Road reinforcement paving structure

Abstract

A road reinforcement paving structure relates to the technical field of road administration and comprises a soil base, a base layer and an asphalt surface layer which are arranged layer by layer from bottom to top, a flexible steel bar mesh is paved on the asphalt surface layer on a road section needing reinforcement, a newly paved asphalt structure layer is paved on the flexible steel bar mesh, and the newly paved asphalt structure layer is paved on the flexible steel bar mesh. A plurality of masonry structures are arranged in the road shoulder areas and the medial strip areas on the two sides of a road section needing to be reinforced, and the two sides of the flexible reinforcing mesh are fixedly matched with the masonry structures on the two sides of the road section correspondingly. According to the utility model, the masonry structure, the flexible reinforcing mesh and the newly paved asphalt pavement structure layer are used for integrally bearing the vehicle load, so that the integral reinforcement of the road pavement structure is realized, the service life and the bearing capacity of the residual structure of the existing road are fully utilized, the strength requirement of the external masonry structure is reduced, the structure is safer, and the construction cost is reduced. And the overall manufacturing cost can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of road administration, and particularly relates to a road reinforcement paving structure. Background Art

[0002] Asphalt pavement is the most common pavement type in China's highway system, and its structural layers include surface layer, base layer, subgrade, etc. However, with the continuous increase in traffic volume and vehicle load, various diseases will occur in asphalt pavement during use, such as ruts, cracks, potholes, etc.

[0003] At present, for the reinforcement technology of asphalt pavement diseases, extensive research and practice have been carried out in the academic and engineering fields. The local milling and resurfacing method is the most common reinforcement method, but it will cause great interference to traffic and generate a large amount of waste. The full-width milling and resurfacing method can repair the full-width pavement, but it also has problems of traffic impact and large resource consumption. In recent years, some scholars have proposed technologies for local reinforcement using non-milling methods such as grouting and rolling, but it is difficult to achieve uniform full-width reinforcement. In addition, there are also structural reinforcement technologies such as adding an asphalt concrete layer or a modified asphalt layer, but these methods will increase the thickness of the pavement structure and also have problems of large resource consumption.

[0004] Generally speaking, traditional reinforcement methods will cause great interference to traffic and affect normal traffic. Secondly, structural reinforcement will cause great damage to the original pavement structure and generate a large amount of solid waste. Moreover, most traditional reinforcement methods are local reinforcement, and it is difficult to achieve full-width reinforcement of the entire pavement structure, and diseases in different lanes often appear alternately. Finally, the traditional structural milling and resurfacing reinforcement method requires a large structural layer thickness and consumes a large amount of resources. Content of the Utility Model

[0005] The purpose of the utility model is to provide a road reinforcement paving structure, which can effectively reinforce the entire pavement structure on the premise of not greatly changing the original pavement structure, reduce the impact on traffic, reduce resource consumption, and thus improve the service life and service performance of asphalt pavement.

[0006] In order to solve the above technical problems, the technical solution adopted by the utility model is as follows:

[0007] A road reinforcement paving structure includes a subgrade, a base layer, and an asphalt surface layer arranged layer by layer from bottom to top. On the road section that needs to be reinforced, a flexible steel mesh is paved on the asphalt surface layer, and a newly added asphalt structure layer is paved on the flexible steel mesh. A number of masonry structures are arranged in the shoulder areas and the central isolation belt areas on both sides of the road section that needs to be reinforced, and the two sides of the flexible steel mesh are fixedly matched with the masonry structures on both sides of the road section respectively.

[0008] Furthermore, the masonry structure includes masonry wells arranged in the shoulder area and the central isolation belt area, lower pipe piles vertically drilled along the outer side of the masonry wells, and upper pipe piles vertically arranged inside the masonry wells. The upper end of the upper pipe pile extends upward out of the masonry well and is fixedly connected to the flexible steel mesh. Diagonal tension bars and transverse support bars are tensioned between the lower pipe piles and the upper pipe piles. The masonry well forms a reinforced concrete foundation by pouring concrete.

[0009] Furthermore, both ends of the transverse support bar are tied between the upper section of the lower pipe pile and the lower section of the upper pipe pile.

[0010] Furthermore, the diagonal tension bar is obliquely tensioned and tied between the upper section of the lower pipe pile and the upper middle section of the upper pipe pile.

[0011] Furthermore, fixing holes sleeved and fixed to the upper section of the upper pipe pile are arranged at both ends of the flexible steel mesh.

[0012] Compared with the prior art, the utility model has the following beneficial effects:

[0013] The main construction position of the utility model is located at the earthen shoulder and the central isolation belt of the road, and no treatment is required for the existing road pavement structure with severe cracks. The flexible steel mesh and the newly paved asphalt pavement structure layer can be factory prefabricated and then transported to the site as a whole for rapid paving, which can greatly reduce the interference to the operating road traffic flow, cause no damage to the existing road pavement structure, and produce no solid waste.

[0014] The existing pavement structure, together with the new masonry structure, flexible steel mesh and newly paved asphalt pavement structure layer, bears the action of vehicle loads as a whole, realizing the overall reinforcement of the road pavement structure, making full use of the remaining structural life and bearing capacity of the existing road, reducing the strength requirements of the external masonry structure, making the structure safer, and reducing the overall cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0016] Figure 1 It is a top view schematic diagram after the construction of the reinforced concrete foundation of the present utility model;

[0017] Figure 2 It is a top view schematic diagram after the construction of the flexible steel mesh of the present utility model;

[0018] Figure 3 It is a top view schematic diagram after adding a new asphalt structural layer for the construction of the present utility model;

[0019] Figure 4 It is a sectional structural schematic diagram of the present utility model.

[0020] In the figure: 1 soil base, 2 base course, 3 asphalt surface course, 4 lower pipe piles, 5 reinforced concrete foundation, 6 soil subgrade slope, 71 shoulder area, 72 central isolation belt area, 8 flexible steel mesh, 9 upper pipe piles, 10 newly added asphalt structural layer, 11 diagonal tension bars, 12 transverse support bars. Specific embodiments

[0021] Next, the technical solutions in the embodiments of the present utility model will be described clearly and completely. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments in the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.

[0022] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and 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, and therefore should not be construed as a limitation of the present utility model.

[0023] In the present utility model, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0024] In the present utility model, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may mean that the first feature is directly above or obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature may mean that the first feature is directly below or obliquely below the second feature, or merely indicates that the horizontal height of the first feature is less than that of the second feature.

[0025] As Figures 1-4 shown, a road reinforcement paving structure includes a soil base 1, a base course 2, and an asphalt surface course 3 arranged layer by layer from bottom to top. It is characterized in that on the road section to be reinforced, a flexible steel mesh 8 is paved on the asphalt surface course 3, a newly paved asphalt structural layer 10 is paved on the flexible steel mesh 8, and a number of masonry structures are arranged in the shoulder areas 71 and the central isolation belt areas 72 on both sides of the road section to be reinforced. The two sides of the flexible steel mesh 8 are fixedly matched with the masonry structures on both sides of the road section.

[0026] Specifically, as shown in the figure, the masonry structure includes a masonry well arranged at the positions of the shoulder area 71 and the central isolation belt area 72, a lower pipe pile 4 vertically drilled along the outer side of the masonry well, and an upper pipe pile 9 vertically arranged inside the masonry well. The upper end of the upper pipe pile 9 extends upward out of the masonry well and is fixedly connected with the flexible steel mesh 8. An inclined tension bar 11 and a transverse support bar 12 are tensioned between the lower pipe pile 4 and the upper pipe pile 9. The masonry well forms a reinforced concrete foundation 5 by pouring concrete. Both ends of the transverse support bar 12 are tied between the upper section of the lower pipe pile 4 and the lower section of the upper pipe pile 9. The inclined tension bar 11 is obliquely tensioned and tied between the upper section of the lower pipe pile 4 and the middle upper section of the upper pipe pile 9.

[0027] Specifically, as shown in the figure, fixing holes sleeved and fixed with the upper section of the upper pipe pile 9 are arranged at both ends of the flexible steel mesh 8.

[0028] The technical solution and implementation process of the present utility model are described below through examples, with reference to the attached Figures 1-4 :

[0029] For a certain expressway project, through three-dimensional ground penetrating radar detection, it is found that there are a large number of cracks in the water-stable base course of the pavement structure in a certain structural section 14, and through a falling weight deflectometer detection, it is found that the deflection value of the pavement structure in this section 14 is very large, greater than the design deflection value, but the pavement structures at both ends of this section 13-1 and 13-2 are relatively intact and the deflection values are less than the design deflection value. Therefore, it is necessary to reinforce the pavement structure in section 14.

[0030] Reinforcement solution:

[0031] Under-piles 4 are respectively constructed in the shoulder area 7-1 and the median strip area 7-2 at the ends of paragraph 14 and paragraphs 13-1 and 13-2. Among them, the shoulder area 7-1 is located on the side of the soil subgrade slope 6. The drilling depth of the under-piles is determined according to structural calculations. Reinforced concrete foundations 5 are respectively constructed in the areas 7-1 and 7-2. Before the construction of the reinforced concrete foundation 5, the upper-piles 9 are tied and fixed to the under-piles 4 through the diagonal tension bars 11 and the transverse support bars 12, and then concrete is poured to form the reinforced concrete foundation 5. The upper-piles 9 are higher than the surfaces of 7-1 and 7-2. After that, the flexible steel mesh 8 transported to the site is paved on the original road surface structure layer 3. Holes for installing the upper-piles 9 are respectively arranged on both sides of the flexible steel mesh 8. After the installation of 8, a modified hot asphalt bonding layer and a newly paved asphalt structure layer 10 are constructed on site by using synchronous paving equipment.

[0032] It is worth mentioning that the newly paved asphalt structure layer 10 can be transported to the site for installation together with the flexible steel mesh 8 after being prefabricated in the factory. Before installation, a modified hot asphalt bonding layer is sprayed on the existing road surface.

[0033] The main construction position of the utility model is located at the soil shoulder and the median strip of the road. It is not necessary to perform any treatment on the existing road surface structure with serious cracks. The flexible steel mesh 8 and the newly paved asphalt road surface structure layer 10 can be prefabricated in the factory and then transported to the site as a whole for rapid paving, which can greatly reduce the interference to the operating road traffic flow, cause no damage to the existing road surface structure, and produce no solid waste.

[0034] The existing road surface structure, together with the new masonry structure (under-piles 4, reinforced concrete foundations 5, upper-piles 9, and the under-piles 4 and the upper-piles 9 are formed into a whole by pouring with the internal transverse support bars 12, diagonal tension bars 11 and the reinforced concrete foundation 5), the flexible steel mesh 8 and the newly paved asphalt road surface structure layer 10, jointly bear the action of vehicle loads, realizing the overall reinforcement of the road surface structure, fully utilizing the remaining structural life and bearing capacity of the existing road, reducing the strength requirements of the external masonry structure, making the structure safer, and reducing the overall cost.

[0035] The reinforcement effect of the newly paved asphalt road surface structure layer is different from that of the traditional asphalt overlay. It is more for the needs of water sealing and surface driving functions. Therefore, its thickness can be greatly reduced. Asphalt pavement structures such as ultra-thin wearing courses can be used, which can reduce the impact on the road elevation, reduce the structural dead load in special sections such as soft foundation sections, reduce the risk of slope collapse, and improve the overall safety of the road structure.

[0036] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

[0037] In addition, it should be understood that although this specification is described according to the implementation manners, not every implementation manner only includes an independent technical solution. This narrative manner of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other implementation manners that can be understood by those skilled in the art.

Claims

1. A road reinforcement pavement structure, comprising a soil base (1), a base layer (2), and an asphalt surface layer (3) arranged layer by layer from bottom to top, characterized in that: On the road section that needs to be reinforced, a flexible steel mesh (8) is laid on the asphalt surface layer (3), and a newly added asphalt structure layer (10) is spread on the flexible steel mesh (8). A plurality of masonry structures are arranged in the shoulder area (71) and the central dividing strip area (72) on both sides of the road section that needs to be reinforced, and the two sides of the flexible steel mesh (8) are fixedly matched with the masonry structures on both sides of the road section.

2. A road reinforcement pavement structure according to claim 1, characterized in that: The masonry structure comprises a masonry well arranged at the position of the shoulder area (71) and the central dividing strip area (72), a lower pipe pile (4) vertically drilled along the outer side of the masonry well, and an upper pipe pile (9) vertically arranged inside the masonry well, wherein the upper end of the upper pipe pile (9) extends upward from the masonry well and is fixedly connected to the flexible steel mesh (8), and oblique tension bars (11) and transverse support bars (12) are tensioned between the lower pipe pile (4) and the upper pipe pile (9), and the masonry well forms a reinforced concrete foundation (5) by pouring concrete.

3. A road reinforcement pavement structure according to claim 2, characterized in that: The two ends of the transverse supporting rib (12) are tied between the upper section of the lower pipe pile (4) and the lower section of the upper pipe pile (9).

4. A road reinforcement pavement structure according to claim 3, characterized in that: The oblique tensioning bars (11) are obliquely tensioned and tied between the upper section of the lower pipe pile (4) and the upper middle section of the upper pipe pile (9).

5. A road reinforcement pavement structure according to claim 2, characterized in that: Both ends of the flexible steel mesh (8) are provided with fixing holes which are sleeved and fixed to the upper section of the upper pipe pile (9).

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