Reinforced concrete pavement and asphalt concrete pavement transition section structure and expressway
By designing a road transition section structure from flexible to rigid at the intersection of the main highway line and the toll station, the problem of stiffness difference between the asphalt concrete pavement and the reinforced concrete pavement transition section is solved, preventing sinking and peeling, and improving driving safety and comfort.
Patent Information
- Application Number
- CN202421773334.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-25
- Publication Date
- 2025-04-25
- Estimated Expiration
- 2034-07-25
AI Technical Summary
At the intersection of the main line of the expressway and the toll station, due to the small stiffness of the asphalt concrete pavement, the problems of sinking and loose peeling occur at the transition sections of the reinforced concrete pavement and the asphalt concrete pavement, which affects driving safety and comfort.
A transition section structure between reinforced concrete pavement and asphalt concrete pavement is designed, including an asphalt transition surface layer, a rigid reinforcement base layer and a bottom transition base layer arranged in sequence from top to bottom. By embedding the asphalt transition surface layer at the upper end of the rigid reinforcement base layer, and gradually increasing the thickness of the bottom transition layer, the transition section of the pavement transition section will transition from flexibility to rigid, eliminating the stiffness difference between the two pavements.
Through this structural design, the stiffness difference between the reinforced concrete pavement and the asphalt concrete pavement transition section is effectively eliminated, problems such as sinking and loose peeling of flexible pavement are prevented, and driving safety and comfort are improved.
Smart Images
Figure CN222796124U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technology of pavement structure, in particular to a transition section structure between a reinforced concrete pavement and an asphalt concrete pavement and an expressway. Background Art
[0002] At present, the main line of the expressway adopts asphalt concrete pavement, and the toll station adopts reinforced concrete pavement; asphalt concrete is a flexible structure, and reinforced concrete is a rigid structure. Since the asphalt concrete pavement at the junction of the main line of the expressway and the toll station has a smaller stiffness, there is a large stiffness difference between the two pavements. Therefore, when the pavement at the junction is subjected to the same load, the asphalt concrete pavement with smaller stiffness will sink significantly, and in severe cases, it will cause the junction of the two pavement surface layers to misalign. After long-term use, the asphalt concrete pavement may become loose and peeled, and pits may appear, resulting in a decrease in flatness, affecting driving safety and driving comfort. Utility Model Content
[0003] The technical problem to be solved by the utility model is that the asphalt concrete pavement at the junction of the transition section of the reinforced concrete pavement and the asphalt concrete pavement sinks, becomes loose and peels off under the rolling of vehicles, affecting driving safety and driving comfort. The utility model aims to provide a transition section structure of a reinforced concrete pavement and an asphalt concrete pavement to solve the problem that the stiffness difference at the junction of the reinforced concrete pavement and the asphalt concrete pavement is large, causing the asphalt concrete pavement to deform and affecting driving safety.
[0004] The utility model is realized by the following technical solutions:
[0005] A transition section structure between a reinforced concrete pavement and an asphalt concrete pavement comprises an asphalt transition surface layer, a rigid reinforcement base layer and a bottom transition base layer which are arranged in sequence from top to bottom. The asphalt transition surface layer is embedded in the upper end of the rigid reinforcement base layer and has the same structure as the asphalt concrete pavement at the same elevation. The thickness of the bottom transition layer gradually increases from one side of the asphalt concrete pavement toward the reinforced concrete pavement, and the transition pavement constitutes a transition from flexible to rigid.
[0006] The utility model adopting the above scheme sets an asphalt transition surface layer, a rigid reinforcement base layer and a bottom transition base layer sequentially arranged from top to bottom, and embeds the asphalt transition surface layer at the upper end of the rigid reinforcement base layer, and has the same structure as the asphalt concrete pavement at the same elevation, so that the surface layer of the pavement transition section transitions from flexible to rigid, and the pavement transition section transitions from flexible to rigid. And by setting the rigid reinforcement base layer, the rigidity of the pavement transition section is gradually strengthened from the asphalt pavement side to the concrete pavement side, so that the base layer of the pavement transition section transitions from flexible to rigid, and the pavement transition section transitions from flexible to rigid is further realized. The thickness of the bottom transition layer is also gradually increased from one side of the asphalt concrete pavement to the reinforced concrete pavement, so that the bottom of the base layer of the pavement transition section transitions from flexible to rigid, and the pavement transition section transitions from flexible to rigid, eliminating the large rigidity difference between the two pavements. Instead of the flexible pavement being directly connected to the rigid pavement, the flexible pavement is prevented from sinking, loosening and peeling, and other problems, thereby ensuring driving safety and driving comfort.
[0007] Preferably, it also includes an asphalt horseshoe fat gravel layer, and the asphalt horseshoe fat gravel layer is located at the upper end of the asphalt transition surface layer.
[0008] In this way, by laying an asphalt horseshoe fat gravel layer on the upper end of the asphalt transition surface layer, the uppermost layer of the transition section is made the same as the asphalt concrete pavement, utilizing the anti-skid and drainage effect of the asphalt pavement to improve driving comfort.
[0009] Preferably, the thickness of the asphalt macadam layer is the same as that of the asphalt macadam layer of the asphalt concrete pavement.
[0010] Preferably, the asphalt transition surface layer is made of modified asphalt concrete, and the length of the asphalt transition surface layer is greater than half of the overall length of the transition pavement.
[0011] In this way, the length of the asphalt transition surface layer is greater than half of the overall length of the transition road surface, which facilitates the transition of the road surface layer from a flexible structure to a rigid structure.
[0012] Preferably, a sunken platform is provided on the top of the rigid reinforcement base layer, the asphalt transition surface layer is laid on the sunken platform, and the rigid reinforcement base layer is made of reinforced concrete.
[0013] In this way, by arranging a sinking platform on the top of the rigid reinforcement base layer and laying the asphalt transition surface layer on the sinking platform, it is convenient to improve the connection strength between the two material structural layers.
[0014] Preferably, it also includes an asphalt sand layer, which is located at the bottom of the rigid reinforced base layer, and the asphalt sand layer has the same thickness as the asphalt sand layer at the elevation of the reinforced concrete pavement.
[0015] In this way, by setting the asphalt sand layer to the same thickness as the asphalt sand layer at the elevation of the reinforced concrete pavement, it is easy to utilize the characteristics of the asphalt sand layer that has good adhesion to its underlying layer and has strong wear resistance and waterproofness, thereby extending the service life of the road and ensuring the quality of the transition section.
[0016] Preferably, the bottom transition base layer comprises a cement-stabilized gravel layer, the cement-stabilized gravel layer is located at the bottom of the asphalt sand layer, and the bottom of the asphalt sand layer is provided with an inclined portion, which is inclined downward from a side close to the asphalt concrete pavement.
[0017] In this way, by providing an inclined portion at the bottom of the asphalt sand layer and tilting the inclined portion downward from the side close to the asphalt concrete pavement, it is convenient to achieve the transition of the roadbed from flexibility to rigidity through the inclined portion.
[0018] Preferably, the bottom transition base layer includes a low-dose cement-stabilized gravel layer, which is located at the bottom of the cement-stabilized gravel layer. The low-dose cement-stabilized gravel layer as a whole slopes downward from the side close to the asphalt concrete pavement, and the thickness of the side connected to the asphalt concrete pavement is greater than the thickness of the side connected to the reinforced concrete pavement.
[0019] In this way, by tilting the low-dose cement-stabilized gravel layer downward as a whole from the side close to the asphalt concrete pavement, and the thickness of the side connected to the asphalt concrete pavement is greater than the thickness of the side connected to the reinforced concrete pavement, it is easy to achieve the transition of the roadbed from flexible to rigid.
[0020] Preferably, it further comprises a tie rod, one end of which is embedded in the rigid reinforcement base layer, and the other end of which is embedded in the reinforced concrete layer on the reinforced concrete pavement.
[0021] In this way, by embedding one end of the tie rod in the rigid reinforced base layer and the other end in the reinforced concrete layer on the reinforced concrete pavement, the connection strength and rigidity between the transition section and the reinforced concrete section can be improved through the tie rod.
[0022] The utility model also provides an expressway, comprising any of the above-mentioned transition section structures between the reinforced concrete pavement and the asphalt concrete pavement.
[0023] Compared with the prior art, the utility model has the following advantages and beneficial effects:
[0024] 1. The asphalt transition surface layer is embedded in the upper end of the rigid reinforcement base, and one side has the same structure as the asphalt concrete pavement at the same elevation, so that the surface layer of the pavement transition section transitions from flexible to rigid, realizing the transition of the pavement transition section from flexible to rigid.
[0025] 2. By setting a rigid reinforced base layer, the rigidity of the pavement transition section is gradually strengthened from the asphalt pavement side to the concrete pavement side, so that the base layer of the pavement transition section transitions from flexible to rigid, thus realizing the transition of the pavement transition section from flexible to rigid.
[0026] 3. The thickness of the bottom transition layer is gradually increased from one side of the asphalt concrete pavement to the reinforced concrete pavement, so that the bottom of the base layer of the pavement transition section transitions from flexible to rigid, eliminating the stiffness difference between the two pavements, and preventing the flexible pavement from sinking, loosening and peeling, thereby ensuring driving safety and comfort. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The drawings described herein are used to provide a further understanding of the embodiments of the present utility model, constitute a part of this application, and do not constitute a limitation of the embodiments of the present utility model. In the drawings:
[0028] Figure 1 It is a cross-sectional view of the utility model.
[0029] Marks and corresponding parts names in the attached drawings:
[0030] Asphalt concrete pavement 10 , transition pavement 30 , reinforced concrete layer 36 , low-dose cement stabilized gravel layer 35 , cement stabilized gravel layer 34 , asphalt sand layer 33 , modified asphalt concrete 32 , asphalt horseshoe fat gravel layer 31 , reinforced concrete pavement 20 , and tie rod 40 . DETAILED DESCRIPTION
[0031] In order to make the purpose, technical solutions and advantages of the utility model more clearly understood, the utility model is further described in detail below in conjunction with embodiments and drawings. The schematic implementation manner of the utility model and its description are only used to explain the utility model and are not intended to limit the utility model.
[0032] Throughout the specification, references to "one embodiment," "an embodiment," "an example," or "an example" mean that a particular feature, structure, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment of the present invention. Therefore, the phrases "one embodiment," "an embodiment," "an example," or "an example" appearing in various places throughout the specification do not necessarily all refer to the same embodiment or example. In addition, particular features, structures, or characteristics may be combined in one or more embodiments or examples in any appropriate combination and / or sub-combination. In addition, it will be appreciated by those of ordinary skill in the art that the diagrams provided herein are for illustrative purposes, and the diagrams are not necessarily drawn to scale. The term "and / or" used herein includes any and all combinations of one or more of the associated listed items.
[0033] In the description of the present invention, the terms "front", "rear", "left", "right", "up", "down", "vertical", "horizontal", "high", "low", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limiting the scope of protection of the present invention.
[0034] The terms "first", "second", etc. used in the present invention are only used to distinguish the corresponding components for the purpose of clarity of description, and are not intended to limit any order or emphasize importance, etc. In addition, the term "connected" used in this article can be directly connected or indirectly connected via other components without special explanation.
[0035] Example 1
[0036] This embodiment 1 provides a transition section structure between a reinforced concrete pavement 20 and an asphalt concrete pavement 10, such as Figure 1 As shown, it includes an asphalt transition surface layer, a rigid reinforcement base layer and a bottom transition base layer arranged in sequence from top to bottom. The asphalt transition surface layer is embedded in the upper end of the rigid reinforcement base layer and has the same structure as the asphalt concrete pavement 10 at this elevation. The thickness of the bottom transition layer gradually increases from one side of the asphalt concrete pavement 10 to the reinforced concrete pavement 20, and the transition pavement 30 constitutes a transition from flexible to rigid.
[0037] See also Figure 1 , and also includes an asphalt horseshoe fat gravel layer 31, and the asphalt horseshoe fat gravel layer 31 is located at the upper end of the asphalt transition surface layer.
[0038] Specifically, one side of the asphalt macadam layer 31 is connected to the asphalt macadam layer 31 on the asphalt concrete pavement 10 to form a whole, and the other side is connected to the asphalt concrete pavement 10. The thickness of the asphalt macadam layer 31 is the same as that of the asphalt macadam layer 31 on the asphalt concrete pavement 10.
[0039] See also Figure 1 The asphalt transition surface layer adopts modified asphalt concrete 32, and the length of the asphalt transition surface layer is greater than half of the overall length of the transition pavement 30 in the utility model, which facilitates the transition of the transition pavement 30 from a flexible structure to a rigid structure.
[0040] See also Figure 1 A sinking platform is arranged on the top of the rigid reinforcement base, the asphalt transition surface layer is laid on the sinking platform, and the rigid reinforcement base is made of reinforced concrete.
[0041] The bottom of the sink of the rigid reinforced base can also be set as an inclined structure, so that the thickness of the asphalt transition surface layer gradually decreases from the asphalt concrete to the reinforced concrete pavement 20, so as to achieve a gradual transition of the pavement base from flexibility to rigidity.
[0042] See also Figure 1 , and also includes an asphalt sand layer 33, which is located at the bottom of the rigid reinforced base. The asphalt sand layer 33 has the same thickness as the asphalt sand layer 33 at the elevation of the reinforced concrete pavement 20, so that the asphalt sand layer 33 can have good adhesion with its lower layer, and has strong wear resistance and waterproof properties, thereby extending the service life of the road and ensuring the quality of the transition section.
[0043] See also Figure 1 The bottom transition base layer includes a cement-stabilized gravel layer 34, and the cement-stabilized gravel layer 34 is located at the bottom of the asphalt sand layer 33. The bottom of the asphalt sand layer 33 is provided with an inclined portion, and the inclined portion is inclined downward from the side close to the asphalt concrete pavement 10, so as to facilitate the transition of the pavement subgrade from flexible to rigid through the inclined portion.
[0044] See also Figure 1 The bottom transition base layer includes a low-dose cement-stabilized gravel layer 35, which is located at the bottom of the cement-stabilized gravel layer 34. The low-dose cement-stabilized gravel layer 35 is tilted downward from the side close to the asphalt concrete pavement 10, and the thickness of the side connected to the asphalt concrete pavement 10 is greater than the thickness of the side connected to the reinforced concrete pavement 20, so as to facilitate the transition of the roadbed from flexibility to rigidity.
[0045] See also Figure 1 , and also includes a tie rod 40, one end of which is embedded in the rigid reinforcement base, and the other end is embedded in the reinforced concrete layer 36 on the reinforced concrete pavement 20, so as to improve the connection strength and rigidity between the transition section and the reinforced concrete section through the tie rod 40.
[0046] The following takes the example of setting a 3m long transition section between the reinforced concrete pavement 20 and the asphalt concrete pavement 10 to illustrate the specific construction steps of the transition section pavement in this embodiment during construction. The specific construction includes the following steps:
[0047] The structure of the transition section is as follows: the thickness of the reinforced concrete layer 36 is set to 4 cm, the thickness of the modified asphalt concrete 32 is 6 cm, the thickness of the reinforced concrete layer 36 on one side is 17 cm, and the thickness on the other side is 23 cm, the thickness of the asphalt sand layer 33 is 2 cm, the thickness of the cement-stabilized gravel layer 34 on one side is 17, and the thickness on the other side is 20 cm, and the thickness of the low-dose cement-stabilized gravel layer 35 on one side is 17, and the thickness on the other side is 20 cm.
[0048] A tie rod 40 with a diameter of 25 mm and a length of 70 cm is arranged in the joint where the transition plate and the reinforced concrete surface layer meet, and a spacing of 40 cm between each tie rod 40. An expansion joint is arranged at the first transverse joint of the reinforced concrete surface layer adjacent to the asphalt pavement, and a lower sealing layer is arranged on the expansion joint.
[0049] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the utility model in detail. It should be understood that the above description is only the specific implementation method of the utility model and is not used to limit the protection scope of the utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the utility model should be included in the protection scope of the utility model.
Claims
1. A transition section structure between a reinforced concrete pavement and an asphalt concrete pavement, characterized in that: It includes an asphalt transition surface layer, a rigid reinforcement base layer and a bottom transition base layer which are arranged in sequence from top to bottom. The asphalt transition surface layer is embedded in the upper end of the rigid reinforcement base layer and has the same structure as the asphalt concrete pavement at the same elevation. The thickness of the bottom transition base layer gradually increases from one side of the asphalt concrete pavement to the reinforced concrete pavement, and the transition pavement constitutes a transition from flexible to rigid.
2. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 1 is characterized in that: It also includes an asphalt horseshoe fat gravel layer, and the asphalt horseshoe fat gravel layer is located at the upper end of the asphalt transition surface layer.
3. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 2 is characterized in that: The thickness of the asphalt macadam layer is the same as that of the asphalt macadam layer of the asphalt concrete pavement.
4. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 1 is characterized in that: The asphalt transition surface layer adopts modified asphalt concrete, and the length of the asphalt transition surface layer is greater than half of the overall length of the transition road surface.
5. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 1 is characterized in that: A sinking platform is arranged on the top of the rigid reinforcement base layer, the asphalt transition surface layer is laid on the sinking platform, and the rigid reinforcement base layer is made of reinforced concrete.
6. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 1 is characterized in that: It also includes an asphalt sand layer, which is located at the bottom of the rigid reinforcement base layer, and the asphalt sand layer has the same thickness as the asphalt sand layer at the elevation of the reinforced concrete pavement.
7. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to claim 6 is characterized in that: The bottom transition base layer comprises a cement-stabilized crushed stone layer, which is located at the bottom of the asphalt sand layer. The bottom of the asphalt sand layer is provided with an inclined portion, which is inclined downward from a side close to the asphalt concrete pavement.
8. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to any one of claims 1 to 7, characterized in that: The bottom transition base layer includes a low-dose cement-stabilized gravel layer, which is located at the bottom of the cement-stabilized gravel layer. The low-dose cement-stabilized gravel layer as a whole slopes downward from the side close to the asphalt concrete pavement, and the thickness of the side connected to the asphalt concrete pavement is greater than the thickness of the side connected to the reinforced concrete pavement.
9. The transition section structure between reinforced concrete pavement and asphalt concrete pavement according to any one of claims 1 to 7, characterized in that: It also includes a plurality of tie rods, one end of each tie rod is embedded in the rigid reinforcement base layer, and the other end is embedded in the reinforced concrete layer on the reinforced concrete pavement.
10. A highway, characterized in that: It comprises the transition section structure between a reinforced concrete pavement and an asphalt concrete pavement as described in any one of claims 1 to 9.