Reflection crack preventing structure for white-black road pavement

Abstract

The utility model discloses an anti-reflection crack structure of a white and black road pavement. The anti-reflection crack structure comprises a concrete layer, a double-twisted reinforced steel wire mesh, a bonding layer, a stone chip layer and a first asphalt layer which are sequentially arranged from bottom to top. According to the utility model, the pavements are paved through the twisted-pair reinforced steel wire meshes, and uneven stress caused by a load effect is transmitted to the twisted-pair reinforced steel wire meshes, so that the effects of buffering, counteracting and reducing the uneven stress are achieved, the overall stress is uniform, the integrity is enhanced, and the service life of the pavement is prolonged. Spreading of the stone chips generates the effect similar to concrete surface scabbling, the integrality among the concrete layer, the double-twisted reinforced steel wire mesh and the first asphalt layer is enhanced, and therefore block sliding and cracking caused by the horizontal acting force of the road surface can be avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to bituminous pavement structure technical field, concretely relates to a white plus black road panel anti-reflection crack structure. BACKGROUND

[0002] In recent years, the city concrete pavement overlays the bituminous pavement (that is "white plus black" pavement) has become the trend of city construction development. Because the concrete pavement will produce the big vibration and the noise when driving, the road surface is easy to produce the crack, the difference of flatness, appears the crack, the pit hole difficult to maintain, in addition the poor heat absorption performance, the strong light refraction force easy to produce the visual fatigue and so on the defect, with the development of modern city has not been coordinated. The bituminous pavement after the transformation flatness is good again has the flexibility, the vehicle driving noise is small, the stable comfort, and the dust produced is reduced a lot compared with the cement pavement, in addition the bituminous pavement maintenance is easy, unlike the concrete pavement, needs 28 days of concrete maintenance period after the maintenance, can reach the bituminous paving compaction cooling and can be used after the traffic, very suitable for the city fast pace.

[0003] But, "white plus black" pavement also has certain defects, directly spreads the black pavement on the white pavement, the integrity is not strong, makes the original pavement to be the slab structure, and the force that bears in the later period is different, can cause the uneven damage of the whole, easy to produce the dislocation and crack, feedback to the road surface and produce different gaps;Meanwhile the white pavement and the black pavement adhesive force is not strong, easy to cause the overall slip of the bituminous concrete pavement, causes the pavement cracking and the rut crack. UTILITY MODEL CONTENTS

[0004] The utility model provides a white plus black road panel anti-reflection crack structure that reduces the reflection crack from bottom to top, reduces the damage caused by pavement displacement and improves the comfort of driving.

[0005] To solve the above technical problem, the utility model adopts the following technical scheme: a white plus black road panel anti-reflection crack structure includes a concrete layer, a double-twisted reinforced steel wire mesh, a tack layer, a stone chip layer, and a first asphalt layer arranged from bottom to top.

[0006] Further, it further includes a second asphalt layer arranged on the first asphalt layer.

[0007] Further, it further includes side flat stones arranged on the left and right sides of the concrete layer, and the side flat stones are installed before the double-twisted reinforced steel wire mesh is laid.

[0008] Further, the double-twisted reinforced steel wire mesh includes a double-twisted steel wire mesh and a reinforcing bar arranged at the twisted part of the double-twisted steel wire mesh, and the reinforcing bar is arranged in a convex arc shape at the mesh holes of the double-twisted steel wire mesh.

[0009] Further, the double-twisted reinforced steel wire mesh is fixed on the concrete layer by the L-shaped fixing member.

[0010] Further, the L-shaped fixing member is a first steel nail in L shape.

[0011] Further, the L-shaped fixing member comprises a second steel nail, a first U-shaped buckle capable of being clamped with the double-twisted reinforced steel wire mesh, and a second U-shaped buckle rotatably arranged on the first U-shaped buckle and capable of being clamped with the second steel nail.

[0012] Further, the second U-shaped buckle is rotatably connected to the first U-shaped buckle through a connecting rod, and the connecting rod is elastically contractible.

[0013] The beneficial effects of the utility model lie in:

[0014] The utility model discloses a white and black road panel anti-reflection crack structure road surface is laid through the double-twisted reinforced steel wire mesh, uneven stress caused by load action is transmitted to the double-twisted reinforced steel wire mesh, and the double-twisted reinforced steel wire mesh has the buffering action, and also has the action of offsetting and reducing uneven stress, makes its overall stress even, and the overallity is strengthened, and the scattering of stone chippings produces the effect similar to the concrete surface chiseling, and the overallity between the concrete layer, the double-twisted reinforced steel wire mesh and the first asphalt layer is strengthened, so that the block body slippage cracking caused by the horizontal force of road surface can be avoided. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 It is the side view of the utility model white and black road panel anti-reflection crack structure,

[0016] Figure 2 It is the side view of the utility model white and black road panel anti-reflection crack structure,

[0017] Figure 3 It is the plan view of the utility model double-twisted steel wire mesh structure,

[0018] Figure 4 It is the side view of the utility model L-shaped fixing member structure.

[0019] The marks of components in the drawings are as follows: 1, concrete layer; 2, double-twisted reinforced steel wire mesh; 201, double-twisted steel wire mesh; 202, reinforcing rib; 3, adhesive layer; 4, stone chippings layer; 5, first asphalt layer; 6, second asphalt layer; 7, side flat stone; 8, L-shaped fixing member; 801, second steel nail; 802, first U-shaped buckle; 803, second U-shaped buckle; 804, connecting rod. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. The embodiments in the application and the features in the embodiments can be combined with each other without conflict. Based on the embodiments in the utility model, all other embodiments obtained by the person skilled in the art without creative labor belong to the protection scope of the utility model.

[0021] Referring to Figure 1 .

[0022] The utility model discloses a white plus black road panel anti -reflection crack structure, including from below to above set gradually concrete layer 1, double -stranded reinforced steel wire net 2, sticky layer 3, stone chip layer 4 and first pitch layer 5.

[0023] The utility model discloses a white plus black road panel anti -reflection crack structure road surface between through the laying of double -stranded reinforced steel wire net 2, uneven stress caused by load action is transmitted to double -stranded reinforced steel wire net 2, and it has the buffering action to also have the effect of offsetting and reducing uneven stress, makes its overall stress even, and the overall strength is strengthened, and the scattering of stone chip layer 4 produces the effect similar to the concrete surface chiseling, strengthens the overall strength between concrete layer 1, double -stranded reinforced steel wire net 2 and first pitch layer 5, thereby can avoid the block body slip cracking caused by the horizontal force of road surface,

[0024] And wherein, sticky layer 3 adopts quick -setting emulsified asphalt in particular, and the effect is to bond two layer structures, and enhance the overall strength of the road surface.

[0025] In the embodiment, referring to Figure 1 Still include setting second pitch layer 6 on first pitch layer 5. Design like this, through the laying of two pitch layers, the carrying capacity of the load of the vehicle is strengthened, and the resistance to natural erosion is enhanced, and wherein, first pitch layer 5 and second pitch layer 6 also need to be scattered with sticky layer oil to ensure the overall strength, and first pitch layer 5 selects AC-20C pitch, and second pitch layer 6 selects AC-13C pitch.

[0026] In the embodiment, referring to Figure 2 Still include setting side flat stone 7 at the left and right sides of concrete layer 1, and the side flat stone 7 is installed before the laying of double -stranded reinforced steel wire net 2. Design like this, when the entire road surface needs to be laid, the road edge is protected by side flat stone 7, which is convenient for subsequent construction.

[0027] In the embodiment, referring to Figure 3The double-twisted reinforced wire mesh 2 includes a double-twisted wire mesh 201 and reinforcing ribs 202 passing through the twisted parts of the double-twisted wire mesh 201. The reinforcing ribs 202 are spaced apart at the mesh openings of the double-twisted wire mesh 201 to form convex arc shapes. This design, through the reinforcing ribs 202, ensures the extensibility of the double-twisted wire mesh 201 while enhancing its stability. The convex arc shape of the reinforcing ribs 202 is provided at intervals between mesh openings; that is, the reinforcing rib 202 of one mesh opening is convex arc-shaped, while adjacent mesh openings either do not have reinforcing ribs 202 or have reinforcing ribs 202 but not in a convex arc shape.

[0028] In this embodiment, see Figure 3 The double-twisted reinforcing wire mesh 2 is fixed to the concrete layer 1 using L-shaped fasteners 8. This design secures the double-twisted reinforcing wire mesh 2 vertically, preventing it from moving during the laying of the adhesive layer 3.

[0029] In this embodiment, the L-shaped fastener 8 is an L-shaped first steel nail. This design allows for easy fixing by bending the steel nail at a 90-degree angle.

[0030] In another embodiment, see Figure 4 The L-shaped fastener 8 includes a second steel nail 801, a first U-shaped buckle 802 that can be snapped into the double-twisted reinforced steel wire mesh 2, and a second U-shaped buckle 803 that is rotatably disposed on the first U-shaped buckle 802 and can be snapped into the second steel nail 801.

[0031] The second U-shaped buckle 803 is rotatably connected to the first U-shaped buckle 802 via a connecting rod 804, and the connecting rod 804 is elastically retractable. With this design, during fixing, the second steel nail 801 is first driven into the concrete layer 1 and positioned on one side of the double-twisted reinforced wire mesh 2. Then, the first U-shaped buckle 802 is snapped onto the double-twisted reinforced wire mesh 2 from top to bottom. Finally, the second U-shaped buckle 803 is snapped onto the second steel nail 801 to achieve fixation. This operation is convenient, and the elasticity of the connecting rod 804 is achieved through a spring, facilitating its snapping onto the second steel nail 801 without hindering the extensibility of the double-twisted reinforced wire mesh 2. Furthermore, the inner diameters of the first U-shaped buckle 802 and the second U-shaped buckle 803 are slightly smaller than the diameters of the second steel nail 801 and the double-twisted reinforced wire mesh 2, respectively.

[0032] It should be noted that the structure of this application is also accompanied by the following construction methods:

[0033] (1) On the whole line of the original concrete pavement investigation, statistics, analysis, analysis of the results using different processing methods, for the lighter cracks directly paste anti-cracking tape; for the deep gap after grouting paste anti-cracking tape; for the broken corner, the damaged area is small cutting, planting, re-pouring concrete treatment; for the serious damage, excavation, plate repair treatment.

[0034] (2) After the section repair immediately start two side flat stone 7 installation, according to the line type line positioning, according to the drawing and specification installation, to ensure the road surface aesthetics, reliability.

[0035] (3) After the installation of side flat stone 7, the road surface is clean and tidy, and the double twisted reinforcing steel wire mesh 2 is laid in time. The side flat stone 7 is laid by hand, and the whole roll is laid after the on-site detection is qualified. The L-shaped fixing part 8 is fixed by manual mechanical drilling, and the spacing is 1m 2 .

[0036] (4) The binder layer 3 and the stone chip layer 4 are spread by a spreader-integrated machine, and the required amount is spread.

[0037] (5) After the binder layer 3 and the stone chip layer 4 are completed, the first asphalt layer 5 and the second asphalt layer 6 are laid in time to prevent the pollution of the road surface caused by long time. The common asphalt paver is used to complete the paving work.

[0038] It should be understood that the examples and embodiments described herein are only for illustration and are not intended to limit the present application. Those skilled in the art can make various modifications or changes according to it, and any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

[0039] It should be noted that if the present application examples involve directional indications such as up, down, left, right, front, back, etc., the directional indications are only used to explain the relative position relationship, movement condition, etc. between the components in a certain posture, such as shown in the drawings. If the specific posture changes, the directional indications will also change accordingly.

[0040] In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. Taking "A and / or B" as an example, it includes A scheme, or B scheme, or A and B scheme. In addition, "multiple" means more than two. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of the ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of such technical solutions does not exist, nor is it within the protection scope required by the present application.

Claims

1. A structure for preventing reflective cracking in white-and-black road surfaces, characterized in that, It includes, from bottom to top, a concrete layer (1), a double-twisted reinforced wire mesh (2), a bonding layer (3), a stone chip layer (4), and a first asphalt layer (5); It also includes a second asphalt layer (6) disposed on the first asphalt layer (5); It also includes side stones (7) set on the left and right sides of the concrete layer (1), and the side stones (7) are installed before the double twisted reinforced wire mesh (2) is laid; The double-twisted reinforced wire mesh (2) includes a double-twisted wire mesh (201) and reinforcing ribs (202) passing through the twisted parts of the double-twisted wire mesh (201), and the reinforcing ribs (202) are spaced in a convex arc shape at the mesh openings of the double-twisted wire mesh (201); The double-twisted reinforced wire mesh (2) is fixed to the concrete layer (1) using an L-shaped fastener (8).

2. The anti-reflective cracking structure for white-and-black road surface according to claim 1, characterized in that, The L-shaped fastener (8) is the first steel nail in an L-shape.

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