Inclined consolid pavement structure

Abstract

An inclined consolid pavement structure belongs to the technical field of road protection and comprises a base layer, a consolid layer and a wearing layer which are sequentially arranged upwards, a plurality of reinforcing grooves are dug in two sides of the consolid layer, reinforcing blocks are mounted in the reinforcing grooves, and the wearing layer can cover the reinforcing blocks. Only the wearing layer above the reinforcing blocks deforms, so that the deformation degree of the pavement is reduced, and the deformation of the whole pavement is avoided; due to the fact that the rut mark formed on the road surface with the reinforcing block is lower than the rut mark formed on the road surface without the reinforcing block, a notch can be formed above the reinforcing block when seen from the side face, accumulated water on the road surface or accumulated water in the sunken rut mark can be discharged from the notch, and the situation that the accumulated water permeates into the road surface, and consequently the road surface structure is damaged is avoided; the reinforcing blocks can prevent the cracks from continuously cracking on the pavement, so that the lengths of the cracks are shortened, and the pavement structure is better protected; when the pavement is repaired, the area provided with the reinforcing block does not need to be repaired, and the repair amount of the pavement is reduced.

Description

Technical Field

[0001] The present application belongs to the technical field of road protection, and in particular relates to an inclined anti-vibration pavement structure. Background Art

[0002] Anti-sparging is the use of soil as a building material. Anti-sparging 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 technology of anti-sparging stabilized soil gradually matures, the application of anti-sparging stabilized soil in the construction of earth roads is becoming more and more extensive. 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-sludge road, comprising the following steps: detecting the particle gradation composition, natural water content and other indicators of the soil sample, and determining the amount of anti-sludge admixture, sand and stone based on the test results; excavating and cleaning the roadbed trench, and initially compacting the bottom of the roadbed trench; laying a homemade lime soil layer with a thickness of about 5 mm in the roadbed trench, and manually spraying the working fluid configured with the anti-sludge admixture while backfilling the soil layer. When the designed roadbed thickness is reached, a light wheel roller is used for static rolling and compacting once, and manual leveling is arranged in time, and then a light wheel roller is used for static rolling and compacting 5 to 8 times until the reinforcement layer requirements are met; constructing and paving anti-sludge stabilized soil, rolling to form an anti-sludge stabilization layer; constructing a bonding layer on the anti-sludge stabilization 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 soil stability, 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 driving in the center of the single lane, 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 toward the sides of the road, that is, it will be flattened, and a part of the soil layer between the wheels will be piled up 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, and even cracks will appear on both sides of the lane marks, resulting in a vicious cycle of the road surface structure, until the road surface structure is damaged and the service life of the road is shortened. Summary of the Invention

[0005] In view of this, it is necessary to provide an inclined anti-vibration pavement structure to solve the technical problem in the existing technology that the sunken lane marks are prone to water accumulation, the accumulated water is difficult to drain, and the accumulated water seeps into the road surface, causing the soil road surface to become looser. When it is run over by vehicles again, the sunken road surface will gradually become deeper, and even cracks may appear on both sides of the lane marks, causing a vicious cycle in the pavement structure, until the pavement structure is damaged and the service life of the road is shortened.

[0006] The solution to the technical problem described in this application is:

[0007] An inclined anti-repellent pavement structure includes a base layer, an anti-repellent layer and a wear layer arranged upward in sequence. A plurality of reinforcement grooves are dug on the side of the anti-repellent layer close to the drainage ditch. Reinforcement blocks are installed in the reinforcement grooves, and the wear layer can cover the reinforcement blocks.

[0008] Preferably, the distance between two adjacent reinforcement grooves is 30 meters to 50 meters.

[0009] Preferably, the reinforcing block is a concrete block or an iron block.

[0010] Preferably, a fixing plate is provided on the side wall inside the reinforcement groove for fixing the reinforcement block.

[0011] Preferably, the inclined anti-fouling pavement structure also includes a first reinforcement component, which includes a plurality of reinforcement grooves and reinforcement blocks. The reinforcement grooves are located in the driving area of the road surface, are opened in the anti-fouling layer, and are located between two adjacent reinforcement grooves. The reinforcement blocks are arranged in the reinforcement grooves and are covered by the wear layer.

[0012] Preferably, the distance between two adjacent reinforcement grooves is 30 meters to 50 meters.

[0013] Preferably, a plurality of water guide joints are provided on the wearing layer, the water guide joints are arranged parallel to each other, and the length of the water guide joints is not greater than the width of the road surface.

[0014] Preferably, the water guide joint further includes an impact-resistant surface and a slow-flow surface, the setting directions of the impact-resistant surface and the slow-flow surface correspond to the inclination angle of the road surface, and the connection area of the impact-resistant surface and the slow-flow surface forms an arc-shaped transition area.

[0015] Preferably, a coarse particle layer is provided between the anti-repellent layer and the wear layer.

[0016] This application adopts a technical solution of an inclined anti-sludge pavement structure to achieve the following beneficial effects:

[0017] When the road surface is compacted, only the wearing layer above the reinforcing block is deformed, which reduces the degree of deformation of the road surface and avoids deformation of the entire road surface.

[0018] Since the lane marks formed by the road surface with reinforcement blocks are much smaller than those formed by the road surface without reinforcement blocks, a gap will be formed above the reinforcement blocks when viewed from the side. The accumulated water on the road surface or the accumulated water in the sunken lane marks can be discharged from the gap, preventing the accumulated water from seeping into the road surface and damaging the road surface structure.

[0019] The reinforcing block can prevent cracks from continuing to crack on the road surface, shorten the length of the cracks, and better protect the road surface structure.

[0020] When repairing a road surface, the area where the reinforcing blocks are set does not need to be repaired, thereby reducing the amount of road surface repair. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a cross-sectional view of an inclined anti-sludge pavement structure in this application.

[0022] Figure 2 This is a structural diagram of the reinforcement groove and reinforcement block in this application.

[0023] Figure 3 This is a structural diagram of the first reinforcement component in this application.

[0024] Figure 4 This is a schematic diagram of the positions of the reinforcing blocks and the reinforcement blocks for this application.

[0025] In the figure: base layer 10, anti-repellent layer 20, reinforcement groove 201, reinforcement block 202, fixing plate 203, first reinforcement component 204, reinforcement groove 2041, reinforcement block 2042, wear layer 30, water guide joint 40, impact resistance surface 401, slow flow surface 402, coarse particle layer 50, drainage ditch 60. DETAILED DESCRIPTION

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present application, a brief introduction to the drawings required for use in the embodiments will be given below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0027] Please see Figures 1 to 4 A sloped anti-repellent pavement structure includes a base layer 10, an anti-repellent layer 20 and a wearing layer 30 arranged upward in sequence. A plurality of reinforcement grooves 201 are dug on one side of the anti-repellent layer 20 close to the drainage ditch 60. Reinforcement blocks 202 are installed in the reinforcement grooves 201, and the wearing layer 30 can cover the reinforcement blocks 202.

[0028] When a vehicle is driving on the road, it will habitually follow the path of the previous vehicle. If it continues in this way for a long time, the soil layer between the wheels will accumulate inward, and the soil layer outside the wheels will move outward to both ends of the road surface, thus forming ruts (or lane marks). If not treated for a long time, the road surface will crack at or near the ruts, causing a vicious cycle in the road surface structure, until the road surface structure is damaged and the road service life is shortened.

[0029] In order to avoid this situation, the structure of the road surface is set to a base layer 10, an anti-repellent layer 20 and a wear layer 30 arranged upward in sequence, and a number of reinforcement grooves 201 are dug on both sides of the anti-repellent layer 20, and reinforcement blocks 202 are installed in the reinforcement grooves 201, and the wear layer 30 can cover the reinforcement blocks 202. The reinforcement blocks 202 are arranged along the direction of the road surface, and a reinforcement block 202 is set at a distance at one end.

[0030] At this time, when the road surface is rolled over by the vehicle again, the wear layer 30 between the wheels will still accumulate inward, and the wear layer 30 outside the wheel will still move outward to both sides of the road surface. However, the deformation degree of the wear layer 30 above the reinforcing block 202 is much smaller than the deformation degree of the wear layer 30 below without the reinforcing block 202, that is, the lane mark height (the depth of the depression in the road surface) formed by the wear layer 30 above the reinforcing block 202 is much smaller than the lane mark height (the depth of the depression in the road surface) formed by the road surface without the reinforcing block 202. The height of the road mark (the depth of the depression in the road surface) is because the position of the reinforcing block 202 will not be displaced after being rolled by the vehicle. Only the wear layer 30 above the reinforcing block 202 will be displaced. If the reinforcing block 202 is not set, the wear layer 30, the anti-repellent layer 20, and even the base layer 10 will be displaced after the road surface is rolled, resulting in pits or cracks on the road surface. In addition, the reinforcing layer will bear part of the gravity to prevent the lower road surface structure from being displaced due to the force. In other words, when the road surface is rolled, the road mark formed by the road surface with the reinforcing block 202 is much lower than the road mark formed by the road surface without the reinforcing block 202. From the side, a gap will be formed above the reinforcing block 202. At this time, the accumulated water on the road surface or the accumulated water in the depressed road mark can be discharged from the gap to prevent the accumulated water from seeping into the road surface.

[0031] At the same time, when the road surface cracks, the reinforcing block 202 can also prevent the cracks from extending along the road surface, because when the crack contacts one side of the reinforcing block 202, the reinforcing block 202 will not break (the reinforcing block 202 and the road surface are not a whole), which prevents the cracks from continuing to extend along the road surface. Moreover, when the road surface on both sides of the reinforcing block 202 cracks, since the reinforcing block 202 does not break, it is only necessary to repair the cracks on both sides of the reinforcing block 202, thereby reducing the workload of repair.

[0032] The principle of the reinforcement blocks 202 and reinforcement grooves 201 in improving the firmness of the road surface is similar to patching, which strengthens the local strength. Therefore, multiple reinforcement blocks 202 and reinforcement grooves 201 are provided to improve the firmness of the entire road surface.

[0033] One side of the reinforcement groove 201 overlaps with one side of the road surface, and the other side is set on the road surface.

[0034] This application adopts a technical solution of an inclined anti-sludge pavement structure to achieve the following beneficial effects:

[0035] When the road surface is compacted, only the wear layer 30 above the reinforcing block 202 is deformed, which reduces the degree of deformation of the road surface and avoids deformation of the entire road surface.

[0036] Since the lane marks formed on the road surface with the reinforcement block 202 are much smaller than those formed on the road surface without the reinforcement block 202, a gap will be formed above the reinforcement block 202 when viewed from the side. At this time, the accumulated water on the road surface or the accumulated water in the sunken lane marks can be discharged from the gap, preventing the accumulated water from seeping into the road surface and damaging the road surface structure.

[0037] The reinforcing block 202 can prevent cracks from continuing to crack on the road surface, shorten the length of the cracks, and better protect the road surface structure.

[0038] When repairing a road surface, the area where the reinforcing blocks 202 are set does not need to be repaired, thereby reducing the amount of repair work on the road surface.

[0039] Specifically, the distance between two adjacent reinforcement grooves 201 is 30 meters to 50 meters.

[0040] The setting distance of the reinforcing blocks 202 is determined according to the inclination of the road surface. When the road surface is turning, the distance between two adjacent reinforcing grooves 201 is 30 meters; when the road surface is relatively straight, the distance between two adjacent reinforcing grooves 201 is 50 meters. The advantage of this setting is that when the vehicle is at a turn, the side force of the road surface is greater than the force of the vehicle on a relatively straight road. At this time, setting the distance between two adjacent reinforcing blocks 2042 closer can prevent the road surface from cracking or accelerating the widening of cracks when the vehicle is under force, thereby increasing the strength of the road surface and extending the service life of the road surface.

[0041] In a specific embodiment, the reinforcing block 202 is a concrete block or an iron block.

[0042] The reinforcement block 202 may be made of a concrete block (with steel bars arranged therein) or an iron block. Considering the cost, most people choose a concrete block, which is low in cost and easily available.

[0043] Furthermore, a fixing plate 203 is provided on the side wall inside the reinforcement groove 201 for fixing the reinforcement block 202 .

[0044] In order to prevent irregular displacement of the side wall inside the reinforcement groove 201, which makes it difficult to replace the reinforcement block 202, the fixing block is set on the side wall inside the reinforcement groove 201. The bottom of the fixing plate 203 is fixedly connected to the bottom of the reinforcement groove 201 and is in close contact with the side wall inside the reinforcement groove 201. At the same time, the fixing block isolates the reinforcement groove 201 from the reinforcement block 202. When the reinforcement block 202 needs to be replaced, the shape of the reinforcement groove 201 will not be damaged.

[0045] In a preferred embodiment, the inclined anti-fouling pavement structure further includes a first reinforcement component 204, which includes a plurality of reinforcement grooves 2041 and reinforcement blocks 2042. The reinforcement grooves 2041 are located in the driving area of the road surface, are opened in the anti-fouling layer 20, and are located between two adjacent reinforcement grooves 201. The reinforcement blocks 2042 are arranged in the reinforcement grooves 2041 and are covered by the wear layer 30.

[0046] The first reinforcing component 204 is arranged in the driving area on the road surface. The arrangement of the first reinforcing component 204 is the same as the arrangement of the reinforcing groove 2041 and the reinforcing block 2042. When a vehicle rolls over the wear layer 30 above the reinforcing block 2042, the reinforcing block 2042 will not be displaced, and only the wearing layer 30 will be displaced, thereby avoiding the displacement of the wearing layer 30 in the driving area, resulting in two obvious sunken road surfaces, causing a large amount of accumulated water therein, which seeps into the road surface and destroys the road surface structure. At the same time, the first reinforcing component 204 can enhance the firmness of the road surface. For example, when cracks appear on the road surface, the first reinforcing component 204 can also block the direction of the cracks to avoid the cracks from extending on the road surface, thereby enhancing the firmness of the road surface.

[0047] At the same time, along the direction of the road surface, the reinforcement block 2042 is set between the two reinforcements, and the reinforcement blocks 2042 are set at intervals, and along the width direction of the road surface, the reinforcement block 2042 does not contact the reinforcement.

[0048] In another embodiment, the distance between two adjacent reinforcement grooves 2041 is 30 meters to 50 meters.

[0049] The basis for setting the distance of the reinforcement grooves 2041 is the same as that for setting the distance of the reinforcement blocks 2042, both of which are to prevent the road surface from cracking or accelerating the widening of cracks when the vehicle is subjected to force, increase the strength of the road surface, and extend the service life of the road surface.

[0050] Furthermore, a plurality of water guide joints 40 are provided on the wearing layer 30 . The water guide joints 40 are arranged parallel to each other, and the length of the water guide joints 40 is not greater than the width of the road surface.

[0051] In order to better drain the accumulated water on the road surface, the water guide joint 40 is provided. During the flow, the accumulated water will flow into the drainage ditch 60 on both sides of the road surface along the direction of the water guide joint 40, thereby preventing the accumulated water above from flowing downward (during the flow of the accumulated water, under the action of the water guide joint 40, most of the accumulated water has been discharged into the drainage ditch 60).

[0052] Specifically, the water guide joint 40 also includes an impact-resistant surface 401 and a slow-flow surface 402. The setting directions of the impact-resistant surface 401 and the slow-flow surface 402 correspond to the inclination angle of the road surface, and the connection area of the impact-resistant surface 401 and the slow-flow surface 402 forms an arc-shaped transition area.

[0053] The accumulated water is intercepted by the anti-impact surface 401, and a part of it flows into the drainage ditch 60 along the direction of the anti-impact surface 401, and the other part of the accumulated water overflows the anti-impact surface 401 and flows to the bottom of the road surface along the slow flow surface 402. In order to make it easier for vehicles to pass through the water guide joint 40, the connection area between the impact surface and the slow flow surface 402 is set as an arc-shaped transition area.

[0054] At the same time, in order to prevent the accumulated water from flowing directly to the road surface from the highest point of the impact-resistant surface 401 after overflowing the impact-resistant surface 401, thereby exerting a strong impact force on the road surface, the slow-flow surface 402 is set as an inclined platform, the highest point of the inclined platform is fixedly connected to the impact-resistant surface 401, and the lowest point is fixedly connected to the road surface. At this time, the water flow will flow along the slow-flow surface 402 to the road surface, thereby preventing the accumulated water from flowing directly to the road surface after overflowing the impact-resistant surface 401, thereby causing pits on the surface of the road surface and destroying the surface structure of the road surface.

[0055] The water guide joint 40 is arranged along the width direction of the road surface, that is, the length of the water guide joint 40 is equal to the width of the road surface, and a water guide joint 40 is arranged at a certain distance on the road surface to block the water flow multiple times, so that the accumulated water will flow into the drainage ditch 60 on both sides of the road surface along the setting direction of the water guide joint 40, so as to reduce the amount of accumulated water flowing on the road surface and reduce the impact force of the water flow on the bottom of the road surface. The water guide joint 40 is fixedly connected to the road surface to avoid displacement of the water guide joint 40 due to friction caused by contact between the vehicle and the water guide joint 40.

[0056] In another specific embodiment, a coarse particle layer 50 is disposed between the anti-repellent layer 20 and the wear layer 30 .

[0057] The coarse particle layer 50 increases the friction between the anti-repellent layer 20 and the wear layer 30, thereby increasing the force required to displace the wear layer 30. The base layer 10 is preferably 50 to 100 mm thick, the anti-repellent stabilizing layer is 170 to 230 mm thick, and the coarse particle layer 50 is 5 to 25 mm thick.

[0058] The above disclosure is only a preferred embodiment of the present application, and it is certainly not intended to limit the scope of the rights of the present application. A person skilled in the art can understand that all or part of the processes of the above embodiments and equivalent changes made in accordance with the claims of the present application are still within the scope of the present application.

Claims

1. A sloped anti-sludge pavement structure, characterized in that: It includes a base layer, an anti-repellent layer and a wear layer arranged upward in sequence. A plurality of reinforcement grooves are dug on one side of the anti-repellent layer close to the drainage ditch. Reinforcement blocks are installed in the reinforcement grooves, and the wear layer can cover the reinforcement blocks. It also includes a first reinforcement component, which includes a plurality of reinforcement grooves and reinforcement blocks. The reinforcement grooves are located in the driving area of the road surface, are opened in the anti-fouling layer, and are located between two adjacent reinforcement grooves. The reinforcement blocks are arranged in the reinforcement grooves and are covered by the wear layer.

2. The inclined anti-sludge pavement structure according to claim 1, characterized in that: The distance between two adjacent reinforcement grooves is 30 meters to 50 meters.

3. The inclined anti-sludge pavement structure according to claim 1, characterized in that: The reinforcing block is a concrete block or an iron block.

4. The inclined anti-sludge pavement structure according to claim 1, characterized in that: A fixing plate is provided on the side wall inside the reinforcement groove for fixing the reinforcement block.

5. The inclined anti-sludge pavement structure according to claim 1, characterized in that: The distance between two adjacent reinforcement grooves is 30 meters to 50 meters.

6. The inclined anti-sludge pavement structure according to claim 1, characterized in that: A plurality of water guide joints are arranged on the wearing layer. The water guide joints are arranged parallel to each other, and the length of the water guide joints is not greater than the width of the road surface.

7. The inclined anti-sludge pavement structure according to claim 6, characterized in that: The water guide joint further includes an impact-resistant surface and a slow-flow surface. The setting directions of the impact-resistant surface and the slow-flow surface correspond to the inclination angle of the road surface, and the connection area of the impact-resistant surface and the slow-flow surface forms an arc-shaped transition area.

8. The inclined anti-sludge pavement structure according to claim 1, characterized in that: A coarse particle layer is provided between the anti-repellent layer and the wear layer.

Images