Permeable pavement structure for preventing water accumulation on pavement

Abstract

The permeable pavement structure comprises an upper surface layer, a middle surface layer arranged below the upper surface layer, a lower surface layer arranged below the middle surface layer, a roadbed structure arranged below the lower surface layer, and a permeable layer arranged between the upper surface layer and the middle surface layer, the permeable layer comprises a protective edge, and permeable holes are formed in the protective edge. The permeable layer is arranged below the upper surface layer, so that when water exists on the upper surface layer, the water infiltrated through the upper surface layer enters the permeable layer; water is discharged to the two sides of the road through the water permeable holes in the protective edges, so that the pavement water seepage effect is improved; the gaps among the protective edges, the upper surface layer and the middle surface layer are filled with the scrap filler and the waste tires, and under the elastic supporting action of the scrap filler and the tires, the road is more compression-resistant and shock-resistant and has better elastic recovery performance, and the service life of the road surface is prolonged.

Description

TECHNICAL FIELD

[0001] The utility model relates to water permeable pavement structure technical field, specifically to a kind of water permeable pavement structure for preventing road ponding. BACKGROUND

[0002] Compared with ordinary asphalt pavement, the fundamental difference of porous asphalt pavement (PA) is that its void ratio is as high as 15% to 20%, or even more than 20%, while the void ratio of ordinary asphalt pavement is only 3% to 6%. Due to the high void ratio, rainwater can penetrate into the pavement and be drained to the edge of the pavement through the connected pores.

[0003] The principle of porous asphalt pavement is mainly based on its unique structure and material properties, aiming to improve the safety and comfort of the road. The biggest feature of this pavement is that it has a large number of connected voids inside, which allow rainwater to be quickly drained, avoiding the accumulation of rainwater on the road surface, thereby improving driving safety in rainy days. The advantages of porous asphalt pavement include:

[0004] 1. Improve driving safety in rainy days: Porous asphalt pavement can quickly drain the water on the road surface, avoiding the formation of water film, water mist, water floating and other phenomena, which may cause vehicle skidding and increase the risk of accidents when driving on ordinary pavement in rainy days. The design of porous asphalt pavement ensures that there is no water accumulation on the road surface in light to moderate rain conditions, and even in heavy rain, the water accumulation between the tire and the road can be drained through the pores of the road, ensuring stable contact between the tire and the road, greatly reducing the occurrence of water sliding.

[0005] 2. Reduce noise: Porous asphalt pavement also has the performance of reducing driving noise. The design of this pavement not only considers drainage, but also considers noise reduction, through special materials and structure, reducing the noise when driving, improving the comfort of night driving.

[0006] 3. Improve durability and maintenance: Although porous asphalt pavement has many advantages in design and use, it also faces the problem of pore blockage, which may affect its water permeability and noise reduction effect. Therefore, regular maintenance and maintenance are necessary to ensure the long-term performance and safety of the road.

[0007] 4. Environmental considerations: The water permeability of porous asphalt pavement helps to reduce the burden of urban rainwater systems and promote the sustainable development of the ecological environment.

[0008] The current porous asphalt pavement structure has the following disadvantages:

[0009] The existing porous asphalt pavement top asphalt layer below has 60mm AC middle surface layer, and the 60mm AC middle surface layer below has 80mm AC lower surface layer. The middle surface layer and the lower surface layer do not have the water seepage function, and thus the water seepage effect of the porous asphalt pavement is limited, and the water seepage of the existing porous asphalt pavement needs to be improved. Utility model content

[0010] In view of the problems existing in the existing water-permeable pavement structure for preventing road surface water, the utility model is provided.

[0011] Therefore, the utility model aims at providing a water-permeable pavement structure for preventing road surface water, solving the problems that the existing porous asphalt pavement top asphalt layer below has 60mm AC middle surface layer, and the 60mm AC middle surface layer below has 80mm AC lower surface layer. The middle surface layer and the lower surface layer do not have the water seepage function, and thus the water seepage effect of the porous asphalt pavement is limited, and the water seepage of the existing porous asphalt pavement needs to be improved.

[0012] To solve the above technical problems, according to one aspect of the utility model, the utility model provides the following technical scheme:

[0013] A water-permeable pavement structure for preventing road surface water, comprising an upper surface layer, the upper surface layer below has a middle surface layer, the middle surface layer below has a lower surface layer, the lower surface layer below has a roadbed structure, and the upper surface layer and the middle surface layer have a water seepage layer therebetween.

[0014] The water seepage layer comprises a protective edge, the protective edge is provided with water-permeable holes, and the gap between the upper surface layer, the protective edge and the middle surface layer is filled with a debris filler.

[0015] As a preferred scheme of the water-permeable pavement structure for preventing road surface water, the debris filler is provided as a rubber block.

[0016] As a preferred scheme of the water-permeable pavement structure for preventing road surface water, the roadbed structure comprises an upper base layer arranged below the lower surface layer, the upper base layer below has a bottom base layer, the bottom base layer below has a cushion layer, and the cushion layer below has a plain soil tamping layer.

[0017] As a preferred scheme of the water-permeable pavement structure for preventing road surface water, the upper surface layer is provided as a porous asphalt layer, the middle surface layer is provided as 60mm AC, the lower surface layer is provided as 80mm AC, the upper base layer is provided as a 200mm cement stabilized gravel layer, the bottom base layer is provided as lime stabilized soil, and the cushion layer is provided as a 150mm graded gravel.

[0018] As a preferred scheme of the permeable pavement structure for preventing road ponding, the water permeable layer further comprises tires in the gap between the upper layer, the protective edge and the middle layer, the tires are provided with perforations, adjacent tires in the horizontal row are connected through first bridging rods, and adjacent tires in the vertical row are connected through second bridging rods.

[0019] As a preferred scheme of the permeable pavement structure for preventing road ponding, the water permeable layer further comprises tires in the gap between the upper layer, the protective edge and the middle layer, the tires are provided with perforations, adjacent tires in the horizontal row are connected through first bridging rods, and adjacent tires in the vertical row are connected through second bridging rods.

[0020] Compared with the prior art, the permeable pavement structure for preventing road ponding has the following advantages:

[0021] 1. The water permeable layer is arranged below the upper layer, so that when there is water on the upper layer, the water infiltrates into the water permeable layer, and the water is discharged to the two sides of the road through the water permeable holes in the protective edge, thereby improving the water permeation effect of the road surface.

[0022] 2. The gap between the protective edge, the upper layer and the middle layer is filled with the scrap tire and the scrap tire, and the scrap tire and the scrap tire are elastically supported, so that the road is more resistant to compression and shock, has better elastic recovery performance, and the service life of the road surface is improved.

[0023] 3. The scrap tires are connected through the first bridging rods and the second bridging rods, so that the water permeable layer is more firm, and the local pressure of the road surface is dispersed when the vehicle is pressed.

[0024] 4. The scrap tires are not convenient to recycle, and are usually treated by burying, so that the scrap tires are used to build asphalt roads, and the problem of treating the scrap tires is solved to a certain extent. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 The structure schematic view is provided for the utility model;

[0026] Figure 2 The top view of the water permeable layer is provided for the utility model;

[0027] Figure 3 The structure schematic view is provided for the utility model; Figure 2 The enlarged view of the middle A is provided for the utility model;

[0028] Figure 4 The schematic view of the tires connected through the first bridging rods is provided for the utility model.

[0029] In the figure: the layer 1 is a layer of rammed earth, the layer 2 is a cushion layer, the layer 3 is a bottom base layer, the layer 4 is an upper base layer, the layer 5 is a lower layer, the layer 6 is a middle layer, the layer 7 is a water permeable layer, the edge 71 is a protective edge, the hole 711 is a water permeable hole, the tire 72 is a tire, the hole 721 is a perforation, the first bridge 73 is a first bridge, the second bridge 74 is a second bridge, the outer limiting ring 75 is an outer limiting ring, the debris filler 76 is a debris filler, and the inner limiting ring 77 is an inner limiting ring. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the utility model more clear, the following will combine the embodiment of the utility model with the drawings to make further detailed description.

[0031] The utility model provides a kind of water-permeable pavement structure for preventing road ponding, please refer to Figures 1-3 , including upper layer 8, and the lower layer 5 of upper layer 8 has middle layer 6, and the lower layer 5 has lower layer 5, and the lower layer 5 has roadbed structure, and the upper layer 8 and middle layer 6 between water permeable layer 7 has;

[0032] The water permeable layer 7 includes protective edge 71, and protective edge 71 is integrally poured with middle layer 6, and protective edge 71 plays the purpose of making roadside solid, and limits debris filler 76, guarantees that debris filler is stable in the lower layer 8, and water permeable hole 711 is set on the protective edge 71, and the gap between upper layer 8, protective edge 71 and middle layer 6 is filled with debris filler 76, and debris filler 76 is set as rubber block.

[0033] The roadbed structure includes upper base layer 4 arranged below lower layer 5, and the lower layer 5 has bottom base layer 3 below upper base layer 4, and the lower layer 5 has cushion layer 2 below bottom base layer 3, and the lower layer 5 has layer 1 of rammed earth below cushion layer 2;Upper layer 8, layer 1 of rammed earth, cushion layer 2, bottom base layer 3, upper base layer 4, lower layer 5, middle layer 6 are all existing pavement layered structure, which will not be repeated here.

[0034] The upper layer 8 is set as porous asphalt layer, the middle layer 6 is set as 60mmAC, the lower layer 5 is set as 80mmAC, the upper base layer 4 is set as 200mm cement stabilized gravel layer, the bottom base layer 3 is set as lime stabilized soil, and the cushion layer 2 is set as 150mm graded gravel.

[0035] The water permeable layer 7 further comprises tires 72 in the gaps between the upper layer 8, the protective edge 71 and the middle layer 6, the tires 72 are provided with perforations 721, adjacent horizontal rows of the tires 72 are connected by first bridging rods 73, and adjacent vertical rows of the tires 72 are connected by second bridging rods 74; the perforations 721 are used for the first bridging rods 73 and the second bridging rods 74 to pass through; the tires 72 use discarded tires, and the discarded tires are inconvenient to recycle and process, so that the discarded tires are usually buried for treatment, and the discarded tires are used to build asphalt roads, so that the problem of processing the discarded tires is solved to a certain extent.

[0036] The first bridging rods 73 and the second bridging rods 74 are sleeved with inner limiting rings 77 and outer limiting rings 75 at both ends, and the inner limiting rings 77 and the outer limiting rings 75 are located inside and outside the tires 72 respectively; therefore, the tires 72 are connected with each other, so that the road surface is more firm.

[0037] In specific use, the water permeable layer 7 is arranged below the upper layer 8, so that when the upper layer 8 is wet, the water infiltrates into the water permeable layer 7 from the upper layer 8, and the water is discharged to both sides of the road through the water permeable holes 711 of the protective edge 71, so that the water permeation effect of the road surface is improved.

[0038] Under the elastic support of the debris fillings and the tires, the road is more resistant to compression and shock, and has better elastic recovery performance.

[0039] Although the utility model has been described above with reference to the embodiments, various improvements can be made and equivalent parts can be replaced without departing from the scope of the utility model. In particular, as long as there is no structural conflict, each feature in the disclosed embodiments of the utility model can be combined with each other in any way, and the combinations are not described in this specification due to the consideration of omitting the length and saving the resources. Therefore, the utility model is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A permeable pavement structure for preventing road surface water, comprising an upper layer (8), below which there is an intermediate layer (6), below which there is a lower layer (5), below which there is a subbase structure, characterized in that: The upper layer (8) and the middle layer (6) have a water permeable layer (7) therebetween; The water permeable layer (7) comprises a protective edge (71) having water permeable holes (711) formed therein, and the gap between the upper layer (8), the protective edge (71) and the middle layer (6) is filled with a debris filler (76).

2. The permeable pavement structure for preventing ponding on a road according to claim 1, wherein The debris filler (76) is in the form of rubber pieces.

3. The permeable pavement structure for preventing ponding on road according to claim 1, wherein The roadbed structure comprises an upper base layer (4) disposed below the lower layer (5), a bottom base layer (3) disposed below the upper base layer (4), a cushion layer (2) disposed below the bottom base layer (3), and a plain soil compacted layer (1) disposed below the cushion layer (2).

4. The permeable pavement structure for preventing ponding on a road according to claim 3, wherein The upper layer (8) is in the form of a porous asphalt layer, the middle layer (6) is in the form of 60mm AC, the lower layer (5) is in the form of 80mm AC, the upper base layer (4) is in the form of a 200mm cement stabilized gravel layer, the bottom base layer (3) is in the form of lime stabilized soil, and the cushion layer (2) is in the form of 150mm graded gravel.

5. The permeable pavement structure for preventing ponding on road according to any one of claims 1-4, characterized in that, The water permeable layer (7) further comprises tires (72) in the gap between the upper layer (8), the protective edge (71) and the middle layer (6), the tires (72) having perforations (721) formed therein, the tires (72) in adjacent horizontal rows being connected by first bridging rods (73), and the tires (72) in adjacent vertical rows being connected by second bridging rods (74).

6. The permeable pavement structure for preventing ponding on a road according to claim 5, wherein The first bridging rods (73) and the second bridging rods (74) have inner limiting rings (77) and outer limiting rings (75) sleeved at both ends thereof, the inner limiting rings (77) and the outer limiting rings (75) being located inside and outside the tires (72), respectively.

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