Road surface structure of cross level crossing suitable for signal lamp control

Abstract

The road surface structure of the cross level crossing suitable for signal lamp control comprises a left hard road shoulder, an overtaking lane, a traffic lane and a right hard road shoulder, and the left hard road shoulder, the overtaking lane and the right hard road shoulder are all semi-rigid asphalt road surfaces; the traffic lane is characterized in that the traffic lane is a continuous reinforced concrete pavement at a brake road section which is 200-400m long close to the level crossing controlled by the signal lamp, a cement stabilized macadam base layer is arranged below the continuous reinforced concrete pavement, and an isolating layer is arranged between the continuous reinforced concrete pavement and the cement stabilized macadam base layer below the continuous reinforced concrete pavement. According to the road surface structure of the cross level crossing suitable for signal lamp control, the continuous reinforced concrete road surface has higher shear stress resistance and compressive stress resistance, so that ruts cannot be generated on a brake road section formed by the continuous reinforced concrete road surface when a vehicle brakes on the brake road section, the service life of the road is prolonged, and the traffic safety is improved. And the driving safety is ensured.

Description

Technical Field

[0001] This utility model relates to a road surface structure, and more specifically, to a road surface structure suitable for traffic light control at a crossroads. Background Technology

[0002] Against the backdrop of my country's rapid economic development, heavy-duty traffic is increasing, and consequently, ruts are becoming more and more common on semi-rigid asphalt pavements at signalized intersections. When heavy-duty vehicles pass through signalized intersections, the braking causes greater shear and compressive stress on the road surface, making ruts more likely to form on sections near the signalized intersections, especially on the driving lanes, posing a traffic safety hazard.

[0003] Since existing traffic light-controlled intersections are usually paved with asphalt, asphalt pavement has relatively low shear strength compared to concrete pavement. This is the main reason why ruts are easily formed on sections near traffic light intersections. It is evident that the original simple asphalt pavement design can no longer meet the safety requirements of traffic light-controlled intersections, and a new type of pavement structure needs to be developed to meet the needs of safe traffic. Summary of the Invention

[0004] In order to overcome the shortcomings of the above-mentioned technical problems, this utility model provides a road surface structure suitable for traffic light control at level intersections.

[0005] This utility model discloses a road surface structure suitable for signal-controlled intersections, comprising a left hard shoulder, an overtaking lane, a driving lane, and a right hard shoulder arranged sequentially from left to right in the one-way traffic direction. The left hard shoulder, overtaking lane, and right hard shoulder are all semi-rigid asphalt pavement. The key feature is that the driving lane, in a braking section of 200m to 400m near the signal-controlled intersection, is a continuously reinforced concrete pavement. Below the continuously reinforced concrete pavement is a cement-stabilized crushed stone base layer, and an isolation layer is provided between the continuously reinforced concrete surface layer and the underlying cement-stabilized crushed stone base layer. The continuously reinforced concrete pavement is connected to the pedestrian crossing at the intersection via a transition plate, and an expansion joint is provided between the transition plate and the continuously reinforced concrete pavement.

[0006] The present invention relates to a road surface structure suitable for signal-controlled intersections, wherein a sleeper beam is provided below the expansion joint, and the front end of the continuously reinforced concrete pavement and the rear end of the transition plate rest on the sleeper beam.

[0007] The present invention relates to a road surface structure suitable for signal-controlled intersections, wherein a hot asphalt layer is provided between the two sides of the continuously reinforced concrete pavement in the width direction and the semi-rigid asphalt pavement of the overtaking lane and the right hard shoulder.

[0008] The present invention relates to a road surface structure suitable for signal-controlled intersections. The semi-rigid asphalt pavement, which forms the overtaking lane, left hard shoulder, and right hard shoulder, is composed of a cement-stabilized crushed stone base course and an asphalt surface course, with the asphalt surface course located above the cement-stabilized crushed stone base course.

[0009] The present invention relates to a road surface structure suitable for signal light-controlled intersections, wherein the isolation layer is an asphalt concrete layer with a thickness of 3cm to 5cm.

[0010] This utility model discloses a road surface structure suitable for signal light-controlled intersections. The transition plate and the sleeper beam are both reinforced concrete structures. The width of the expansion joint is 2cm to 3cm, and polyurethane asphalt is poured into the expansion joint. The width of the sleeper beam along the driving direction is 1.0m to 2.0m.

[0011] This utility model discloses a road surface structure suitable for traffic light-controlled intersections. The continuously reinforced concrete pavement is composed of concrete and end longitudinal bars, end transverse bars, middle transverse bars, and middle longitudinal bars cast in the concrete. The end longitudinal bars and end transverse bars are evenly arranged at both ends of the continuously reinforced concrete pavement along the longitudinal and transverse directions, respectively. The middle transverse bars and middle longitudinal bars are evenly arranged in the middle of the continuously reinforced concrete pavement along the transverse and longitudinal directions, respectively.

[0012] The present invention relates to a road surface structure suitable for traffic light-controlled intersections, wherein the end longitudinal ribs and end transverse ribs are both two layers, and the middle transverse ribs and middle longitudinal ribs are both one layer.

[0013] The beneficial effects of this utility model are as follows: The road surface structure of this utility model suitable for signal-controlled intersections includes a left hard shoulder, an overtaking lane, a driving lane, and a right hard shoulder distributed sequentially from left to right in the one-way traffic direction. The left hard shoulder, overtaking lane, and right hard shoulder are composed of general semi-rigid asphalt pavement, while the braking section on the driving lane 200m to 400m from the intersection is composed of continuously reinforced concrete pavement. Utilizing the fact that continuously reinforced concrete pavement has stronger shear stress and compressive stress resistance than asphalt pavement, vehicles in the high-traffic driving lane will not rut in the braking section composed of continuously reinforced concrete pavement when braking at the signal-controlled intersection, thus extending the service life of the road and ensuring driving safety.

[0014] Meanwhile, the braking section of the driving lane formed by the continuously reinforced concrete pavement is connected to the semi-rigid asphalt pavement of the pedestrian crossing through expansion joints and transition plates. This not only increases the load-bearing capacity of the end of the continuously reinforced concrete pavement, preventing cracks from appearing at the end of the continuously reinforced concrete pavement due to vehicle loads, but also, by setting expansion joints filled with polyurethane asphalt, can accommodate the thermal expansion and contraction of the continuously reinforced concrete pavement caused by temperature changes. Attached Figure Description

[0015] Figure 1 This is a top view of the road surface structure of a crossroads suitable for traffic light control according to the present invention.

[0016] Figure 2 This is a longitudinal sectional view of the connection between the continuously reinforced concrete pavement and the cross-shaped intersection in this utility model.

[0017] Figure 3 This is a transverse sectional view of the connection between the continuously reinforced concrete pavement and the overtaking lane and the right hard shoulder in this utility model.

[0018] In the diagram: 1 Overtaking lane, 2 Driving lane, 3 Left hard shoulder, 4 Right hard shoulder, 5 Pedestrian crossing, 6 Continuously reinforced concrete pavement, 7 Expansion joint, 8 Transition slab, 9 Asphalt surface layer, 10 Sleeper beam, 11 Polyurethane asphalt, 12 Cement stabilized crushed stone base course, 13 End longitudinal reinforcement, 14 End transverse reinforcement, 15 Middle transverse reinforcement, 16 Middle longitudinal reinforcement, 17 Isolation layer, 18 Hot asphalt layer. Detailed Implementation

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] like Figure 1 The diagram shows a top view of the road surface structure of a signal-controlled intersection according to this invention. It includes a left hard shoulder 3, an overtaking lane 1, a driving lane 2, and a right hard shoulder 4, distributed from left to right in the one-way traffic direction. Since the number of vehicles traveling in the overtaking lane 1 is less than that in the driving lane 2, and heavier trucks typically travel in the right-hand driving lane 2, the overtaking lane 1, left hard shoulder 3, and right hard shoulder 4 all use semi-rigid asphalt pavement. However, in the driving lane 2, where there are more vehicles and heavier loads, the braking section near the intersection (typically 200m to 400m long) experiences significant shear and compressive stresses on the road surface during vehicle braking. Therefore, the 200m to 400m braking section near the intersection uses continuously reinforced concrete pavement 6.

[0021] like Figure 2 As shown, a longitudinal sectional view of the connection between the continuously reinforced concrete pavement and the intersection of the crossroads in this utility model is given. Figure 3 A transverse sectional view of the connection between the continuously reinforced concrete pavement and the overtaking lane and right hard shoulder in this utility model is provided. A cement-stabilized crushed stone base course 12 is provided beneath the continuously reinforced concrete pavement 6 forming the braking section of the driving lane 2. An isolation layer 17 is provided between the continuously reinforced concrete pavement 6 and the cement-stabilized crushed stone base course 12 below it. The isolation layer 17 can be an asphalt concrete layer with a thickness of 3cm to 5cm. The semi-rigid asphalt pavement forming the left hard shoulder 3, overtaking lane 1, right hard shoulder 4, and the intersection consists of the cement-stabilized crushed stone base course 12 and an asphalt surface layer 9, with the asphalt surface layer 9 located above the cement-stabilized crushed stone base course 12.

[0022] The intersection shown (including pedestrian crossing 5) also uses semi-rigid asphalt pavement. The front end of the continuous reinforced concrete pavement 6 is connected to the pedestrian crossing 5, which is composed of semi-rigid asphalt pavement, via a transition plate 8. An expansion joint 7 is provided between the front end of the continuous reinforced concrete pavement 6 and the transition plate 8, and polyurethane asphalt 11 is poured into the expansion joint 7. The expansion joint 7 can accommodate the thermal expansion and contraction of the continuous reinforced concrete pavement 6 under temperature changes. The transition plate 8 shown is L-shaped, with a notch at the upper part of the front end of the L-shaped transition plate 8. The lower part of the front end of the transition plate 8 is in contact with the cement-stabilized crushed stone base course 12 on the intersection. The asphalt surface layer 9 on the outer side of the intersection is set in the notch at the front end of the L-shaped transition plate 8 to achieve the transition from the continuous reinforced concrete pavement 6 to the pedestrian crossing 5.

[0023] A bolster beam 10 is installed below the expansion joint 7. The front end of the continuously reinforced concrete pavement 6 rests on the rear end of the bolster beam 10, and the rear end of the transition plate 8 rests on the front end of the bolster beam 10. Through the support of the bolster beam 10 on the front end of the continuously reinforced concrete pavement 6 and the rear end of the transition plate 8, the transition from the driving lane 2 to the pedestrian crossing 4 formed by the continuously reinforced concrete pavement 6 is achieved. Due to the support of the bolster beam 10, the front end of the continuously reinforced concrete pavement 6 and the rear end of the transition plate 8 will not crack or fail under the repeated rolling action of vehicle loads.

[0024] A hot asphalt layer 18 is provided between the two sides of the continuous reinforced concrete pavement 6 that forms the braking section of the driving lane 2 and the semi-rigid asphalt pavement that forms the overtaking lane 1 and the right hard shoulder 4. The hot asphalt layer 18 can prevent rainwater from seeping into the cement-stabilized crushed stone base course 12, so as to avoid affecting the stability of the road base course.

[0025] The cement-stabilized crushed stone base course 12 shown is composed of concrete and central transverse reinforcement 15, central longitudinal reinforcement 16, end longitudinal reinforcement 13, and end transverse reinforcement 14 cast in the concrete. The central transverse reinforcement 15 and central longitudinal reinforcement 16 are evenly arranged transversely and longitudinally in the middle of the continuous reinforced concrete pavement 6, respectively. The end longitudinal reinforcement 13 and end transverse reinforcement 14 are arranged longitudinally and transversely at both ends of the continuous reinforced concrete pavement 6, respectively. Since the ends of the continuous reinforced concrete pavement 6 are weak points, the end longitudinal reinforcement 13 and end transverse reinforcement 14 are arranged on both sides, while the central transverse reinforcement 15 and central longitudinal reinforcement 16 are arranged in a single layer.

[0026] During the driving and braking process of vehicles on the continuously reinforced concrete pavement 6, vertical shear stress, as well as longitudinal and transverse tensile stress, will be generated on the pavement. Therefore, by utilizing the strong compressive strength of concrete and the strong tensile strength of transverse and longitudinal steel bars, the braking section composed of the continuously reinforced concrete pavement 6 will not produce ruts and has a long service life.

Claims

1. A road surface structure suitable for signal-controlled intersections, comprising a left hard shoulder (3), an overtaking lane (1), a driving lane (2), and a right hard shoulder (4) arranged sequentially from left to right in a one-way traffic direction, wherein the left hard shoulder, the overtaking lane, and the right hard shoulder are all semi-rigid asphalt pavements; characterized in that: The driving lane has a braking section of 200m to 400m in length near the traffic light-controlled intersection. It is a continuously reinforced concrete pavement (6). The bottom of the continuously reinforced concrete pavement is a cement-stabilized crushed stone base (12). An isolation layer (17) is set between the continuously reinforced concrete pavement and the cement-stabilized crushed stone base below it. The continuously reinforced concrete pavement is connected to the pavement of the pedestrian crossing (5) at the intersection by a transition plate (8). An expansion joint (7) is set between the transition plate and the continuously reinforced concrete pavement.

2. The road surface structure suitable for traffic light control at a crossroads according to claim 1, characterized in that: A bolster beam (10) is provided below the expansion joint (7), and the front end of the continuously reinforced concrete pavement (6) and the rear end of the transition plate (8) are both placed on the bolster beam.

3. The road surface structure suitable for traffic light control at a crossroads according to claim 1 or 2, characterized in that: Hot asphalt layers (18) are provided between the two sides of the continuous reinforced concrete pavement (6) in the width direction and the semi-rigid asphalt pavement of the overtaking lane (1) and the right hard shoulder (4).

4. The road surface structure suitable for traffic light control at a crossroads according to claim 1 or 2, characterized in that: The semi-rigid asphalt pavement that forms the overtaking lane (1), the left hard shoulder (3) and the right hard shoulder (4) consists of a cement-stabilized crushed stone base course (12) and an asphalt surface course (9), with the asphalt surface course located above the cement-stabilized crushed stone base course.

5. The road surface structure suitable for traffic light control at a crossroads according to claim 1 or 2, characterized in that: The isolation layer (17) is an asphalt concrete layer with a thickness of 3cm to 5cm.

6. The road surface structure suitable for traffic light control at a crossroads according to claim 2, characterized in that: The transition plate (8) and the bolster beam (10) are both reinforced concrete structures. The width of the expansion joint (7) is 2cm to 3cm. Polyurethane asphalt (11) is poured into the expansion joint. The width of the bolster beam along the driving direction is 1.0m to 2.0m.

7. The road surface structure suitable for traffic light control at a crossroads according to claim 1 or 2, characterized in that: The continuously reinforced concrete pavement (6) is composed of concrete and end longitudinal bars (13), end transverse bars (14), middle transverse bars (15) and middle longitudinal bars (16) poured in the concrete. The end longitudinal bars and end transverse bars are evenly arranged at both ends of the continuously reinforced concrete pavement along the longitudinal and transverse directions, respectively. The middle transverse bars and middle longitudinal bars are evenly arranged in the middle of the continuously reinforced concrete pavement along the transverse and longitudinal directions, respectively.

8. The road surface structure suitable for traffic light control at a crossroads according to claim 7, characterized in that: The end longitudinal ribs (13) and end transverse ribs (14) are both two layers, while the middle transverse ribs (15) and middle longitudinal ribs (16) are both one layer.

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