Urban pavement structure

Abstract

The utility model relates to an urban pavement structure and belongs to the technical field of road engineering or municipal engineering. The urban pavement structure comprises an asphalt surface layer, a rubblization layer and a base layer from top to bottom, a plurality of drainage pipes are arranged in the rubblization layer, each drainage pipe extends in the width direction of a pavement, a plurality of through holes are formed in each drainage pipe, and geotechnical cloth is arranged on the through holes. The urban pavement can be completely compatible with the asphalt surface layer and the roadbed and effectively disperse and bear the rolling force of heavy-duty vehicles, so that the asphalt surface layer is prevented from being damaged due to fatigue cracking, the overall strength of the pavement is improved, the service life of the pavement is remarkably prolonged, and the urban pavement has a good application prospect. The problem that a pond is formed due to the fact that the road surface is uneven can be effectively avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to a kind of urban pavement structures, belong to the technical field of road engineering or municipal engineering. BACKGROUND

[0002] In the process of urbanization, road construction is an important part of infrastructure construction. Traditional urban pavement structure often adopts multi-level laying, mainly including asphalt surface layer, base layer and bottom base layer, aiming to provide smooth, durable and good drainage performance of driving pavement. However, with the continuous increase of urban traffic volume and the diversification of climate conditions, traditional pavement structure gradually exposes some problems.

[0003] On the one hand, asphalt surface layer is prone to fatigue cracking after long-term bearing repeated rolling of heavy vehicles, leading to pavement damage and shortening the service life of pavement. This is mainly due to the insufficient bonding force between asphalt surface layer and base layer, and the insufficient or excessive rigidity of base material itself, which cannot form a good synergistic effect with asphalt surface layer.

[0004] On the other hand, the drainage system of traditional pavement structure is usually arranged on both sides of the pavement, and the accumulated water is discharged through transverse drainage ditch or drainage pipeline. However, this drainage method is prone to cause accumulated water to be discharged in time under the condition of uneven pavement or improper maintenance of drainage facilities, forming water pond, which further affects driving safety and accelerates pavement damage. SUMMARY

[0005] The utility model aims to provide a kind of urban pavement structure with excellent durability and drainage performance.

[0006] To achieve the above purpose, the utility model provides the following technical scheme: a kind of urban pavement structure, from top to bottom including: asphalt surface layer, gravelization layer and base layer, the gravelization layer is provided with several drainage pipes, each of the drainage pipe extends along the width direction of pavement, several through holes are formed on each of the drainage pipe, and geotextile is arranged on the through hole.

[0007] Further, in the width direction of pavement, the side edge of pavement forms a drainage part, and each of the drainage pipe extends to the drainage part.

[0008] Further, several drainage pipes are connected with water collecting device.

[0009] Further, the distance between adjacent two drainage pipes is 150-200m.

[0010] Further, the distance between adjacent two through holes on each of the drainage pipe is 10cm.

[0011] Further, the drainage pipe is buried in one third to two thirds of the thickness of the gravelization layer.

[0012] Further, the crushed stone layer has a thickness of 30-50cm.

[0013] Further, the asphalt surface layer has at least two layers.

[0014] The utility model has the advantages that:

[0015] 1. The crushed stone layer and the asphalt crushed stone stable layer are combined through the slurry, and a structure with rigidity and flexibility is formed, so that the asphalt surface layer and the roadbed can be completely compatible, the rolling pressure of heavy vehicles can be effectively dispersed and borne, and the asphalt surface layer is prevented from being damaged due to fatigue cracking, so that the overall strength of the road surface is improved, and the service life of the road surface is significantly prolonged.

[0016] 2. A plurality of drainage pipes are arranged in the crushed stone layer, a plurality of through holes are formed in each drainage pipe, and geotextile is arranged, so that the accumulated water on the road surface can be discharged through the drainage pipes. Compared with the traditional road surface drainage on both sides, the application can more effectively avoid the problem of water ponding due to uneven road surface. At the same time, the arrangement of the geotextile can also prevent impurities in the crushed stone layer from entering the drainage pipe, and keep the drainage system unobstructed.

[0017] The above description is only a summary of the technical scheme of the utility model, in order to more clearly understand the technical means of the utility model, and the content of the specification can be implemented, the following will be described in detail with the preferred embodiment of the utility model and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 The structure of the city road surface structure shown in an embodiment of the application is shown in the structure diagram. DETAILED DESCRIPTION

[0019] The technical scheme of the utility model will be described clearly and completely in combination with the drawings, and obviously, the described embodiments are part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor belong to the protection scope of the utility model.

[0020] In the description of the utility model, it needs to explain, the term "center", "upper", "lower", "left", "right", "vertical", "horizontal", "internal", "external" and so on indicate the orientation or positional relationship is based on the orientation or positional relationship shown in the drawing, only for the convenience of describing the utility model and simplifying the description, and cannot be understood as indicating or implying that the device or element must have a specific orientation, a specific orientation and operation, therefore cannot be understood as a limitation on the utility model. In addition, the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0021] In the description of the utility model, it needs to explain, unless otherwise expressly provided and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected, it can be mechanical connection, or electrical connection, it can be directly connected, or indirectly connected through intermediate medium, it can be the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0022] In addition, the technical features involved in different embodiments of the utility model described below can be combined with each other as long as there is no conflict.

[0023] Please see Figure 1 , the city pavement structure shown in a preferred embodiment of the application comprises from top to bottom: asphalt surface layer 10, gravelization layer 20 and base layer 30. The gravelization layer 20 is combined with the asphalt surface layer 10 by slurry. The city pavement structure can be used to transform the old cement pavement, and the gravelization layer 20 is converted by resonance gravelization technology. Compared with the traditional method of digging and redoing, the resonance gravelization technology can significantly reduce the engineering cost and shorten the work, and the operation of this method is simple and practical. A plurality of drainage pipes 40 are arranged in the gravelization layer 20, each of the drainage pipes 40 extends along the width direction of the pavement, a plurality of through holes (not shown) are formed in each of the drainage pipes 40, and geotextile (not shown) is arranged on the through holes. The drainage pipe 40 is made of PVC pipe, of course, in order to improve the strength, high-strength composite materials (such as glass fiber reinforced plastic or carbon fiber reinforced plastic) can also be used. In order to facilitate implementation and avoid the through hole being blocked by gravel, the geotextile is wrapped outside the PVC pipe and covers the through hole. The accumulated water of the asphalt surface layer 10 structure is absorbed through the drainage pipe 40. The cross-sectional shape of the drainage pipe 40 is oval or flat, so as to increase the contact area of the drainage pipe 40 and the gravelization layer 20, improve the drainage efficiency, and reduce the deformation risk of the drainage pipe 40 under the rolling of heavy vehicles.

[0024] The city road gravelization layer 20 and the asphalt surface layer 10 are combined by slurry to form a structure with rigidity and flexibility, so as to be fully compatible with the asphalt surface layer 10 and the roadbed, effectively disperse and bear the rolling pressure of heavy vehicles, thereby avoiding damage of the asphalt surface layer 10 due to fatigue cracking, thus improving the overall strength of the road surface and significantly prolonging the service life of the road surface. By arranging a plurality of drainage pipes 40 in the gravelization layer 20, a plurality of through holes are arranged on each drainage pipe 40, and geotextile is arranged, so that the road surface water is discharged through the drainage pipe 40. Compared with the traditional road surface drainage on both sides, the application can more effectively avoid the problem of water ponding due to uneven road surface. At the same time, the arrangement of the geotextile can also prevent impurities in the gravelization layer 20 from entering the drainage pipe 40, and keep the drainage system unobstructed.

[0025] In the embodiment, the side edges of the road surface are formed with drainage portions in the width direction of the road surface, and each of the drainage pipes 40 extends to the drainage portion, so as to ensure that the road surface water can be smoothly discharged into the drainage system and avoid water retention on the road surface. In order to realize unified management of wastewater and further avoid water accumulation, the plurality of drainage pipes 40 are connected with the water collecting device 50. Specifically, the drainage pipe 40 and the water collecting device 50 are connected by a connecting hose 60, so that the water collecting device 50 collects water from each drainage pipe 40. In this way, not only the drainage efficiency is improved, but also the periodic inspection and maintenance of the drainage system are facilitated, and the long-term stable operation of the drainage system is ensured. In a preferred embodiment, a sensor is arranged between the water inlet of the water collecting device 50 and the drainage pipe 40. Specifically, in the embodiment, the sensor is arranged in the drainage pipe 40 and located at the outlet position, such as the position indicated by arrow a in the middle. Figure 1 In other embodiments, the sensor can also be arranged at the water inlet of the water collecting device 50. The sensor is signal-connected with the control system of the water collecting device 50. When the sensor senses a water flow of a preset water amount, the control system of the water collecting device 50 starts the water collecting device 50 according to the signal of the sensor, so as to realize the automatic control of the water collecting device 50 and reduce the need for manual sensing.

[0026] In the embodiment, the distance between the adjacent two drainage pipes 40 is 150-200 m, so as to meet the drainage demand and avoid excessive density of the drainage pipes 40, thereby reducing the cost and improving the construction efficiency, and also helping to maintain the structural stability of the road surface. The distance between the adjacent two through holes on each of the drainage pipes 40 is 10 cm. The drainage pipe 40 is buried in the thickness of one third to two thirds of the gravelization layer 20, so as to ensure that the drainage pipe 40 can contact enough water flow and will not be easily affected by the road traffic due to being too shallow. In the embodiment, the thickness of the gravelization layer 20 is 30-50 cm, so as to ensure that the road surface has sufficient bearing capacity and drainage performance. The asphalt surface layer 10 is at least two layers.

[0027] The reconstruction method of the urban pavement structure on the old cement pavement is as follows:

[0028] ① Construction preparation: remove the existing asphalt mixture repair layer and asphalt overlay, and if necessary, use a milling machine to remove the asphalt overlay of the old cement concrete pavement;

[0029] ② Set up the drainage system: set up the transverse drainage pipe 40 within 2-4 weeks before the rubblization construction to ensure smooth drainage. For urban road sections that cannot excavate the water collecting ditch, water sealing measures can be taken to overlay the synchronous rubblization seal layer on the surface of the resonant rubblization base.

[0030] ③ Test vibration and parameter determination: select a test vibration area before construction, excavate an inspection pit, pave a test road section, and determine the rubblization construction parameters according to the actual situation.

[0031] ④ Resonant rubblization construction:

[0032] A. The construction sequence generally starts from the outer lane edge and proceeds to break up inward, with a 20-50mm overlap area between adjacent two rubblization areas.

[0033] B. During the rubblization construction, the breaking up should be performed from the low point to the high point of the road crown to facilitate water drainage.

[0034] C. After the rubblization is completed, timely rolling is performed, and rolling is the key process of rubblization forming, and the rolling speed should not exceed 3km / hr.

[0035] ⑤ Rolling and surface treatment:

[0036] A. The rolling is divided into three stages of initial rolling, re-rolling and final rolling, and the combined rolling of steel wheel vibrating road roller and tire road roller is adopted to ensure that the 20 fine aggregate of the rubblization layer is fully filled and compacted.

[0037] B. After the rolling is completed, the emulsified asphalt seal coat is sprayed and the aggregate is spread, and then the steel wheel road roller is statically pressed for 2-3 times.

[0038] The technical features of the above-described embodiments can be combined in any manner. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described, however, as long as the combinations of the technical features do not contradict, they should be considered as within the scope of the present disclosure.

[0039] The above-described embodiments only express several implementation manners of the utility model, the description is more specific and detailed, but can not therefore be understood as the limitation of the utility model patent range. It should be pointed out that for ordinary skilled person in the art, without departing from the utility model concept, several modifications and improvements can be made, which belong to the protection range of the utility model. Therefore, the protection range of the utility model patent should be subject to the appended claims.

Claims

1. A type of urban road surface structure, characterized in that, From top to bottom, it includes: an asphalt surface layer, a crushed stone layer, and a base layer. The crushed stone layer contains several drainage pipes, each of which extends along the width of the road surface. Each drainage pipe has several through holes, and geotextile is installed on the through holes.

2. The urban road surface structure as described in claim 1, characterized in that, Along the width of the road surface, drainage sections are formed on the sides of the road surface, and each of the drainage pipes extends to the drainage sections.

3. The urban road surface structure as described in claim 1 or 2, characterized in that, Several of the aforementioned drain pipes are connected to the water collection device.

4. The urban road surface structure as described in claim 3, characterized in that, The distance between two adjacent drainage pipes is 150-200m.

5. The urban road surface structure as described in claim 4, characterized in that, The distance between two adjacent through holes on each of the drain pipes is 10 cm.

6. The urban road surface structure as described in claim 1, characterized in that, The drainage pipe is buried at a depth of one-third to two-thirds of the thickness of the gravelly layer.

7. The urban road surface structure as described in claim 1, characterized in that, The thickness of the rubble layer is 30-50 cm.

8. The urban road surface structure as described in claim 1, characterized in that, The asphalt surface layer consists of at least two layers.

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