Roadbed cross section structure

Abstract

The utility model provides a roadbed cross section structure. The roadbed cross section structure comprises a medial strip, a road main body, a road side slope and a side ditch which are transversely symmetrical by taking a longitudinal center line of a road as a symmetry axis and are sequentially arranged from the longitudinal center line of the road to the outer side of the road, the road main body comprises a road surface and a roadbed which are sequentially arranged from top to bottom, and the roadbed comprises a roadbed and a roadbed bottom layer which are sequentially arranged from top to bottom; the roadbed adopts a multi-layer lime soil mixture; a cushion layer is arranged in the roadbed bottom layer; and the cushion layer is paved by adopting an original pavement milling material. The structure is simple and reasonable, the integrity is high, the structural strength and stability of the roadbed are improved, the stability and durability of the pavement and the overall structure of the road are improved, and damage is reduced; the reasonable road arch gradient and side slope gradient ratio are designed, so that road drainage is facilitated, and road driving safety is also facilitated; the original pavement milling material is used for cushion layer construction, so that the construction is simple, the cost is reduced, the emission of construction wastes is reduced, the pollution is reduced, and the environment is protected.

Description

Technical Field

[0001] The utility model relates to the technical field of road subgrade construction engineering, and particularly relates to a subgrade cross-section structure. Background Technique

[0002] Municipal roads and highways include the road surface for driving and the subgrade. The subgrade is a geotechnical structure formed by excavation or filling. The main function of the subgrade is to lay the road surface and provide necessary conditions for driving operations, and to bear the static and dynamic loads of locomotives and vehicles or the road surface and traffic loads, and at the same time transfer and disperse the loads deep into the foundation.

[0003] When designing the subgrade, the cross-section design should be carried out first. The cross section of the subgrade is the subgrade section intercepted perpendicular to the center line of the road line. Depending on the different topographic conditions of the subgrade, there are various cross-section forms. The subgrade is divided into typical types such as embankment (filled), cutting (excavated), and part-fill part-cut subgrade according to the excavation and filling conditions of its cross section.

[0004] An embankment refers to a filled subgrade with its top surface higher than the original ground. An embankment is a line structure filled with soil or stone on the natural ground with a certain degree of compaction. The embankment is divided into the upper embankment and the lower embankment in terms of structure. The upper embankment refers to the filled part within a thickness of 0.7 m below the roadbed, and the lower embankment refers to the filled part below the upper embankment.

[0005] A cutting refers to an excavated subgrade lower than the original ground, which is a subgrade form excavated downward from the original ground. The cutting can play a role in alleviating the longitudinal slope of the road or controlling the elevation of the through-line crossing the mountain pass.

[0006] The part-fill part-cut subgrade, also known as half embankment and half cutting, has a cross section with part being a cutting (excavated) and part being an embankment (filled). It is common in mountain roads. When the road line passes through a hillside section with a cross slope, the cross section forms a subgrade with half being an embankment and half being a cutting.

[0007] After the cross section of the subgrade is determined, then comprehensively consider the coordination of the subgrade project in the longitudinal section and the coordination of the subgrade body project with other projects.

[0008] However, the existing subgrade cross-section structures generally have the following difficulties and problems in the construction and use processes:

[0009] 1. The existing cement subgrade requires a large amount of concrete pouring, which is not only time-consuming and laborious, but also relatively expensive, causing pressure on concrete raw material resources and not conforming to the concept of sustainable development.

[0010] 2. After long-term use, it is easy to cause problems such as fractures in the road surface or subgrade due to insufficient internal strength.

[0011] 3. Poor subgrade stability: Due to factors such as an unstable foundation, the road surface structure is unstable, leading to potential safety hazards such as road surface tilting and local damage to the road surface.

[0012] 4. Using traditional concrete paving not only causes waste of resources but also cannot effectively recycle resources, having an adverse impact on the environment. Summary of the Invention

[0013] In view of this, the purpose of the present utility model is to design a cross-section structure of the subgrade, improve the strength and stability of the subgrade structure, thereby enhancing the structural stability and durability of the road surface, reducing the occurrence of damages; design reasonable camber slopes of the road surface and slope ratios of the subgrade slopes, which are beneficial to both road drainage and road driving safety; simplify the process, use the original road surface milling material for cushion construction, the construction is simple and easy to implement, reduce costs, and reduce the emission of construction waste, reduce pollution, and protect the environment.

[0014] The present utility model provides a cross-section structure of the subgrade, including: symmetrically arranged on both sides horizontally with the longitudinal center line of the road as the axis of symmetry, and successively arranged from the longitudinal center line of the road to the outside of the road are the central isolation belt, the road body, the road shoulder, the road slope, and the side ditch;

[0015] Among them, the road body includes: a road surface and a subgrade arranged successively from top to bottom, and the subgrade includes a roadbed and a bottom layer of the roadbed arranged successively from top to bottom; the roadbed uses a multi-layer lime soil mixture; a cushion for strengthening the subgrade is arranged in the bottom layer of the roadbed;

[0016] The cushion is paved with the original road surface milling material. The original road surface milling material is a water-stabilized stone mixture scraped off from the original damaged cement-stabilized crushed stone road surface by a milling machine, used as the material for backfilling the original road surface and used as the material for the cushion, reducing the emission of construction waste, saving costs, reducing pollution, and protecting the environment.

[0017] Furthermore, the road surface has a camber slope that slopes downward from the longitudinal center line of the road to the outside of the road. The slopes on both sides of the road surface are called camber slopes, which vary with the type of road surface layer. The cross slope of high-grade road surfaces is small, and that of low-grade road surfaces is large. The camber slope in arid regions can be appropriately taken as a low value, and the camber slope in rainy regions should be appropriately taken as a high value.

[0018] Furthermore, the crown slope of the road surface is 1.50 - 2.00%. Considering the lateral drainage of the road surface, it is naturally desirable to have a larger camber. However, an excessive camber will pose a threat to driving safety. On the one hand, when the lateral slope is too large, the vehicle often travels eccentrically, the fuselage tilts, it is difficult for the driver to control the direction, and the parts wear unevenly. On the other hand, it is also easy to cause the wheels to run off laterally along the slope. Therefore, setting a reasonable crown slope for the road surface is beneficial to the lateral drainage of the road surface and also to driving safety.

[0019] Furthermore, the slope ratio of the subgrade slope is 1:1.5 - 1:2. The subgrade slope is the inclined plane connecting the two sides of the subgrade cross-section with the ground and is an important factor affecting the stability of the subgrade. The slope not only affects the earthwork volume and the difficulty of construction, but also is the key to the overall stability of the subgrade. Therefore, determining the slope is crucial for the stability of the subgrade and the economic rationality of the project.

[0020] Furthermore, the widths and depths of the side ditches on both sides of the road are set to be equal or unequal according to the drainage requirements. If the drainage volumes of the side ditches on both sides of the road are the same, the widths and depths of the side ditches on both sides of the road are set to be equal; if the drainage volumes of the side ditches on both sides of the road are different, the widths and depths of the side ditches on both sides of the road are set to be unequal.

[0021] The side ditch is usually a longitudinal artificial ditch set on the outside of the road shoulder of the cut subgrade and the outside of the foundation of the low embankment subgrade. The side ditch is used to collect the surface water of the road surface, drain the slope water intercepted by the subgrade from the upper slope of the road, quickly converge and introduce them into a smooth drainage channel, and discharge them below the road through bridges, culverts, etc.

[0022] Furthermore, the road surface includes: a surface layer and a base layer arranged in sequence from top to bottom, and the surface layer includes: a seal coat, a prime coat, a tack coat, and a bottom seal coat arranged in sequence from top to bottom;

[0023] The prime coat uses SBS modified emulsified asphalt as the prime coat oil, the tack coat uses SBS modified emulsified asphalt as the tack coat oil, and the seal coat uses SBS modified hot asphalt premixed crushed stone.

[0024] Preferably, the surface layer uses Class A road petroleum asphalt; the coarse aggregate for the surface layer uses crushed stone; the fine aggregate for the surface layer includes natural sand, manufactured sand, and stone chips.

[0025] Furthermore, the base layer uses cement and / or crushed stone, and the cement uses ordinary Portland cement of 42.5 or slag Portland cement of 32.5 and 42.5.

[0026] Furthermore, the bottom seal coat is arranged between the surface layer and the base layer, and the bottom seal coat uses SBS modified hot asphalt premixed crushed stone.

[0027] Furthermore, the shoulder is either a hard shoulder or an earthen shoulder, and the width of the shoulder is set to be 0.75 - 1.2 m. During the construction process, the shoulder is constructed synchronously with the base course and the surface course. The shoulder is an important structure to ensure the overall stability of the subgrade and the pavement and to drain the pavement water. The quality of shoulder maintenance is directly related to the strength, stability of the subgrade and the pavement, and the smoothness of vehicle travel.

[0028] The shoulder mainly plays the following roles: protecting the stability of the main structures such as the carriageway; providing a position for vehicles with mechanical failures or in emergency situations to stop temporarily; providing lateral clearance, which is beneficial to safety and increases comfort; allowing pedestrians and bicycles to pass; providing a position for setting up road facilities; serving as a working site for maintenance operations; serving as a position for burying underground facilities without damaging the highway structure; improving the curve visibility of cut sections and enhancing traffic safety; enabling rainwater to be discharged at a position far from the carriageway, reducing the penetration of rainwater into the carriageway and reducing pavement damage.

[0029] Class I highways and Class II highways have both hard shoulders and earthen shoulders, and their earthen shoulders are generally 0.75 m wide. Class III highways and Class IV highways do not have hard shoulders, only earthen shoulders, and their earthen shoulder widths are generally 0.75 m. When the designed speed is 80 km per hour, the earthen shoulder width should be 1.5 m. The earthen shoulder of a single - lane Class IV highway is usually 0.5 m, and the rest are 0.75 m. Introduction to the shoulder: The shoulder is a strip - shaped part with a certain width located between the outer edge of the carriageway and the edge of the subgrade. The shoulder width in the section with a speed of 250 km / h is not less than 1.2 m; the shoulder width in the section where the line allowable speed is greater than 160 km / h and less than or equal to 250 km / h shall not be less than 1.0 m; the shoulder width in the section where the line allowable speed is not greater than 160 km / h shall not be less than 0.8 m, and the shoulder width in the cutting section shall not be less than 0.6 m. When conditions permit in the sections of electrified railways, seamless tracks and mechanized maintenance operations, the shoulder width should be widened to 1.0 m.

[0030] Furthermore, a corrugated guardrail is provided on the outer side of the side ditch along the direction away from the road. The setting and use of the corrugated guardrail can improve road safety, remind drivers to pay attention to driving safety, keep vehicles driving within the specified lanes, and effectively prevent illegal vehicles from crossing the highway, thus reducing the occurrence of traffic accidents.

[0031] Compared with the prior art, the beneficial effects of the roadbed cross - section structure of the present utility model are as follows:

[0032] The roadbed cross-section structure provided by the utility model is simple and reasonable, with strong integrity, improving the strength and stability of the roadbed structure, enhancing the stability and durability of the road surface and the entire road, and reducing the occurrence of damage; by designing reasonable camber slopes of the road surface and slope ratios of the roadbed slopes, it is beneficial to road drainage and road driving safety; and the process is simplified, using the original road surface milling materials for the construction of the cushion layer, which is simple and easy to construct, reduces costs, and reduces the emission of construction waste, reduces pollution, and protects the environment. Description of the Drawings

[0033] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the utility model. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0034] Figure 1 It is a schematic cross-sectional structure diagram of the roadbed cross-section structure of the embodiment of the utility model.

[0035] The reference numerals in the drawings are marked as:

[0036] 1, central median strip; 2, road body; 3, road shoulder; 4, road slope; 5, side ditch; 6, corrugated guardrail. Detailed Embodiments

[0037] Hereinafter, exemplary embodiments of the present disclosure will be described in more detail with reference to the drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be completely conveyed to those skilled in the art. It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments can be combined with each other. Hereinafter, the present utility model will be described in detail with reference to the drawings and in combination with the embodiments.

[0038] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "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.

[0039] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the term "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; 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 connection inside two components. 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 circumstances.

[0040] The following specifically describes the embodiments of the present utility model with reference to the accompanying drawings:

[0041] The embodiments of the present utility model provide a roadbed cross-section structure. As shown in Figure 1 the figure, it includes: symmetrically arranged on both sides horizontally with the longitudinal center line of the road as the axis of symmetry, and successively arranged from the longitudinal center line of the road to the outside of the road are the central isolation belt 1, the road body 2, the road shoulder 3, the road slope 4, and the side ditch 5; among them, the road body 2 includes: the road surface and the roadbed arranged successively from top to bottom, and the roadbed includes the roadbed surface and the bottom layer of the roadbed surface arranged successively from top to bottom; the roadbed surface adopts a multi-layer lime soil mixture.

[0042] A cushion for strengthening the roadbed is arranged in the bottom layer of the roadbed surface; the cushion is paved with the milled material of the original road surface. The milled material of the original road surface is used as the material for backfilling the original road surface and used as the material for the cushion, reducing the discharge of construction waste, saving costs, reducing pollution, and protecting the environment.

[0043] The road surface includes: the surface layer and the base layer arranged successively from top to bottom, and the surface layer includes: the upper seal layer, the penetration layer, the tack coat, and the lower seal layer arranged successively from top to bottom; the penetration layer adopts SBS modified emulsified asphalt as the penetration oil, the tack coat adopts SBS modified emulsified asphalt as the tack coat oil, and the upper seal layer adopts SBS modified hot asphalt premixed crushed stone. The base layer adopts cement and / or crushed stone, and the cement adopts ordinary Portland cement of 42.5. The lower seal layer is arranged between the surface layer and the base layer, and the lower seal layer adopts SBS modified hot asphalt premixed crushed stone.

[0044] The road surface is provided with a crown slope that slopes downward from the longitudinal center line of the road to the outside of the road. The crown slope of the road surface is set to 2.00%. The slope ratio of the roadbed slope 4 is set to 1:1.5.

[0045] The road shoulder 3 of this embodiment adopts a hard road shoulder, and the width of the road shoulder 3 is set to 0.75 m. During the construction process, the road shoulder is constructed synchronously with the base layer and the surface layer.

[0046] In this embodiment, since the drainage volumes of the roadside ditches 5 on both sides of the road are different, the widths and depths of the roadside ditches 5 on both sides of the road are set to be unequal according to the drainage requirements. A corrugated guardrail 6 is provided on the outer side of the ditch 5 along the direction away from the road. The corrugated guardrail 6 is provided to improve road safety, remind drivers to pay attention to driving safety, keep vehicles driving within the specified lanes, and effectively prevent illegal vehicles from crossing the road, thereby reducing the occurrence of traffic accidents.

[0047] The roadbed cross-sectional structure of the embodiment of the present utility model is simple and reasonable, with strong integrity, improving the strength and stability of the roadbed structure, enhancing the stability and durability of the road surface and the entire road, and reducing the occurrence of damage; by designing reasonable crown slopes of the road surface and slope ratios of the roadbed slopes, it is beneficial to both road drainage and road driving safety; and the process is simplified, using the original road surface milling material for the construction of the cushion layer, the construction is simple and easy to implement, the cost is reduced, and the discharge of construction waste is reduced, pollution is reduced, and the environment is protected.

[0048] So far, the technical solution of the present utility model has been described in conjunction with the preferred embodiments shown in the drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present utility model is obviously not limited to these specific embodiments. Without departing from the principle of the present utility model, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of the present utility model.

[0049] The above are only the preferred embodiments of the present utility model and are not used to limit the present utility model; for those skilled in the art, the present utility model can have various changes and modifications. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A subgrade cross-sectional structure, characterized in that, Including: Symmetrically on both sides horizontally with the longitudinal center line of the road as the axis of symmetry, a central median strip, a road body, a road shoulder, a road slope, and a gutter are sequentially arranged from the longitudinal center line of the road to the outside of the road; Among them, the road body includes: a road surface and a roadbed arranged sequentially from top to bottom, and the roadbed includes a roadbed surface and a bottom layer of the roadbed surface arranged sequentially from top to bottom; the roadbed surface uses a multi-layer lime soil mixture; a cushion for strengthening the roadbed is arranged in the bottom layer of the roadbed surface; The cushion is paved with the milled material of the original road surface.

2. The roadbed cross-section structure according to claim 1, characterized in that The road surface has a camber slope that slopes downward from the longitudinal center line of the road to the outside of the road.

3. The roadbed cross-section structure according to claim 2, characterized in that, The camber slope of the road surface is 1.50 - 2.00%.

4. The subgrade cross-sectional structure according to claim 2, characterized in that, The slope ratio of the roadbed slope is 1:1.5 - 1:

2.

5. The roadbed cross-sectional structure according to claim 2, characterized in that, The widths and depths of the gutters on both sides of the road are set to be equal or unequal according to the drainage requirements.

6. The subgrade cross-section structure according to claim 1, characterized in that The road surface includes: a surface layer and a base layer arranged sequentially from top to bottom, and the surface layer includes: a top seal layer, a prime coat, a tack coat, and a bottom seal layer arranged sequentially from top to bottom; The prime coat uses SBS modified emulsified asphalt as the prime coat oil, the tack coat uses SBS modified emulsified asphalt as the tack coat oil, and the top seal layer uses SBS modified hot asphalt premixed crushed stone.

7. The roadbed cross-section structure according to claim 6, characterized in that The base layer uses cement and / or crushed stone, and the cement uses ordinary Portland cement of 42.5 or slag Portland cement of 32.5 and 42.

5.

8. The subgrade cross-sectional structure according to claim 6, characterized in that, The bottom seal layer is arranged between the surface layer and the base layer, and the bottom seal layer uses SBS modified hot asphalt premixed crushed stone.

9. The subgrade cross-sectional structure according to claim 8, characterized in that The road shoulder is any one of a hard shoulder and an earthen shoulder, and the width of the road shoulder is set to 0.75 - 1.2 m.

10. The subgrade cross-section structure according to claim 1, characterized in that, A corrugated guardrail is arranged on the outside of the gutter along the direction away from the road.

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