Dual-surface road structures for urban renewal

Abstract

This utility model discloses a dual-road structure for urban renewal, comprising an old road subbase, an old road surface layer, a new road subbase, and a new road surface layer. The old and new road subbases are staggered vertically, with the new road subbase extending to the left to the old road subbase. The top height of the concrete surface layer at the connecting end of the old road subbase is the same as the top height of the old road surface layer. A structural layer is laid on the new road subbase, and the connecting end of the structural layer has a bonding layer and a connecting surface layer. The staggered arrangement of the new and old road subbases, along with the concrete structural layer poured on the new road subbase, effectively ensures the load-bearing capacity of the new road. The connection between the new and old roads is located on the side of the old road, with the lower part connected by concrete and having an expansion joint plate. The upper part of the connection is made of concrete and a flat curb, also with an expansion joint plate, effectively avoiding stress concentration caused by direct splicing and minimizing cracks and misalignment at the connection.

Description

Technical Field

[0001] This utility model relates to the field of urban renewal engineering, and in particular to a dual-road structure for urban renewal. Background Technology

[0002] The research on different pavement construction techniques for old and new roads in urban renewal projects stems primarily from the rapid development and iterative needs of my country's infrastructure construction. With the continuous advancement of urbanization, many roads constructed in earlier periods have entered the major repair or reconstruction phase. Major repair and reconstruction projects in urban renewal inevitably involve the handover between old and new roads, making the coexistence of old and new roads a common phenomenon. Traditional roads mostly use concrete or ordinary asphalt pavement, while modern roads widely utilize new structures such as permeable asphalt pavement. There are significant differences between the two in terms of material properties, structural design, and construction standards. Furthermore, because the soil of the old roadbed is more compacted after long-term compression, while the new roadbed is filled with fresh soil, the different degrees of looseness between the old and new roadbeds will lead to differences in elevation or potholes between the old and new roads. Against this backdrop, how to achieve an effective connection between old and new pavements, ensuring the overall performance and service life of the roads, is a key technical challenge that urgently needs to be addressed in urban renewal projects. Summary of the Invention

[0003] In view of this, this utility model proposes a dual-road structure for urban renewal.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] The dual-road structure for urban renewal described in this utility model includes an old road subbase, an old road surface layer, a new road subbase, and a new road surface layer. The top height of the old road surface layer is the same as the top height of the new road surface layer. The old and new road subbases are staggered vertically, with the connection surface of the old road subbase located to the left of the centerline between the old and new roads. The new road subbase extends to the left of the old road subbase. The connection end of the old road subbase has an L-shaped first connecting groove, the lower height of which is the same as the top height of the new road subbase. The top height of the concrete surface layer within the first connecting groove is the same as the top height of the old road surface layer. A permeable concrete structural layer is laid on the new road subbase. The connection end of the structural layer has an L-shaped second connecting groove, located to the left of the centerline between the old and new roads. A bonding layer and a connecting surface layer, made of dry-hardened cement mortar, are laid sequentially from bottom to top within the second connecting groove. The new road surface layer is laid on the structural layer located to the right of the second connecting groove.

[0006] The concrete surface layer and the structural layer are provided with an expansion joint plate, which extends upward from the top of the new road subbase and has the same top elevation as the old road surface layer.

[0007] The beneficial effects are as follows: This utility model staggers the new road subbase layer with the old road subbase layer on the side of the new road, with the new road subbase layer extending to the side of the old road, ensuring the overall load-bearing capacity at the connection point; the new road and the old road are connected by a connecting surface layer and a concrete surface layer, effectively avoiding stress concentration caused by direct splicing, minimizing cracks and misalignment at the connection point, and extending the service life of the road. Furthermore, compared with traditional large-scale renovations, this application has less impact on the old road, reduces materials, shortens the construction period, improves construction efficiency, and provides technical support for the high-quality development of urban transportation infrastructure.

[0008] Preferably, the height difference between the new road subbase and the old road subbase is 150 mm - 180 mm; the connecting surface layer is paved with sesame grey flat curb stones, and the thickness of the connecting surface layer is 150 mm. More preferably, the thickness of the connecting surface layer is greater than the thickness of the new road surface layer.

[0009] Compared with existing technologies, the advantages of this invention are as follows: This invention staggers the new road subbase layer on the side of the new road with the old road subbase layer, extending the new road subbase layer to the side of the old road, ensuring the overall load-bearing capacity at the connection point; the new and old roads are connected by a connecting surface layer and a concrete surface layer, effectively avoiding stress concentration caused by direct splicing, minimizing cracks and misalignment at the connection point, and extending the road's service life. Furthermore, compared with traditional large-scale renovations, this application has less impact on the old road, reducing materials, shortening the construction period, and improving construction efficiency, providing technical support for the high-quality development of urban transportation infrastructure. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the structure of this utility model.

[0011] Figure 2 This is a construction flowchart of the dual-roadway structure described in this utility model.

[0012] In the diagram, 101 is the old road subbase, 102 is the old road surface layer, 201 is the new road subbase, 202 is the new road surface layer, 203 is the structural layer, 301 is the concrete surface layer, 302 is the bonding layer, 303 is the connecting surface layer, 304 is the expansion joint plate, and L is the boundary line between the old and new road surfaces. Detailed Implementation

[0013] The embodiments of this utility model will be described in detail below with reference to the accompanying drawings. These embodiments are implemented based on the technical solution of this utility model and provide detailed implementation methods and specific operation processes. However, the protection scope of this utility model is not limited to the following embodiments.

[0014] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0015] like Figure 1-2 As shown, this utility model proposes a dual-road structure for use in the junction of old and new roads, including an old road subbase 101, an old road surface layer 102 (cement surface layer), a new road subbase 201, and a new road surface layer 202 (asphalt surface layer). The top surface height of the old road surface layer 102 is the same as the top surface height of the new road surface layer 202. The old road subbase 101 and the new road subbase 201 are staggered vertically, with the height of the new road subbase 201 lower than that of the old road subbase 101. The connection surface of the old road subbase 101 is located to the left of the boundary line L between the old and new road surfaces, and the new road subbase 201 extends to the left to the old road subbase 101. That is, the junction of the new road subbase 201 and the old road subbase 101 is located on the old road side, ensuring the reliability of the connection point.

[0016] The old road subbase 101 has an L-shaped first connecting groove at its connecting end face. The lower height of the first connecting groove is the same as the upper height of the new road subbase 201. The upper height of the concrete surface layer 301 inside the first connecting groove is the same as the upper height of the old road surface layer 102. A permeable concrete (C25 concrete) structural layer 203 is laid on the new road subbase 201. The connecting end of the structural layer 203 has an L-shaped second connecting groove, and the second connecting groove is located at the boundary line L between the old and new road surfaces. On the left side, a bonding layer 302 and a connecting surface layer 303, made of dry-hardened cement mortar, are laid sequentially from bottom to top in the second connecting groove; the new road surface layer 202 is laid on the structural layer 203 located on the right side of the second connecting groove; wherein, there is an expansion joint plate 304 (using neoprene rubber expansion joint plate 304) between the concrete surface layer 301 and the structural layer 203, the expansion joint plate 304 extends upward from the top of the new road sub-layer 201, and its top elevation is consistent with the top height of the old road surface layer 102.

[0017] In actual construction, the height difference between the new road subbase 201 and the old road subbase 101 is 150 mm - 180 mm; the connecting surface layer 303 is made of sesame grey flat curb stones with a thickness of 150 mm. In actual laying, a 30 mm thick layer of dry-hardened cement mortar can be used to lay the flat curb stones in the second connecting groove to achieve rapid laying of the flat curb stones. The specifications of the flat curb stones can be 600 mm × 150 mm × 150 mm.

[0018] The following is a more detailed description of the dual-road structure described in this utility model, using a specific project as an example: First, determine the boundary line L between the new and old road surfaces, as shown in... Figure 2 Map A shows the old road to the left of the dividing line L between the old and new road surfaces, and the new road to the right (which needs to be demolished first).

[0019] The second step involves removing the original road subbase and surface layer on the side corresponding to the new road. The removal area extends to the left, 300mm to the left of the L-shaped boundary line between the old and new road surfaces. After removal, the surface will be visible. Figure 2 Figure B in the middle;

[0020] The third step involves excavating the new roadbed from the bottom of the connection end of the old road subbase 101 to the right, compacting the new roadbed to a compaction degree of over 93% to obtain the new road base course, which is 170mm lower than the old roadbed. A new road subbase 201 is then laid on the excavated new road base course, extending to the left until it contacts the old road subbase 101. The new road subbase 201 uses the same graded crushed stone as the old road subbase 101, and its thickness is 300mm. See details... Figure 2 Figure C in the middle;

[0021] The fourth step involves pouring permeable concrete onto the new road subbase 201 to form a 200mm thick structural layer 203. A second connection groove is pre-reserved during pouring, extending 150mm wide from the boundary line L between the old and new road surfaces. During pouring, a concrete surface layer 301 is poured within the first connection groove (in layers), reaching the same height as the bottom of the second connection groove. An expansion joint plate 304 is then installed between the concrete surface layer 301 and the structural layer 203 (in two separate applications) to prevent passive cracking at the joint and ensure road surface integrity. See [link to relevant documentation]. Figure 2 D;

[0022] Step 5: Construct the remaining concrete surface layer 301, the remaining expansion joint board 304, and the flat curb stones upwards from the second connecting groove. The flat curb stones are laid in the second connecting groove using a 30mm thick layer of dry-hardened cement mortar. Then, lay a 90mm thick new road surface layer 202 on top of the structural layer 203 to complete the construction. See details below. Figure 2 E in Chinese.

[0023] This invention features a staggered arrangement of the new road subgrade 201 and the old road subgrade 101 on the side of the new road. The new road subgrade 201 is lower than the old road subgrade 101, and a concrete structural layer 203 is poured on top of the new road subgrade 201, effectively ensuring the load-bearing capacity of the new road. The connection between the new and old roads is located on the side of the old road, with the lower part connected by concrete and equipped with an expansion joint plate 304. The upper part of the connection is made of concrete and a flat curb, also equipped with an expansion joint plate 304. This effectively avoids stress concentration caused by direct splicing, minimizes the occurrence of cracks and misalignment at the connection, and extends the service life of the road. In addition, compared with traditional large-scale renovations, this invention has less impact on the old road, reduces materials, shortens the construction period, improves construction efficiency, and provides technical support for the high-quality development of urban transportation infrastructure.

[0024] Finally, it should be emphasized that the above description is merely a preferred embodiment of this utility model and is not intended to limit this utility model. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Therefore, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A dual-surface road structure for urban renewal, comprising an old road subbase, an old road surface layer, a new road subbase, and a new road surface layer, wherein the top surface height of the old road surface layer is the same as the top surface height of the new road surface layer; characterized in that: The old and new road subbase layers are staggered vertically, with the connection surface of the old subbase layer located to the left of the centerline between the old and new roads. The new road subbase layer extends to the left to the old subbase layer. The connection end of the old subbase layer has an L-shaped first connecting groove, the lower height of which is the same as the upper height of the new subbase layer. The upper height of the concrete surface layer within the first connecting groove is the same as the upper height of the old road surface layer. A permeable concrete structural layer is laid on the new subbase layer. The connection end of the structural layer has an L-shaped second connecting groove, located to the left of the centerline between the old and new roads. A bonding layer and a connecting surface layer, made of dry-hardened cement mortar, are laid sequentially from bottom to top within the second connecting groove. The new road surface layer is laid on the structural layer located to the right of the second connecting groove. The concrete surface layer and the structural layer are provided with an expansion joint plate, which extends upward from the top of the new road subbase and has the same top elevation as the old road surface layer.

2. The dual-road structure for urban renewal according to claim 1, characterized in that: The height difference between the new road subbase and the old road subbase is 150 mm - 180 mm; the connecting surface layer is paved with sesame gray flat edge stone, and the thickness of the connecting surface layer is 150 mm.

3. The dual-road structure for urban renewal according to claim 1, characterized in that: The thickness of the connecting surface layer is greater than the thickness of the new road surface layer.

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