Compression-resistant pavement structure
By introducing components such as compression-resistant steel frames and support columns into the road structure, the problem of cracking in asphalt pavement has been solved, the road's compressive strength and stability have been improved, and maintenance costs have been reduced.
Patent Information
- Application Number
- CN202422574487.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-24
- Publication Date
- 2025-10-17
- Estimated Expiration
- 2034-10-24
AI Technical Summary
Asphalt pavements are prone to cracking in summer and winter, as well as due to temperature differences between day and night and the impact of vehicle tires. This can affect the stability of the pavement's internal base layer and increase maintenance costs.
The compressive pavement structure includes a base course, a pavement structure, and a compressive reinforcement structure. This is achieved by laying concrete, gravel, and asphalt layers on the base course, and installing compressive steel frames and support columns within the gravel layers. The compressive steel frames and reinforcing bars enhance the compressive strength of the pavement.
It improves the overall compressive strength of the road surface, reduces maintenance costs, and enhances the stability and drainage performance of the road structure.
Smart Images
Figure CN223445926U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to road surface structure technical field, concretely relates to a compression resistance road surface structure. BACKGROUND
[0002] For a long time, the road surface structure of our country all adopts the design thought of "strong base, thin surface, stable soil base". Based on the economic foundation and the highway engineering construction present situation of our country, the semi-rigid base represented by cement stabilized macadam will still be widely applied in the road surface structure of various grades of highway in a quite long time with the advantages of good bearing capacity, high stability, strong frost resistance etc., and with the continuous development of our country's economy, the semi-rigid base mainly with asphalt is more widely used, and compared with the semi-rigid base mainly with cement, the semi-rigid base mainly with asphalt makes the road surface flat, less dust, more durable.
[0003] But because of the inherent characteristics of asphalt material, its compression resistance is poor, in summer and winter and day and night temperature difference, and the impact force of motor vehicle tire, which is easy to cause the crack of asphalt surface, thereby affecting the stability of the internal base layer of road surface, leading to the stamping damage of the internal structure of road surface, greatly increasing the maintenance cost in later period.
[0004] Therefore, it is necessary to provide a compression resistance road surface structure to solve the above problems. CONTENT OF THE UTILITY MODEL
[0005] The utility model aims at providing a compression resistance road surface structure, through the mutual cooperation between the internal structure of road surface mechanism and compression resistance mechanism, the compression resistance of the whole road surface can be improved, and the maintenance cost in later period can be reduced, so as to solve the problem that the impact force of motor vehicle tire is easy to cause the crack of asphalt surface, thereby affecting the stability of the internal base layer of road surface, leading to the stamping damage of the internal structure of road surface, greatly increasing the maintenance cost in later period.
[0006] In order to realize the above purpose, the utility model provides the following technical scheme: a compression resistance road surface structure, including the base layer, the top of the base layer is equipped with road surface mechanism, the inside of the road surface mechanism is connected with compression resistance mechanism.
[0007] Preferably, the road surface mechanism includes the concrete layer, the concrete layer is located at the top of the base layer, the sandstone layer is connected above the concrete layer, the gravel layer is filled between the sandstone layer and the concrete layer, and the asphalt layer is connected at the top of the sandstone layer.
[0008] Preferably, the anti-pressure mechanism comprises anti-pressure steel frames connected between the gravel layer and the concrete layer, and filled with gravel layers inside, the outer walls of the anti-pressure steel frames are connected with reinforcing bars, and the inner walls of the anti-pressure steel frames are connected with support columns which penetrate from the bottom ends to the top ends of the anti-pressure steel frames.
[0009] Preferably, the gravel layer is made of concrete, and the asphalt layer is made of asphalt, and the gravel layer is provided with drainage pipes.
[0010] Preferably, the anti-pressure steel frames are filled with gravel layers made of gravel particles, and a plurality of the anti-pressure steel frames are connected by welding and laid on the top surface of the concrete layer.
[0011] Preferably, the anti-pressure steel frames are hollow inside and around the outer walls, and the top surface of the support column is smaller than the bottom surface.
[0012] In the above technical solution, the technical effects and advantages of the present application are provided.
[0013] 1. After the base layer is compacted, a concrete layer is laid on the top surface of the base layer to improve the compression resistance of the base layer, and the flatness of the concrete layer allows the gravel layer to be more evenly distributed on the concrete layer, and the gravel layer is laid on the gravel layer to fill the gaps on the surface of the gravel layer and improve the compression stress of the gravel layer, and then an asphalt layer is laid on the gravel layer, and the gravel layer is provided with drainage pipes, so that the accumulated water on the asphalt pavement can flow into the gravel layer and be collected and discharged through the drainage pipes in the gravel layer, thereby improving the water permeability and drainage performance of the asphalt pavement.
[0014] 2. A plurality of anti-pressure steel frames are connected by welding and laid on the concrete layer to allow the anti-pressure steel frames to be placed flat on the concrete layer, and when the gravel layer is laid on the concrete layer, it will be filled in the anti-pressure steel frames and the support columns, so that when the asphalt pavement is subjected to impact, the pressure is transmitted to the gravel layer through the gravel layer, the gravel layer resists the pressure on the surface of the asphalt pavement through the anti-pressure steel frames inside, and the anti-pressure steel frames improve the support strength of the anti-pressure steel frames through the reinforcing bars around the outer walls, and the support columns inside the anti-pressure steel frames transmit the stress from the top surface to the bottom surface through the top surface, and the top surface and the bottom surface of the support column are of different sizes, so that the impact on the bottom end of the support column can be unloaded more easily, thereby improving the compression resistance of the internal structure of the pavement. BRIEF DESCRIPTION OF DRAWINGS
[0015] In order to make the technical scheme of the embodiments of the present application or the prior art clearer, the accompanying drawings needed in the embodiments will be briefly introduced as follows. Obviously, the accompanying drawings in the following description only constitute some embodiments of the present application, and other drawings can also be obtained by those skilled in the art based on these drawings.
[0016] Figure 1 It is a schematic diagram of the overall structure of the utility model;
[0017] Figure 2 It is a schematic diagram of the cross-sectional structure of the base layer of the utility model;
[0018] Figure 3 It is a schematic diagram of the explosion structure of the sand and stone layer and the concrete layer of the utility model;
[0019] Figure 4 It is a schematic diagram of the connecting structure of the compression-resistant steel frame of the utility model;
[0020] Figure 5 It is a schematic diagram of the cross-sectional structure of the compression-resistant steel frame of the utility model.
[0021] Explanation of reference signs:
[0022] 1, base layer; 2, pavement mechanism; 201, concrete layer; 202, sand and stone layer; 203, asphalt layer; 204, gravel layer; 3, compression-resistant mechanism; 301, compression-resistant steel frame; 302, reinforcing bar; 303, support column. DETAILED DESCRIPTION
[0023] In order to make those skilled in the art better understand the technical scheme of the utility model, the utility model will be further described in detail in combination with the drawings.
[0024] The utility model provides a kind of compression-resistant pavement structure as shown in Figures 1-5 It is a schematic diagram of the overall structure of the utility model, including base layer 1, the top of base layer 1 is equipped with pavement mechanism 2, the inside of pavement mechanism 2 is connected with compression-resistant mechanism 3, by the mutual cooperation between the internal structure of pavement mechanism 2 and compression-resistant mechanism 3, the compression resistance of pavement overall can be improved, and the maintenance cost in later period is reduced.
[0025] With reference to the drawings of the specification Figures 1-5 Pavement mechanism 2 includes concrete layer 201, concrete layer 201 is located at the top of base layer 1, sand and stone layer 202 is connected above concrete layer 201, gravel layer 204 is filled between sand and stone layer 202 and concrete layer 201, asphalt layer 203 is connected at the top of sand and stone layer 202, by the mutual cooperation between the internal structure of pavement mechanism 2, it is convenient to make pavement overall more flat and stable.
[0026] With reference to the drawings of the specification Figures 1-5The pressure-resistant mechanism 3 includes a pressure-resistant steel frame 301, which is connected between the sand and gravel layer 202 and the concrete layer 201, and is filled with a crushed stone layer 204. The outer wall of the pressure-resistant steel frame 301 is connected and fixed with reinforcing ribs 302, and the inner wall of the pressure-resistant steel frame 301 is connected and fixed with support columns 303, which pass through the bottom end of the pressure-resistant steel frame 301 to the top end of the pressure-resistant steel frame 301. Through the mutual cooperation between the internal parts of the pressure-resistant mechanism 3, it is convenient to improve the pressure resistance of the internal structure of the pavement and reduce the damage to the stability of the internal structure of the pavement caused by stamping.
[0027] Refer to the instruction manual Figures 1-5 The gravel layer 202 is made of concrete, the surface of the asphalt layer 203 is made of asphalt, and a drainage pipe is laid inside the gravel layer 202 to facilitate the discharge of accumulated water inside the gravel layer 202.
[0028] Refer to the instruction manual Figures 1-5 The interior of the compression steel frame 301 is filled with a crushed stone layer 204, and the crushed stone layer 204 is made of crushed stone particles. Multiple compression steel frames 301 are fixed by welding and laid on the top surface of the concrete layer 201. The interior of the compression steel frame 301 is filled with a crushed stone layer 204, which facilitates the compression steel frame 301 and the crushed stone layer 204 to cooperate with each other to absorb energy and resist pressure when the road surface is subjected to impact.
[0029] Refer to the instruction manual Figures 1-5 The interior and outer walls of the compression-resistant steel frame 301 are hollow, and the top surface of the support column 303 is smaller than the bottom surface of the support column 303. By making the top surface of the support column 303 smaller than the bottom surface of the support column 303, the stamping pressure on the top of the support column 303 can be buffered and resolved by the bottom end.
[0030] This utility works as follows:
[0031] Refer to the instruction manual Figures 1-5 After compacting the base layer 1, a concrete layer 201 is laid on the upper surface of the base layer 1, so that the concrete layer 201 improves the compressive performance of the base layer 1, and the crushed stone layer 204 is more evenly distributed on the concrete layer 201 due to the flatness of the concrete layer 201, and the sand and gravel layer 202 is laid on the crushed stone layer 204, and the gaps on the surface of the crushed stone layer 204 are filled to improve the compressive stress of the crushed stone layer 204, and then an asphalt layer 203 is laid on the sand and gravel layer 202. At the same time, a drainage pipe is laid inside the sand and gravel layer 202, so that after the asphalt layer 203 is laid, the accumulated water generated by the asphalt pavement can better flow into the sand and gravel layer 202 through the asphalt layer 203 and be collected and discharged through the drainage pipe inside the sand and gravel layer 202, thereby improving the water seepage and drainage performance of the asphalt pavement;
[0032] Refer to the instruction manual Figures 1-5, through welding connection of multiple compression steel frames 301 and laying the compression steel frames 301 on the concrete layer 201, the compression steel frames 301 are placed flat on the concrete layer 201, and when the gravel layer 204 is laid on the concrete layer 201, the gravel layer 204 fills the inside of the compression steel frames 301 and the support columns 303, so that when the asphalt pavement is subjected to stamping, the asphalt layer 203 transmits the pressure to the inside of the gravel layer 204 through the sandstone layer 202, the gravel layer 204 resists the pressure on the surface of the asphalt pavement through the inside compression steel frames 301, and the compression steel frames 301 improve the support strength of the compression steel frames 301 through the reinforcing ribs 302 around the outer wall, and the support columns 303 in the inside of the compression steel frames 301 transmit the stress on the top surface to the bottom surface, and the top surface and the bottom surface of the support columns 303 are inconsistent in size, so that the bottom end of the support columns 303 can be subjected to large unloading operation, thereby improving the compression resistance of the internal structure of the pavement.
[0033] The above only describes certain exemplary embodiments of the present application by way of illustration, and it is needless to say that those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present application. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the present application.
Claims
1. A compression-resistant pavement structure comprising a base layer (1), characterized in that: A pavement mechanism (2) is installed on the top of the base layer (1), and a pressure-resistant mechanism (3) is connected inside the pavement mechanism (2); The compression-resistant mechanism (3) includes a compression-resistant steel frame (301), the compression-resistant steel frame (301) is connected between the sand and gravel layer (202) and the concrete layer (201), and is filled with a crushed stone layer (204). The outer wall of the compression-resistant steel frame (301) is connected and fixed with reinforcing ribs (302) all around, and the inner wall of the compression-resistant steel frame (301) is connected and fixed with support columns (303), which extend from the bottom end of the compression-resistant steel frame (301) to the top end of the compression-resistant steel frame (301).
2. A compression-resistant pavement structure according to claim 1, characterized in that: The pavement structure (2) comprises a concrete layer (201), the concrete layer (201) is located at the top of the base layer (1), a gravel layer (202) is connected above the concrete layer (201), a crushed stone layer (204) is filled between the gravel layer (202) and the concrete layer (201), and an asphalt layer (203) is connected to the top of the gravel layer (202).
3. A compression-resistant pavement structure according to claim 2, characterized in that: The gravel layer (202) is located on a concrete material, the surface of the asphalt layer (203) is made of asphalt material, and a drainage pipe is laid inside the gravel layer (202).
4. The compression-resistant pavement structure according to claim 1, characterized in that: The interior of the compression-resistant steel frame (301) is filled with a crushed stone layer (204), and the crushed stone layer (204) is made of crushed stone particles. A plurality of the compression-resistant steel frames (301) are connected and fixed by welding and laid on the top surface of the concrete layer (201).
5. The compression-resistant pavement structure according to claim 1, characterized in that: The interior and the outer wall of the compression-resistant steel frame (301) are hollowed out, and the top surface of the support column (303) is smaller than the bottom surface of the support column (303).