Pavement structure for verifying capability of transverse force coefficient equipment

Abstract

The utility model discloses a pavement structure for verifying the capability of transverse force coefficient equipment, and belongs to the field of special pavements. The pavement structure comprises a concrete layer, a reserved groove is formed in the upper surface of the concrete layer, embedded parts are arranged on the two sides of the bottom of the reserved groove respectively, and each embedded part comprises an embedded steel plate, an embedded steel bar arranged at the bottom of the embedded steel plate and an embedded bolt arranged on the upper portion of the embedded steel plate; the device further comprises a testing grating plate and nuts, fixing holes corresponding to the embedded bolts are formed in the two sides of the testing grating plate, and the nuts are used for being matched with the embedded bolts to fix the testing grating plate in the reserved grooves. According to the utility model, the test grating plate and the pavement base layer for fixing the test grating plate are arranged, so that the anti-skid performance of the pavement can be known, stable and unchanged during test, and the problem that the annual change of the performance of a motorcade cannot be identified during capability verification of the conventional transverse force coefficient detection equipment is solved; and finally, the accuracy of anti-skid performance detection of the high-grade highways in the whole road network is improved, and the driving safety is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of special road surfaces, in particular to a road surface structure for verifying the performance of a lateral force coefficient device. Background Art

[0002] Ensuring that the road surface can maintain sufficient anti-skid performance is a key component of road safety and is also a matter of great concern to relevant personnel in road engineering. The anti-skid performance of the road surface includes two aspects: longitudinal and lateral. The longitudinal anti-skid performance determines the sliding distance of the vehicle when braking, which has a direct decisive effect on avoiding rear-end traffic accidents; the lateral anti-skid performance determines the vehicle's direction control ability and is more important for the safety of the vehicle when driving on a curve. In order to accurately measure the stability, safety, and comfort of a vehicle when driving on a circular curve, the ratio of the lateral force to the vertical force (referred to as the lateral force coefficient) can be approximately regarded as the lateral force received per unit vehicle weight. This lateral force coefficient reflects the danger of the vehicle skidding on the road surface and is currently the main indicator for measuring the anti-skid performance of road surfaces in China.

[0003] The current "Highway Maintenance Technical Standard" requires that the anti-skid performance of high-grade highways be detected annually to ensure the safety service performance of the road surface. In order to ensure the consistency of measurements by different lateral force detection devices, it is necessary to examine the performance of the devices through an annual proficiency testing process. The proficiency testing process can be summarized as follows: Different detection devices form a fleet to drive on a typical road surface and measure, and the measurement results of individual devices are compared with the average measurement results of the entire fleet. This method can identify devices that differ from the overall performance of the fleet on the test day. However, the limitation of this technology is that it cannot identify the annual changes in the performance of the fleet. This is because the anti-skid performance of the typical road surface changes with natural deterioration and traffic volume. Therefore, if the average performance of the fleet changes annually, this may be due to the actual change in the performance of the fleet or due to the natural change in the anti-skid performance of the tested surface.

[0004] Therefore, there is an urgent need to establish a road surface structure for verifying the performance of a lateral force coefficient device, whose anti-skid performance is known and stable, for carrying out fleet performance verification, ensuring its stability, improving the accuracy of the anti-skid performance detection of high-grade highways on the entire road network, and ensuring driving safety. Summary of the Utility Model

[0005] The technical problem to be solved by the utility model is to provide a road surface structure for verifying the performance of a lateral force coefficient device, whose anti-skid performance is known and stable, for carrying out fleet performance verification, ensuring its stability, improving the accuracy of the anti-skid performance detection of high-grade highways on the entire road network, and ensuring driving safety, thereby overcoming the deficiencies caused by the change in the anti-skid performance of the existing typical road surface.

[0006] To solve the above technical problems, the utility model provides a pavement structure for the performance verification of the lateral force coefficient device, which includes a concrete layer. A reserved groove is provided on the upper surface of the concrete layer. Embedded parts are respectively arranged on both sides of the bottom of the reserved groove. The embedded parts include an embedded steel plate, embedded steel bars arranged at the bottom of the embedded steel plate, and embedded bolts arranged on the upper part of the embedded steel plate.

[0007] It also includes a test grid plate and nuts. Fixing holes corresponding to the embedded bolts are provided on both sides of the test grid plate. The nuts are used to cooperate with the embedded bolts to fix the test grid plate in the reserved groove.

[0008] For further improvement, the top of the embedded steel plate is flush with the bottom of the reserved groove, and the height of the embedded bolt is greater than the height of the test grid plate.

[0009] For further improvement, both the embedded steel bars and the embedded bolts are welded to the embedded steel plate.

[0010] For further improvement, the test grid plate adopts a steel grid plate with different anti-slip surface characteristics.

[0011] For further improvement, the width of the grid holes on the steel grid plate is 5 - 10 mm, and the spacing of the grid holes is 5 - 10 mm.

[0012] For further improvement, the upper surface of the concrete layer includes two parallel reserved grooves. The distance between the two reserved grooves is 500 mm, and the width of the reserved groove is not less than 500 mm.

[0013] For further improvement, a gravel base layer and a soil base layer are successively arranged at the bottom of the concrete layer.

[0014] For further improvement, the thickness of the concrete layer is 200 - 300 mm, the thickness of the gravel base layer is 250 - 350 mm, and the top surface resilient modulus of the soil base layer is not less than 60 Mpa.

[0015] After adopting such a design, the utility model has at least the following advantages:

[0016] The pavement structure for the performance verification of the lateral force coefficient device of the utility model, through the test grid plate and the pavement base layer for fixing it, can ensure that the anti-slip performance of the pavement during testing is known and stable, so as to solve the problem that the performance of the vehicle fleet cannot be identified when the existing lateral force coefficient detection device verifies its performance year by year, making the verification of the vehicle fleet performance highly stable, ultimately improving the accuracy of the anti-slip performance detection of high-grade highways on the entire road network, ensuring driving safety, and providing strong support for protecting the lives and property safety of the general public. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above is only an overview of the technical solution of the present utility model. In order to better understand the technical means of the present utility model, the following provides a more detailed description of the present utility model in combination with the drawings and specific embodiments.

[0018] Figure 1 It is a schematic cross-sectional structure diagram of the road surface structure for verifying the ability of the transverse force coefficient device of the present utility model.

[0019] Figure 2 It is a schematic structure diagram of the test grid plate in the road surface structure for verifying the ability of the transverse force coefficient device of the present utility model.

[0020] Figure 3 It is a schematic cross-sectional structure diagram of another embodiment of the road surface structure for verifying the ability of the transverse force coefficient device of the present utility model. Specific Embodiments

[0021] The exemplary embodiments of the present utility model will be described in more detail below with reference to the drawings. Although the exemplary embodiments of the present utility model are shown in the drawings, it should be understood that the present utility model can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present utility model and to fully convey the scope of the present utility model to those skilled in the art.

[0022] Referring to the attached Figure 1 As shown, the road surface structure for verifying the ability of the transverse force coefficient device in this embodiment includes a concrete layer 1, and a reserved groove 11 is provided on the upper surface of the concrete layer 1. A plurality of embedded parts 2 are respectively provided on both sides of the bottom of the reserved groove 11. The embedded part 2 includes an embedded steel plate 21, an embedded steel bar 22 provided at the bottom of the embedded steel plate 21, and an embedded bolt 23 provided at the upper part of the embedded steel plate 21.

[0023] This road surface structure further includes a test grid plate 3 and a nut 4. A plurality of fixing holes 31 corresponding to the embedded bolts 23 are provided on both sides of the test grid plate 3. The nut 4 is used to cooperate with the embedded bolt 23 to fix the test grid plate 3 in the reserved groove 11, forming a passage for the vehicle of the transverse force coefficient detection device.

[0024] Specifically, the top of the embedded steel plate 21 is flush with the bottom of the reserved groove 11, and the height of the embedded bolt 23 is greater than the height of the test grid plate 3, which is convenient for the fixation of the nut 4.

[0025] In this embodiment, both the embedded steel bar 22 and the embedded bolt 23 are welded to the embedded steel plate 21 to ensure the firmness of the embedded part 2 itself and the stability of the embedded part 2 in fixing the test grid plate 3 on the concrete slab 1.

[0026] Refer to the appendix Figure 2 As shown, in this embodiment, the test grid plate 3 uses a steel grid plate with different anti-slip surface characteristics. The width l of the grid holes 32 on the steel grid plate is 5-10 mm, and the distance d between two adjacent grid holes 32 is 5-10 mm. Of course, the specific dimensions can be set according to actual test requirements to provide anti-slip surfaces with different transverse force coefficient values for different test vehicles to use.

[0027] Refer to the appendix again Figure 1 As shown, at the bottom of the concrete layer 1 in this embodiment, a gravel base layer 5 and a soil base layer 6 are successively provided. The thickness of the concrete layer 1 is 200-300 mm, preferably 220 mm. The thickness of the gravel base layer 5 is 250-350 mm, preferably 300 mm. The resilient modulus of the top surface of the soil base layer 6 is not less than 60 Mpa. Then the gravel base layer 5 and the soil base layer 6 can further ensure the stability of the concrete layer 1.

[0028] The composition and stable and reliable connection of the road surface structure in this embodiment enable it to bear the dynamic load of the test system at a vehicle speed of 30-85 km / h and meet the test systems with different requirements.

[0029] Of course, refer to the appendix Figure 3 As shown, the road surface structure can also be that two parallel reserved grooves 11 are provided on the upper surface of the concrete layer 1 to fix the two parallel test grid plates 3 for the left and right wheels of the test vehicle to pass through to complete the test.

[0030] Among them, the distance between the two reserved grooves 11 is 500 mm, and the width of each reserved groove 11 is not less than 500 mm, so that the left and right tires of the test vehicle can both pass on the test grid plate 3.

[0031] The present utility model is a new type of combined structure based on a cement concrete road surface. By stably setting a test grid plate thereon, it can provide a known and unchanging anti-slip performance surface. This anti-slip performance surface is set according to the characteristics of the transverse force coefficient test structure, which can solve the problem that the existing transverse force coefficient detection equipment cannot identify the annual change of the vehicle fleet performance during the ability verification, improve the accuracy of the anti-slip performance detection of high-grade highways on the entire road network, ensure driving safety, and safeguard the lives and property safety of the broad masses of the people.

[0032] The above is only a preferred embodiment of the present utility model, and it does not impose any form of limitation on the present utility model. Any simple modifications, equivalent changes or decorations made by those skilled in the art using the disclosed technical content all fall within the protection scope of the present utility model.

Claims

1. A pavement structure for verifying the capabilities of a transverse friction coefficient device, comprising a concrete layer, characterized in that, A reserved groove is provided on the upper surface of the concrete layer. Embedded parts are respectively provided on both sides of the bottom of the reserved groove. The embedded parts include embedded steel plates, embedded steel bars arranged at the bottom of the embedded steel plates, and embedded bolts arranged on the upper parts of the embedded steel plates. It further includes a test grating plate and nuts. Fixing holes corresponding to the embedded bolts are provided on both sides of the test grating plate. The nuts are used to cooperate with the embedded bolts to fix the test grating plate in the reserved groove.

2. The pavement structure for verifying the capabilities of a lateral force coefficient device according to claim 1, wherein, The top of the embedded steel plate is flush with the bottom of the reserved groove, and the height of the embedded bolt is greater than the height of the test grating plate.

3. The pavement structure for the verification of the capabilities of transverse force coefficient equipment according to claim 2, characterized in that, Both the embedded steel bars and the embedded bolts are welded to the embedded steel plate.

4. The pavement structure for the verification of the lateral force coefficient equipment capacity according to claim 1, wherein, The test grating plate is made of a steel grating plate with different anti-slip surface characteristics.

5. The pavement structure for the verification of the capabilities of a transverse friction coefficient device according to claim 4, characterized in that, The width of the grating holes on the steel grating plate is 5 - 10 mm, and the spacing of the grating holes is 5 - 10 mm.

6. The pavement structure for the verification of the capabilities of transverse force coefficient equipment according to any one of claims 1 to 5, characterized in that, The upper surface of the concrete layer includes two reserved grooves arranged in parallel. The distance between the two reserved grooves is 500 mm, and the width of the reserved groove is not less than 500 mm.

7. The pavement structure for the verification of the lateral force coefficient equipment capacity according to claim 6, characterized in that, A gravel base layer and a soil base layer are successively provided at the bottom of the concrete layer.

8. The pavement structure for verifying the capabilities of a lateral force coefficient device according to claim 7, wherein, The thickness of the concrete layer is 200 - 300 mm, the thickness of the gravel base layer is 250 - 350 mm, and the top surface resilient modulus of the soil base layer is not less than 60 Mpa.

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