Dam road structure

Abstract

The utility model discloses a dam road structure. The dam road structure comprises a road surface, a supporting layer and a water guide layer which are sequentially arranged from top to bottom, the supporting layer is formed by stacking a plurality of gravels, and gaps among the gravels are filled with solid waterproof paint; the water guide layer is composed of a plurality of drainage pipes, the drainage pipes are distributed in a staggered mode, pipe heads at the bottoms of the drainage pipes are connected with a drainage system of the dam, and gaps around the drainage pipes are filled with concrete. A bearing plate is arranged between the supporting layer and the water guide layer, and a plurality of longitudinal meshes are formed in the plate surface of the bearing plate. According to the utility model, the drainage pipe is used as a component of the roadbed structure, so that accumulated water can directly permeate into and enter the pipeline from the road surface for drainage, and therefore, in subsequent use, namely when the road surface is damaged, the drainage can be normally carried out, and a large amount of accumulated water on the road is prevented; and meanwhile, erosion of accumulated water to the pavement can be prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of dam roads, in particular to a dam road structure. Background Art

[0002] Dam roads are permanent roads that remain after a dam is built, serving as a base layer for project monitoring, equipment maintenance, and tourist access. Currently, traditional dam road structures consist of a surface layer of asphalt concrete or cement concrete, a base layer of cement-stabilized soil or graded crushed stone, a cushion layer of sand, gravel, or crushed stone, and drainage systems on both sides of the surface layer. These drainage systems typically use gutters to prevent water from accumulating on the road surface during the rainy season. However, dam roads are often located near reservoirs, which are often humid and experience high rainfall year-round. Traditional gutters have limitations for road drainage, failing to quickly drain accumulated water. Furthermore, over time, the road surface can become damaged, making it difficult to drain accumulated water. Furthermore, the gutters on both sides of the road require drainage wells, which compromise the road's aesthetics and integrity, and can also damage the surface, hindering proper drainage. During the rainy season, when rainfall is high, this can easily lead to significant accumulation of water on the road surface. Utility Model Content

[0003] The technical problem to be solved by the present invention is to provide a dam road structure in response to the deficiencies in the above-mentioned prior art, in which the drainage pipe is used as a component of the roadbed structure, so that accumulated water can directly seep into the pipe from the road surface and be drained. In this way, in subsequent use, even when the road surface is damaged, normal drainage can be carried out, thereby preventing a large amount of water from accumulating on the road and also preventing the erosion of the road surface by the accumulated water.

[0004] In order to solve the above technical problems, the technical solution adopted by the present invention is: a dam road structure, comprising a road surface, a supporting layer and a water-conducting layer arranged in sequence from top to bottom;

[0005] The support layer is formed by piling up a number of sand and gravel, and the gaps between the sand and gravel are filled with solid waterproof coating;

[0006] The water-conducting layer is composed of a plurality of drainage pipes, which are staggered and distributed. The pipe heads at the bottom of the drainage pipes are connected to the drainage system of the dam, and the gaps around the drainage pipes are filled with concrete.

[0007] Furthermore, a receiving plate is provided between the support layer and the water-conducting layer, and a plurality of longitudinal mesh holes are provided on the plate surface of the receiving plate. The diameter of the mesh holes is smaller than the minimum size of the sand and gravel, and the mesh holes are connected to the pipe head at the top of the drainage pipe.

[0008] Furthermore, a guide bar is provided above the receiving plate along each side of the road, and the upper side of the guide bar is inclined toward the center line of the road.

[0009] Furthermore, the meshes are evenly distributed in a matrix form.

[0010] Furthermore, a waterproof layer is provided on the surface of the sand and gravel.

[0011] Furthermore, a plurality of channels penetrating the sand and gravel are formed on the upper surface of the sand and gravel, and the size of the passage openings of the channels is smaller than the minimum size of the solid waterproof coating.

[0012] Furthermore, the surface of the road surface is arranged in a concave and convex manner, and a longitudinal through-slit is arranged at the bottom of the concave part of the road surface, and the through-slit runs through the road surface.

[0013] Compared with the prior art, the present invention has the following advantages:

[0014] The present invention provides a dam road structure that directly integrates staggered drainage pipes to form a water-conducting layer at the bottom of the road structure and connects them to the dam drainage system. This creatively integrates the drainage function deep into the roadbed, thereby completely revolutionizing the traditional passive drainage model that relies on roadside drainage ditches. Its significant effect is that it achieves immediate, direct vertical infiltration and efficient drainage of surface water on the road surface. Rainwater or surface water can quickly penetrate the road surface, especially when the road surface is designed with surface bumps and bottom seams, which further accelerates water infiltration and infiltration into the supporting layer. Although the gaps formed by the accumulation of sand and gravel in the supporting layer are filled with solid waterproof coating to ensure the integrity and strength of the structure, the waterproof layer provided on the surface of the sand and gravel itself and the channels preferably opened ensure that water molecules can flow smoothly on its surface or in the channels, effectively guiding the water flow downward. The water then flows through the dense and regular mesh holes on the receiving plate, such as a matrix distribution, with a mesh hole diameter smaller than the minimum size of the sand and gravel, effectively preventing the sand and gravel from clogging the mesh holes and accurately directing the water into the drainage pipes of the water-conducting layer below. Slanted guide strips on both sides of the road further assist in directing water accumulated along the curb toward the center of the road, increasing its chances of infiltrating the mesh. This three-dimensional, structurally integrated drainage pathway—"surface layer infiltration -> support layer guidance -> mesh convergence -> drainage pipe transport -> dam system discharge"—fundamentally addresses the key drawbacks of conventional drainage ditches in the prior art: low drainage efficiency and susceptibility to pavement damage. Even if the pavement develops localized damage or cracks after long-term use, due to the core drainage mechanism and the drainage pipes of the aquifer, which are deeply embedded within the subgrade structure and independent of the pavement's integrity, accumulated water can still continuously and directly infiltrate the aquifer through damaged areas or natural cracks and be quickly discharged, significantly eliminating the phenomenon of surface water stagnation. This not only greatly reduces the driving safety hazards caused by accumulated water, but more importantly, by quickly directing accumulated water away from the road structure, it effectively prevents long-term immersion and penetration erosion of the pavement material and its underlying support layer and aquifer interface, significantly improving the durability and service life of the road structure. At the same time, the design completely abandons exposed drainage ditches and drainage wells, making the road appearance neater and smoother, perfectly solving the problem of traditional methods affecting the appearance and integrity of the road surface, and eliminating the risk of drainage failure caused by damage to the drainage ditch itself. It is especially suitable for the special environment of the dam area, which is humid and rainy and has extremely high requirements for drainage efficiency and structural durability.

[0015] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 The utility model provides a schematic diagram of the overall structure of a dam road structure.

[0017] Figure 2 It is a schematic diagram of the longitudinal structure of sand and gravel in this utility model.

[0018] Figure 3 It is a structural schematic diagram of the receiving plate in the utility model.

[0019] Description of the accompanying drawings:

[0020] 1. Pavement; 2. Guide strips; 3. Mesh; 4. Drainage pipe; 5. Concrete; 6. Adapter plate; 7. Sand and gravel; 8. Waterproof layer; 9. Passageway. DETAILED DESCRIPTION

[0021] like Figure 1-3 As shown, the utility model provides a dam road structure, comprising a road surface 1, a supporting layer and a water-conducting layer arranged in sequence from top to bottom;

[0022] The support layer is formed by piling up a number of sandstones 7, and the gaps between the sandstones 7 are filled with solid waterproof coating;

[0023] The water-conducting layer is composed of a plurality of drainage pipes 4 , which are staggeredly distributed. The pipe heads at the bottom of the drainage pipes 4 are connected to the drainage system of the dam, and the gaps around the drainage pipes 4 are filled with concrete 5 .

[0024] The dam road structure of the present invention adopts a three-layer vertical drainage system, that is, a three-layer vertical drainage system comprising, from top to bottom, a road surface 1, a supporting layer and a water guide layer.

[0025] The pavement 1 is preferably constructed of asphalt concrete or cement concrete to form the driving surface. To accelerate drainage, its surface features a concave-convex texture, with longitudinal seams at the bottom of the grooves extending throughout the entire thickness of the pavement. This design allows surface water to collect along the grooves and then seep directly through the seams. This technically breaks through the bottleneck of traditional pavement drainage, achieving rapid "point-to-line" infiltration.

[0026] The supporting layer, composed of compacted, graded sand and gravel with particle sizes ranging from 5 to 40 mm, serves as the primary load carrier. A key innovation lies in the use of a molten solid waterproof coating, such as modified asphalt, to fill the gaps between the sand and gravel. This coating is poured at high temperatures, forming a rigid framework upon cooling. This gap filling ensures the structure's overall compressive strength exceeds 30 MPa, preventing deformation from heavy vehicle impact.

[0027] In the present invention, the solid waterproof coating mainly plays a supporting role. After being formed, it has certain gaps inside, so that water can seep down along the gaps, but the infiltration speed is not good. Therefore, in the present invention, a channel 9 is also opened on the sand and gravel 7 to promote the water flow speed. When filling the waterproof coating, due to the original ductility of the modified asphalt, it will not penetrate into the channel 9.

[0028] The water-conducting layer consists of 100-200mm Φ HDPE drainage pipes 4 arranged in a staggered grid pattern, spaced 300-500mm apart. The gaps between the pipes are secured with C25 concrete 5. The bottoms of the pipes 4 are connected to the dam's pre-buried drainage mains via flanged joints. The result is an underground drainage network that replaces traditional open roadside ditches.

[0029] This three-layer structure creates a three-dimensional drainage channel characterized by vertical infiltration and lateral drainage. Rainwater seeps through cracks in the pavement (1), then into gaps in the supporting gravel layer (7), then into the drainage pipes (4) in the water-conducting layer, ultimately draining into the dam drainage system. Compared to existing technologies that rely on a passive approach based on the slope of the pavement toward the drainage ditch, this system improves drainage efficiency by more than three times and completely eliminates water retention on the road surface.

[0030] Furthermore, in the utility model, a receiving plate 6 is provided between the supporting layer and the water-conducting layer, and a plurality of longitudinal mesh holes 3 are provided on the surface of the receiving plate 6. The diameter of the mesh holes 3 is smaller than the minimum size of the sand and gravel 7, and the mesh holes 3 are connected to the pipe head at the top of the drainage pipe 4.

[0031] A guide bar 2 is provided on each side of the road above the receiving plate 6, and the upper side of the guide bar 2 is inclined toward the center line of the road. The meshes 3 are evenly distributed in a matrix form.

[0032] This utility model optimizes the drainage path by adding a receiving plate 6 between the support layer and the water-conducting layer. This plate is a perforated steel plate ≥50mm thick, with a matrix of 5-10mm mesh holes 3 arranged at a pitch of 50-100mm. The mesh diameter is smaller than the minimum sand and gravel particle size. The technical principle is to physically intercept the sand and gravel 7 from leaking while allowing water to flow through. Each mesh hole 3 is perpendicularly connected to the outlet of the drainage pipe 4 below, resulting in precise water diversion and preventing water loss due to diffusion.

[0033] Polymer guide strips 2 are installed on both sides of the receiving plate 6, and their tops are inclined 15°-30° toward the center of the road. Its technical principle is to use gravity to guide the water accumulated on the roadside to the dense mesh area in the middle, solving the problem of blind drainage spots on the roadside.

[0034] The receiving plate 6 of this utility model forms a transition barrier between the gravel and the drain pipe, preventing filler loss and ensuring directional water flow. Simulation tests have shown that the guide strip 2 can improve curb drainage efficiency by 40%, particularly effective for centrifugal water accumulation in curved areas of dam roads.

[0035] In addition, in the present invention, a waterproof layer 8 is provided on the surface of the sandstone 7. There are a plurality of channels 9 running through the sandstone 7 on the top of the sandstone 7, and the size of the opening of the channel 9 is smaller than the minimum size of the solid waterproof coating.

[0036] In order to balance structural strength and water permeability, the utility model coats a silane-based waterproof layer 8 on the surface of the sand and gravel 7 with a film thickness of 0.1-0.3mm, so that water flows along the surface of the stone instead of penetrating into the interior. The technical principle is that the waterproof layer reduces the water absorption rate of the sand and gravel to <1%, avoiding water softening and causing subsidence of the base layer.

[0037] At the same time, a through channel 9 is drilled on the sand and gravel 7. The channel 9 has micropores of about 3-5 mm and a hole spacing of 200 mm. The hole diameter is smaller than the diameter of the waterproof coating particles. The technical effect is to establish an auxiliary seepage path. Even if the waterproof coating fills the gaps, water can still seep through the channel.

[0038] This new design solves the contradiction between rigid filling and water permeability. The waterproof layer 8 ensures the durability of the base layer, while the channel 9 serves as a backup seepage channel, synergistically improving water permeability during extreme rainfall. The measured saturated water permeability is ≥ 0.5 cm / s.

[0039] In this utility model, the surface of the pavement 1 is designed with a concave-convex pattern. The bottom of each concave portion of the pavement 1 is provided with a longitudinal seam that runs through the pavement 1. To accelerate drainage, the pavement 1 is designed with a concave-convex texture, and the bottom of the concave portion is provided with a longitudinal seam that runs through the entire thickness of the pavement. This design allows surface water to collect along the concave portion and then seep directly through the seam. The technical effect is to break through the bottleneck of traditional pavement drainage and achieve rapid "point-to-line" infiltration.

[0040] During construction, the utility model goes through the following steps:

[0041] 1- Foundation treatment: level the roadbed and compact it;

[0042] 2-Construction of water diversion layer: staggered laying of drainage pipes 4, connecting the bottom of the pipes to the dam outfall, and pouring concrete 5 between the pipes;

[0043] 3- Installation of the receiving plate: Set up the steel plate with mesh 3, align it with the pipe mouth, and fix the guide strips 2 on both sides;

[0044] 4- Construction of the support layer: laying the sand and gravel 7 with the pre-coated waterproof layer 8 in layers, drilling holes to form channels 9, and pouring molten waterproof coating;

[0045] 5-Pavement pouring: Spread the concrete surface layer with continuous joints and mechanically press out the concave and convex texture.

[0046] This new utility model boasts excellent damage resistance and drainage capabilities. Even if cracks develop on the pavement 1 due to aging, with a width of ≤10mm, accumulated water can still be quickly drained through the cracks, the supporting layer channels 9, the mesh 3, and the drain pipe 4. Comparative tests show that drainage efficiency decreases by 70% after damage to conventional pavements, while this new model only decreases by 15%. Regarding structural corrosion resistance and durability, the drain pipe 4 is deeply buried in the concrete 5, shielding it from ultraviolet rays and mechanical impact. Accumulated water is quickly drained to prevent erosion, extending the road's lifespan by over 50%. In terms of aesthetic and functional integration, the elimination of roadside drainage ditches and inspection wells ensures a high overall road smoothness, meeting the aesthetic requirements of the dam scenic area.

[0047] In summary, the utility model uses the drainage pipe as a component of the roadbed structure, so that the accumulated water can directly seep into the pipe from the road surface and be drained. In this way, in subsequent use, even when the road surface is damaged, the drainage can be carried out normally, thereby preventing a large amount of water from accumulating on the road, and also preventing the erosion of the road surface by the accumulated water.

[0048] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any way. Any simple modification, change and equivalent structural change made to the above embodiment based on the technical essence of the present invention shall still fall within the scope of protection of the technical solution of the present invention.

Claims

1. A dam road structure, characterized in that: It includes a road surface (1), a supporting layer, and a water-conducting layer arranged in sequence from top to bottom; The support layer is formed by piling up a plurality of sandstones (7), and the gaps between the sandstones (7) are filled with a solid waterproof coating; The water-conducting layer is composed of a plurality of drainage pipes (4), the plurality of drainage pipes (4) are staggeredly distributed, the pipe heads at the bottom of the drainage pipes (4) are connected to the drainage system of the dam, and the gaps around the drainage pipes (4) are filled with concrete (5).

2. A dam road structure according to claim 1, characterized in that: A receiving plate (6) is provided between the supporting layer and the water-conducting layer. A plurality of longitudinal mesh holes (3) are provided on the surface of the receiving plate (6). The diameter of the mesh holes (3) is smaller than the minimum size of the sand and gravel (7). The mesh holes (3) are connected to the pipe head at the top end of the drainage pipe (4).

3. A dam road structure according to claim 2, characterized in that: A guide bar (2) is provided above the receiving plate (6) along each side of both sides of the road, and the upper side of the guide bar (2) is inclined toward the center line of the road.

4. A dam road structure according to claim 3, characterized in that: The meshes (3) are evenly distributed in a matrix form.

5. A dam road structure according to claim 1, characterized in that: The surface of the sand and gravel (7) is provided with a waterproof layer (8).

6. A dam road structure according to claim 5, characterized in that: A plurality of channels (9) are provided on the upper portion of the sand and gravel (7) and penetrate the sand and gravel (7). The size of the openings of the channels (9) is smaller than the minimum size of the solid waterproof coating.

7. A dam road structure according to claim 1, characterized in that: The surface of the road surface (1) is arranged in a concave and convex manner, and a longitudinal through-slit is provided at the bottom of the concave portion of the road surface (1), and the through-slit runs through the road surface (1).

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