Consolid pavement structure with drainage ditches

Abstract

The utility model provides a consolid pavement structure with drainage ditches, which belongs to the technical field of road paving and comprises a road and drainage ditches arranged on one side or two sides of the road. The road comprises a roadbed and a first consolid stable layer laid on the upper surface of the roadbed, a first coarse particle reinforcing layer is arranged on the first consolid stable layer, and a wearing layer is laid on the first coarse particle reinforcing layer; second consolid stable layers are arranged on the side walls of the two sides of the drainage ditch. Coarse-grained gravels in the first coarse-grained reinforcing layer are squeezed together after being rolled and have high supporting capacity, the first coarse-grained reinforcing layer enables the roadbed and the first consolid stable layer to have high pressure-bearing capacity, the pressure-bearing capacity of the first coarse-grained reinforcing layer is 2-3 times that of a common consolid road surface, concave lane marks are not prone to being formed on the road surface, and the road surface is not prone to falling off. Accumulated water can also be discharged into the drainage ditch along the road surface, and the service life of the road can be effectively prolonged.

Description

Technical Field

[0001] The utility model belongs to the technical field of road paving, and particularly relates to a resistant pavement structure with drainage ditches. Background Art

[0002] Anti-sparseness soil is a building material that uses soil as a construction material. Anti-sparseness materials have the characteristics of stabilizing the soil, improving the bearing capacity of the soil, preventing seepage in the soil, and accelerating the petrification process of the soil. As the process technology of anti-sparseness stabilized soil gradually matures, the construction of earth roads using anti-sparseness stabilized soil is becoming more and more widespread. This kind of soil road has the effect of not slipping or getting stuck when driving in the rain.

[0003] For example, the invention patent with patent number CN201911318188.3 discloses a method for constructing an anti-sparse force road, including the following steps: detecting the soil sample particle gradation composition, natural water content and other indicators, and determining the amount of anti-sparse force admixture, sand and stone according to the test results; excavating and cleaning the roadbed groove, and initially pressing the bottom of the roadbed groove; laying a self-made lime soil layer with a thickness of about 5mm in the roadbed groove, and manually spraying the working fluid configured with the anti-sparse force admixture while backfilling the soil layer. When the designed roadbed thickness is reached, the light wheel roller is used for static rolling and compaction once, and manual leveling is arranged in time, and then the light wheel roller is used for static rolling and compaction 5 to 8 times until the reinforcement layer requirements are met; constructing and paving anti-sparse force stable soil, rolling to form an anti-sparse force stable layer; constructing a bonding layer on the anti-sparse force stable layer, and then using SMA-13 ​​mixture to form the road surface layer. The present invention has a short construction period, can achieve the purpose of long-term stable soil, and ensures the long-term strength and stability of the road.

[0004] However, for earth road structures, such as a 3-meter-wide rural earthen single lane, when a vehicle is traveling in the center of the single lane road, the following vehicle will move along the driving track of the previous vehicle. Due to the long-term crushing of multiple vehicles, especially after being crushed by vehicles with larger mass, a part of the soil layer under the wheels will be displaced to the sides of the road, that is, it will be flattened, and a part of the soil layer between the wheels will accumulate between the wheels, resulting in two obvious sunken road surfaces, namely lane marks. After raining, the sunken lane marks are prone to water accumulation, and the accumulated water is not easy to drain. The accumulated water penetrates into the road surface, causing the earth road surface to become looser. After being crushed by vehicles again, there will be deeper sunken roads, causing a vicious cycle in the road surface structure until the road surface structure is damaged and the service life of the road is shortened. Utility Model Content

[0005] Based on this, the utility model provides an anti-vibration pavement structure with drainage ditches to solve the technical problems existing in the prior art that the sunken lane marks are prone to water accumulation, the accumulated water is difficult to drain, the accumulated water penetrates into the road surface, causing the soil road surface to become looser, and after being crushed by vehicles again, there will be deeper sunken road surfaces, causing a vicious cycle of the road surface structure, until the road surface structure is damaged and the service life of the road is shortened.

[0006] The technical solution of the utility model to solve the above technical problems is as follows:

[0007] A resistant pavement structure with drainage ditches, comprising a road and drainage ditches arranged on one side or both sides of the road;

[0008] The road comprises a roadbed and a first anti-repellent stabilizing layer laid flat on the upper surface of the roadbed, a first coarse particle reinforcement layer is arranged on the first anti-repellent stabilizing layer, and a wear layer is laid on the first coarse particle reinforcement layer;

[0009] The side walls on both sides of the drainage ditch are provided with a second anti-repellent stabilizing layer.

[0010] Preferably, the thickness of the first anti-repellent stabilizing layer is 170 mm-230 mm, the thickness of the first coarse particle reinforcement layer is 50 mm-100 mm, and the thickness of the wear layer is 5 mm-25 mm.

[0011] Preferably, the thickness of the first anti-repellent stabilizing layer is 200 mm, the thickness of the first coarse particle reinforcing layer is 60 mm, and the thickness of the wear layer is 10 mm.

[0012] Preferably, the coarse particles of the first coarse particle reinforcement layer have a diameter of 5 mm to 20 mm.

[0013] Preferably, the drainage surface of the drainage ditch is provided with a cement blanket.

[0014] Preferably, a filling cavity is opened on the upper surface of the first anti-repellent stabilizing layer, the filling cavity is filled with coarse particles in the first coarse particle reinforcing layer, and the first coarse particle reinforcing layer is paved on the upper surface of the first anti-repellent stabilizing layer.

[0015] Preferably, the cross section of the filling cavity is a rectangle or an inverted trapezoid.

[0016] Preferably, a drainage node is provided on the wearing layer.

[0017] Preferably, the drainage node is arranged obliquely.

[0018] Compared with the prior art, the utility model has at least the following advantages:

[0019] By arranging the first coarse-grained reinforcement layer on the first anti-repellent stabilization layer, the first coarse-grained reinforcement layer is a mixture of anti-repellent stabilized soil and gravel. After rolling and leveling, the coarse-grained gravel in the first coarse-grained reinforcement layer is rolled and squeezed together, and has a strong supporting ability. The first coarse-grained reinforcement layer will make the roadbed and the first anti-repellent stabilization layer have a strong pressure-bearing capacity, and its pressure-bearing capacity is 2-3 times that of ordinary anti-repellent pavement. The pavement is not prone to forming sunken lane marks, and accumulated water can be discharged into the drainage ditch along the pavement, which can effectively improve the service life of the road. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the cross section of a resistant pavement structure with drainage ditches.

[0021] Figure 2 A top view of a stress-resistant pavement structure with drainage ditches.

[0022] In the figure: road 100, roadbed 110, first anti-repellent stabilizing layer 120, filling cavity 121, first coarse particle reinforcement layer 130, wearing layer 140, drainage node 150, drainage ditch 200, second anti-repellent stabilizing layer 210, cement blanket 220. DETAILED DESCRIPTION

[0023] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present invention can be combined with each other. The technical solution of the present invention will be further described below in conjunction with the drawings of the embodiments of the present invention, and the present invention is not limited to the following specific implementation methods.

[0024] It should be understood that the same or similar numbers in the drawings of the embodiments correspond to the same or similar parts. In the description of the present utility model, it should be understood that if there are terms such as "upper", "lower", "front", "back", "left", "right", "top", "bottom" and the like indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0025] Please see Figure 1 and Figure 2A hydrophobic pavement structure with drainage ditches comprises a road 100 and drainage ditches 200 arranged on one side or both sides of the road 100; the road 100 comprises a roadbed 110 and a first hydrophobic stabilizing layer 120 laid flat on the upper surface of the roadbed 110, a first coarse particle reinforcement layer 130 is arranged on the first hydrophobic stabilizing layer 120, and a wear layer 130 is laid on the first coarse particle reinforcement layer 130; a second hydrophobic stabilizing layer 210 is arranged on the side walls of both sides of the drainage ditch 200.

[0026] In embodiment 1, a first coarse particle reinforcement layer 130 is disposed on the first anti-repellent stabilizing layer 120 , and a first coarse particle reinforcement layer 130 is laid flat on the first anti-repellent stabilizing layer 120 .

[0027] The specific implementation is:

[0028] The first step is to lay the pre-roadbed 110: the excavator starts to loosen the roadbed 110 at each section of the original roadbed 110. When turning and plowing, both sides exceed the predetermined road surface edge line by about 30 cm, which serves as the earth shoulder, and the weeds on the shoulder are cleaned manually. When loosening the roadbed 110, determine the water content of the earthwork of each section of the original roadbed 110, and clean up large-diameter stones (the size should not affect the operation of the rotary tiller), humus and other garbage. In this process, check the roadbed 110 and turn over and backfill the soft foundation and areas with excessive water content. According to the determined road surface elevation and cross slope ratio, the excavator levels the road surface. If there are large clods of soil in the roadbed 110, the root rotary machine must break up the clods to basically present the cross slope of the road 100 (2.5% drainage to the farmland side) and leveling. Form the roadbed 110 of the first preset height.

[0029] Step 2: Laying the first anti-scavenging stabilizing layer 120: 1. According to the natural water content of the soil at the construction site, determine the dilution ratio of the anti-scavenging stabilizer concentrate and prepare it into a working solution. 2. Spray the stabilizer working solution for the first time; when the sprinkler truck sprays, the driving speed should be adjusted according to the water pump discharge speed and the width of the spraying road surface, and the unsprayed parts should be manually sprinkled. 3. The first rotary tillage and mixing; the roadbed 110 laid in the first step is rotary tilled with the first rotary tillage depth, and rotary tilled 2 to 3 times to ensure uniform mixing. The rotary tillage depth is required to be less than the loosening depth of the roadbed 110 to ensure that the soil blocks of the roadbed 110 are broken and anti-scavenging stabilized soil is formed. 4. Spray the stabilizer working solution for the second time; the spraying method and requirements are the same as above. 5. The second rotary tillage and mixing; the method and requirements are the same as above, verify the amount of stabilizer and the degree of mixing uniformity, and determine whether the above procedures need to be repeated, and the number of times to repeat. 6. Leveling; the roller is statically pressed once and the grader is leveled. 7. Shaping and rolling: For rollers above 24t, rolling generally requires 6 to 8 times. Roller rolling speed and vibration mode: For the first time, it is advisable to use 1.5 to 1.7 km / h, no vibration; for the next two times, it is advisable to use 1.5 to 1.7 km / h, strong vibration; for the next two to four times, it is advisable to use 2.0 to 2.5 km / h, slight vibration; for the last time, it is advisable to use 1.5 to 1.7 km / h, no vibration; during the rolling process, areas with a flatness exceeding ±5 cm should be manually excavated and filled.

[0030] Finally, a first anti-repellent stabilizing layer 120 of a first height is formed, and the first anti-repellent stabilizing layer 120 of the first height is smaller than the roadbed 110 of the first preset height, that is, the final roadbed 110 height = the roadbed 110 of the first preset height - the first anti-repellent stabilizing layer 120 of the first height.

[0031] Step 3: Laying of the first coarse-grained reinforcement layer 130: 1. Select coarse-grained gravel according to the natural moisture content of the soil at the construction site and the soil viscosity. 2. Spread a layer of gravel evenly on the surface of the first anti-scavenging stabilization layer 120. 3. Third rotary tillage and mixing: Use a rotary tiller to till the first anti-scavenging stabilization layer 120 laid in the second step at the second rotary tillage depth, and rotary till 2 to 3 times to ensure uniform mixing. The rotary tillage depth is required to be less than the depth of the first anti-scavenging stabilization layer 120 to ensure that the soil blocks of the first anti-scavenging stabilization layer 120 are broken. 3. Leveling: After the roller is statically compacted once, the grader is used for leveling. 4. Shaping and rolling: For rollers above 24t, rolling generally requires 6 to 8 times. Rolling speed and vibration mode of the roller: For the first pass, it is advisable to use 1.5-1.7 km / h without vibration; for the next two passes, it is advisable to use 1.5-1.7 km / h with strong vibration; for the next two to four passes, it is advisable to use 2.0-2.5 km / h with slight vibration; for the last pass, it is advisable to use 1.5-1.7 km / h without vibration; during the rolling process, the area with a flatness exceeding ±5 cm shall be manually excavated and filled. 5. Flexible rolling; after spraying the stabilizer working liquid until the surface of the road 100 is moistened, a single-bridge transport vehicle (total weight of about 30T) shall be used for guided driving rolling. The rolling shall be carried out in sequence, and each rolling shall cover the wheel mark of the previous time. When constructing in high temperature weather, in order to ensure that the surface of the road 100 is moistened during the flexible rolling process, a certain amount of stabilizer working liquid shall be appropriately sprayed, and the surface condition of the road 100 shall be checked. For the area where the surface is not closed, a thin layer of engineering soil shall be manually sprinkled before flexible rolling.

[0032] Finally, a first coarse particle reinforcement layer 130 of a first height is formed, and the first coarse particle reinforcement layer 130 of the first height is smaller than the first coarse particle stabilization layer 120 of the first height, that is, the final height of the first coarse particle stabilization layer 120 = the first coarse particle stabilization layer 120 of the first height - the first coarse particle reinforcement layer 130 of the first height. And the height of the first coarse particle reinforcement layer 130 of the first height = the final height of the first coarse particle reinforcement layer 130.

[0033] The fourth step is to dig the drainage ditch 200 and open the drainage side ditch according to the designed size. The drainage ditch 200 can be set on one side of the road 100, and the drainage ditch 200 can also be set on both sides of the road 100. The side walls of the drainage ditch 200 are filled and reinforced with a second anti-repellent stabilizing layer 210. The process of the second anti-repellent stabilizing layer 210 is the same as that of the first anti-repellent stabilizing layer 120, and the material is the same.

[0034] Step 5: Spread the wearing layer of rice stone 140; Mark the sidelines of the road 100 on both sides during construction, spray a certain amount of stabilizer working liquid until the surface is moist, and then spread the rice stone evenly by hand to a preset thickness. During construction, the sidelines should be spread first and then spread inward. The spreading work is carried out by a loader and manual work, and an agricultural tricycle can also be used to transport the rice stone. Static pressure of the wearing layer 140; After completing the above steps, a steel wheel roller is used to statically press and shape. Check the uniformity and inlay effect of the spreading of the wearing layer 140. If it is insufficient, spray the stabilizer working liquid and then sprinkle a certain amount of rice stone. When it is not sticky to the roller, the static pressure is completed. Shoulder treatment: Compact as much of the shoulder area as possible during shaping and rolling, and the rest of the workers use hoes and shovels to compact it, ensuring that the shoulder on the side close to the field or the side close to the drainage ditch 200 is compacted and slightly lower than the road 100.

[0035] The effect achieved

[0036] By setting the first coarse-grained reinforcement layer 130 on the first anti-repellent stabilization layer 120, the first coarse-grained reinforcement layer 130 is a mixture of anti-repellent stabilized soil and gravel. After rolling and leveling, the coarse-grained gravel in the first coarse-grained reinforcement layer 130 is rolled and squeezed together, and has a strong supporting ability. The first coarse-grained reinforcement layer 130 will make the roadbed 110 and the first anti-repellent stabilization layer 120 have a strong pressure-bearing capacity, and its pressure-bearing capacity is 2-3 times that of ordinary anti-repellent pavement. The pavement is not prone to forming sunken lane marks, and the accumulated water can also be discharged into the drainage ditch 200 along the pavement, which can effectively improve the service life of the road 100.

[0037] In embodiment 2, a filling cavity 121 is opened on the upper surface of the first anti-repellent stabilizing layer 120 , and the filling cavity 121 is filled with coarse particles in the first coarse particle reinforcing layer 130 , and the first coarse particle reinforcing layer 130 is paved on the upper surface of the first anti-repellent stabilizing layer 120 .

[0038] The specific implementation is:

[0039] The first step is to lay the pre-roadbed 110 : the laying method is the same as the laying method of the pre-roadbed 110 in Example 1.

[0040] Step 2: Laying of the first anti-repellent stabilizing layer 120 : The laying method is the same as the laying method of the first anti-repellent stabilizing layer 120 in Example 1.

[0041] The third step is to lay the first coarse-grained reinforcement layer 130: 1. Select different coarse-grained gravels according to the natural moisture content of the soil at the construction site and the viscosity of the soil. 2. Open a filling cavity 121 on the upper surface of the first anti-repellent stabilization layer 120, mix anti-repellent stabilization soil and gravel in a certain proportion to form coarse-grained reinforcement soil, fill the coarse-grained reinforcement soil in the filling cavity 121, fill the filling cavity 121, and spread a layer of coarse-grained reinforcement soil on the surface of the first anti-repellent stabilization layer 120. The coarse-grained reinforcement soil in the filling cavity 121 and the coarse-grained reinforcement soil spread on the surface of the first anti-repellent stabilization layer 120 together form the first coarse-grained reinforcement layer 130. 3. Leveling: The roller is statically compacted once and then the grader is used for leveling. 4. Shaping and rolling: The rolling method is the same as the shaping and rolling in the third step of Example 1. 5. Flexible rolling: The rolling method is the same as the flexible rolling in the third step of Example 1.

[0042] The fourth step is to dig a drainage ditch 200 , which is the same as the drainage ditch 200 in Example 1.

[0043] The fifth step is to spread the rice stone wearing layer 130; the laying method of the wearing layer 130 is the same as the laying method of the wearing layer 130 in Example 1.

[0044] The effect achieved

[0045] A filling cavity 121 is opened on the upper surface of the first anti-repellent stabilizing layer 120, and the opening position of the filling cavity 121 is located on the driving track where vehicles frequently travel. After the filling cavity 121 is filled with coarse-grained reinforced soil, a layer of coarse-grained reinforced soil is spread on the surface of the first anti-repellent stabilizing layer 120. Since the filling cavity 121 contains coarse-grained reinforced soil, after rolling and leveling, the coarse-grained gravel in the first coarse-grained reinforced layer 130 is squeezed together after being rolled, and has a strong supporting ability. The coarse-grained gravel in the filling cavity 121 has a strong pressure-bearing capacity, which can provide a stronger supporting capacity for the vehicle. Its pressure-bearing capacity is 3-4 times that of ordinary anti-repellent pavement. The pavement is not easy to form sunken lane marks, and the accumulated water can also be discharged into the drainage ditch 200 along the pavement, which can effectively improve the service life of the road 100.

[0046] As a further description, the thickness of the first anti-repellent stabilizing layer 120 is 170 mm-230 mm, the thickness of the first coarse particle reinforcing layer 130 is 50 mm-100 mm, and the thickness of the wear layer 130 is 5 mm-25 mm.

[0047] Specifically, the first anti-repellent stabilizing layer 120 has a thickness of 200 mm, the first coarse particle reinforcing layer 130 has a thickness of 60 mm, and the wear layer 130 has a thickness of 10 mm.

[0048] Furthermore, the diameter of the coarse particles of the first coarse particle reinforcement layer 130 is 5 mm-20 mm.

[0049] Specifically, the coarse particle diameter of the first coarse particle reinforcement layer 130 is 10 mm.

[0050] Specifically, the coarse particle diameter of the first coarse particle reinforcement layer 130 is 15 mm.

[0051] Furthermore, a cement blanket 220 is provided on the drainage surface of the drainage ditch 200. The drainage surface refers to the side walls and the bottom of the drainage ditch 200. Cement is applied to the side walls and the bottom of the drainage ditch 200 to form a cement blanket 220. The cement blanket 220 has the function of preventing the drainage ditch 200 from breaking or collapsing.

[0052] Furthermore, the cross section of the filling cavity 121 is a rectangular or inverted trapezoidal shape. The rectangular or inverted trapezoidal filling cavity 121 is easy to dig and has a strong pressure bearing capacity.

[0053] Furthermore, a drainage node 150 is provided on the wear layer 130 , and the drainage node 150 can divert road surface water flow into the drainage ditch 200 .

[0054] Specifically, the drainage node 150 is arranged at an angle, so as to facilitate the drainage of road surface water into the drainage ditch 200 .

[0055] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. A resistant pavement structure with drainage ditches, characterized in that: It includes a road and a drainage ditch arranged on one or both sides of the road; The road comprises a roadbed and a first anti-repellent stabilizing layer laid flat on the upper surface of the roadbed, a first coarse particle reinforcement layer is arranged on the first anti-repellent stabilizing layer, and a wear layer is laid on the first coarse particle reinforcement layer; The side walls on both sides of the drainage ditch are provided with a second anti-repellent stabilizing layer.

2. The anti-sludge pavement structure with drainage ditch according to claim 1, characterized in that: The thickness of the first anti-repellent stabilizing layer is 170 mm-230 mm, the thickness of the first coarse particle reinforcing layer is 50 mm-100 mm, and the thickness of the wear layer is 5 mm-25 mm.

3. The anti-sludge pavement structure with drainage ditch as claimed in claim 2, characterized in that: The thickness of the first anti-repellent stabilizing layer is 200 mm, the thickness of the first coarse particle reinforcing layer is 60 mm, and the thickness of the wear layer is 10 mm.

4. The anti-sludge pavement structure with drainage ditch according to claim 1, characterized in that: The coarse particles of the first coarse particle reinforcement layer have a diameter of 5 mm to 20 mm.

5. The anti-sludge pavement structure with drainage ditch according to claim 1, characterized in that: The drainage surface of the drainage ditch is provided with a cement blanket.

6. The anti-sludge pavement structure with drainage ditch according to claim 1, characterized in that: A filling cavity is provided on the upper surface of the first anti-repellent stabilizing layer, the filling cavity is filled with coarse particles in the first coarse particle reinforcing layer, and the first coarse particle reinforcing layer is paved on the upper surface of the first anti-repellent stabilizing layer.

7. The anti-sludge pavement structure with drainage ditch according to claim 6, characterized in that: The cross section of the filling cavity is either a rectangle or an inverted trapezoid.

8. The anti-sludge pavement structure with drainage ditch according to claim 1, characterized in that: A drainage node is arranged on the wearing layer.

9. The anti-sludge pavement structure with drainage ditch according to claim 8, characterized in that: The drainage section is arranged obliquely.

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