing capacity of the cement pavement, prevent the expansion of pavement cracks, maintain the flatness of the pavement, extend the service life of the pavement, improve the flatness of the pavement, and enhance the stability of the pavement.

[0048] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A tunnel white-to-black pavement structure, characterized in that: It includes the original cement concrete surface layer, the white and black interface layer and the road wear protection layer arranged from bottom to top; among them, The white-black interface layer includes an original cement concrete pavement milling layer and a rubber asphalt stress absorption layer. The original cement concrete pavement milling layer is arranged on the original cement concrete surface layer, and the rubber asphalt stress absorption layer is connected between the pavement wear protection layer and the original cement concrete pavement milling layer.

2. The tunnel white-to-black pavement structure according to claim 1 is characterized in that: The milling layer of the original cement concrete pavement is concave to form a plurality of grooves arranged in sequence and side by side, the grooves are sawtooth-shaped, and the rubber asphalt stress absorbing layer is embedded in and connected to the grooves.

3. The tunnel white-to-black pavement structure according to claim 1 is characterized in that: The thickness of the road wear protection layer is 0.8 cm to 3 cm.

4. The tunnel white-to-black pavement structure according to claim 2 is characterized in that: The depth of the groove is 1 cm to 2 cm.

5. The tunnel white-to-black pavement structure according to claim 1 is characterized in that: The porosity of the road wear protection layer is greater than 20%.

6. The tunnel white-to-black pavement structure according to claim 1, characterized in that: The original cement concrete surface layer includes a plurality of cement concrete slabs, a transverse construction joint is reserved between each two adjacent cement concrete slabs in the longitudinal direction, a longitudinal shrinkage joint is reserved between each two adjacent cement concrete slabs in the transverse direction, and the original cement concrete pavement milling layer is arranged on the cement concrete slabs.

7. The tunnel white-to-black pavement structure according to claim 6 is characterized in that: The original cement concrete surface layer also includes a force transmission rod, which is arranged in the transverse construction joint.

8. The tunnel white-to-black pavement structure according to claim 6 is characterized in that: The original cement concrete surface layer also includes a tie rod, which is arranged in the longitudinal shrinkage joint.

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