A pavement subbase reinforcement

Abstract

The utility model provides a kind of road surface bottom base reinforcing structure, including base body, base body bottom is equipped with bearing layer, there are multiple groups of support units in bearing layer, support unit is arrayed and is formed grid-like bearing structure, and support unit top is equipped with metal reinforcing node;Buffer layer is equipped between base body and bearing layer, and there are multiple groups of transverse prestressed reinforcement in buffer layer;The reinforcing assembly for enhancing the stability of side slope is equipped in the both sides of base body, and the anti-seepage drainage layer for preventing groundwater infiltration and quickly discharging accumulated water is equipped in bearing layer bottom.The structure is dispersed load by grid-like bearing structure and metal reinforcing node, buffer layer and transverse prestressed reinforcement absorb impact energy, reinforcing assembly stabilizes side slope, and anti-seepage drainage layer handles moisture, solve the problem that traditional structure load is not evenly dispersed, base is easy to crack and interlayer is easy to open, improve the stability and durability of road surface bottom base.

Description

Technical Field

[0001] This utility model belongs to the field of road subgrade technology, and more specifically, it relates to a road subgrade reinforcement structure. Background Technology

[0002] Roadbed reinforcement structures are a core component of road engineering. They primarily bear the loads of vehicles above, disperse stress, and resist roadbed settlement. They also need to have anti-seepage and drainage properties as well as slope stability to ensure the long-term stability and service life of the road. However, during operation, they must withstand dynamic load impacts, groundwater erosion, and lateral displacement pressure of the slope soil. Therefore, it is necessary to optimize the load-bearing system, provide efficient stress buffering, reliable slope reinforcement, and improve anti-seepage and drainage functions to adapt to the road use needs under complex working conditions.

[0003] However, traditional road subgrade reinforcement structures often adopt a single layered stacking design, that is, the load is directly borne by the base body without setting up an array-distributed grid-like load-bearing structure and metal reinforcement nodes, resulting in uneven load distribution and local stress concentration that can easily cause cracking of the base body. At the same time, the base body and the load-bearing layer are mostly rigidly connected, which cannot effectively absorb the impact energy of the load, thus making it easy for the structural layers to separate due to sudden changes in stress transmission. Utility Model Content

[0004] To address the aforementioned technical problems, this utility model provides a road subgrade reinforcement structure to solve the technical problems in the prior art where the single-layer stacked design of traditional road subgrade reinforcement structures leads to uneven load distribution, easy cracking of the base layer, and easy separation of the layers due to sudden stress changes in the rigid connection between the base layer and the bearing layer.

[0005] The purpose and effect of this utility model's roadbed reinforcement structure are achieved through the following specific technical means: A road subgrade reinforcement structure includes a base body, a bearing layer at the bottom of the base body, multiple sets of support units arranged in an array to form a grid-like load-bearing structure, and metal reinforcing nodes at the top of the support units; a buffer layer between the base body and the bearing layer, multiple sets of transverse prestressed tendons arranged in the buffer layer; reinforcement components for enhancing slope stability are provided on both sides of the base body, and a seepage-proof drainage layer for preventing groundwater infiltration and quickly draining accumulated water is provided at the bottom of the bearing layer.

[0006] According to a preferred embodiment, the support unit is hexagonal, the bearing layer forms a honeycomb structure through multiple sets of the support units, and concrete is filled in the support unit; the metal reinforcing node is a spherical structure, and the metal reinforcing node is connected to the adjacent metal reinforcing node by a metal connecting rod.

[0007] According to a preferred embodiment, the buffer layer is made of modified rubber, the transverse prestressing tendons are distributed in a wavy shape, and multiple sets of longitudinal connecting tendons are provided between the multiple sets of transverse prestressing tendons to prevent excessive deformation of a single set of transverse prestressing tendons.

[0008] According to a preferred embodiment, the reinforcement component includes a retaining plate, the retaining plate includes a contact plate and a support plate, the contact plate and the support plate are perpendicularly distributed, and the retaining plate forms an L-shaped structure through the perpendicular distribution of the two; a wedge-shaped protrusion is provided on one side of the contact plate, the contact plate contacts the base body, and the wedge-shaped protrusion is embedded in the base body.

[0009] According to a preferred embodiment, the reinforcement component further includes multiple sets of anchor rods, multiple sets of through holes are opened on the support plate, the anchor rods pass through the through holes and extend to the depth of the roadbed, the anchor rods are fitted with anti-corrosion sleeves, and the surface of the protective sleeves is coated with asphalt; multiple sets of reinforcing ribs are provided between the support plate and the contact plate, and the retaining plate forms a triangular structure through the reinforcing ribs.

[0010] According to a preferred embodiment, the seepage-proof drainage layer includes geotextile, a seepage-proof membrane, and a crushed stone drainage layer. The seepage-proof membrane is located between the geotextile and the crushed stone drainage layer, and the three are arranged longitudinally. Multiple sets of drainage blind pipes are provided in the crushed stone drainage layer. The drainage blind pipes are arranged along the length of the roadbed, and multiple sets of permeable holes are opened on the drainage blind pipes.

[0011] According to a preferred embodiment, a graded sand and gravel transition layer is provided between the bearing layer and the seepage-proof drainage layer to alleviate the rigidity difference between the two and uniformly transfer the upper load.

[0012] Compared with the prior art, the present invention has the following beneficial effects: This structure uses a grid-like load-bearing structure formed by the array of support units to quickly distribute the vehicle load and road weight transmitted from above to multiple support units, avoiding the concentration of load on a local area. At the same time, the spherical metal reinforcing nodes at the top of the support units and the metal connecting rods between adjacent nodes form a cooperative force-bearing system, further improving the overall stiffness and load transfer efficiency of the load-bearing structure.

[0013] A modified rubber buffer layer is set between the base layer and the load-bearing layer. It can absorb the impact energy generated by vehicle driving through its own elastic deformation, and realize the flexible transmission of stress. The transverse prestressing tendons and longitudinal connecting tendons distributed in a wave-like pattern in the buffer layer form a three-dimensional force network, which can not only limit the excessive deformation of the buffer layer, but also further optimize the stress transmission path, effectively avoid the separation of layers, and improve the integrity and fatigue resistance of the road subbase structure. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the assembled structure of this utility model; Figure 2 This is a schematic diagram of the disassembled structure of this utility model; Figure 3 This is a cross-sectional view of the load-bearing layer; Figure 4 This is a schematic diagram of the structure after the seepage prevention and drainage layer has been disassembled.

[0015] In the diagram, the correspondence between component names and their corresponding reference numerals is as follows: 11. Base layer; 21. Bearing layer; 22. Support unit; 23. Metal reinforced node; 24. Metal connecting rod; 31. Buffer layer; 32. Transverse prestressed tendon; 33. Longitudinal connecting tendon; 41. Seepage-proof drainage layer; 42. Geotextile; 43. Seepage-proof membrane; 44. Crushed stone drainage layer; 45. Drainage blind pipe; 46. Graded sand and gravel transition layer; 51. Retaining plate; 52. Wedge-shaped protrusion; 53. Anchor bolt; 54. Through hole; 55. Anti-corrosion sleeve. Detailed Implementation

[0016] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the technical solution of this utility model, but should not be used to limit the scope of protection of this utility model. Example

[0017] like Figures 1 to 4 As shown, this utility model provides a road subgrade reinforcement structure, including a base body 11. The base body 11 serves as the basic load-bearing component of the road subgrade, primarily bearing the load transmitted from the upper road structure and providing the installation and support foundation for the entire reinforcement structure. A load-bearing layer 21 is provided at the bottom of the base body 11, which is in close contact with the base body 11 and can help the base body 11 distribute the load and reduce the local stress on the base body 11. Multiple sets of support units 22 are provided within the load-bearing layer 21. The support units 22 are arranged in an array to form a grid-like load-bearing structure. This grid-like structure can transform the concentrated load transmitted from above into a distributed load. By having multiple sets of support units 22 share the load, excessive stress on a single part is avoided. Metal reinforcing nodes 23 are provided at the top of the support units 22. The metal reinforcing nodes 23 can enhance the structural strength of the top of the support units 22, preventing damage to the top of the support units 22 due to concentrated stress. At the same time, they can further transfer the load borne by the support units 22 to adjacent support units 22, improving the overall stress balance of the load-bearing layer 21.

[0018] A buffer layer 31 is provided between the base body 11 and the bearing layer 21. The buffer layer 31 can absorb the impact energy generated by vehicles traveling on the road, reducing the direct impact load on the base body 11 and the bearing layer 21. Multiple sets of transverse prestressing tendons 32 are provided in the buffer layer 31. The transverse prestressing tendons 32 can enhance the tensile strength of the buffer layer 31, prevent the buffer layer 31 from undergoing excessive tensile deformation during long-term stress, and ensure the structural stability of the buffer layer 31.

[0019] Both sides of the base body 11 are equipped with reinforcement components to enhance slope stability. The reinforcement components can fix the roadbed slopes on both sides of the base body 11 to prevent the slopes from collapsing due to rainwater erosion and load compression. At the bottom of the bearing layer 21, there is a seepage-proof drainage layer 41 to prevent groundwater infiltration and quickly drain accumulated water. The seepage-proof drainage layer 41 can block groundwater from seeping upward into the bearing layer 21 and the interior of the base body 11, avoiding the deterioration of the structural material performance caused by water. At the same time, it can quickly drain the accumulated water inside the roadbed and reduce the erosion of the roadbed structure by the accumulated water.

[0020] like Figure 2 , Figure 3 As shown, the support unit 22 is hexagonal in shape. The hexagonal structure has the characteristic of balanced multi-directional force distribution, which can distribute the load from different directions and reduce the risk of structural damage caused by excessive force in one direction. The load-bearing layer 21 forms a honeycomb structure through multiple sets of support units 22. The honeycomb structure is composed of multiple hexagonal support units 22 connected to each other, which can further improve the overall structural strength and load distribution capacity of the load-bearing layer 21, making the load-bearing layer 21 less prone to overall deformation when subjected to large loads. Concrete is filled inside the support unit 22. Concrete has high compressive strength, which can enhance the load-bearing capacity of the support unit 22 itself. At the same time, the combination of concrete and support unit 22 can reduce the voids inside the support unit 22 and improve the structural density of the support unit 22.

[0021] The metal reinforcing node 23 is a spherical structure, which allows the metal reinforcing node 23 to uniformly transfer the load from all directions, avoiding the concentration of the load in a certain part of the node. The metal reinforcing node 23 is connected to the adjacent metal reinforcing nodes 23 by metal connecting rods 24. The metal connecting rods 24 can connect the adjacent metal reinforcing nodes 23 into a whole load-bearing system. When a metal reinforcing node 23 bears a load, the load can be transferred to the surrounding nodes through the metal connecting rods 24, further improving the load distribution effect at the top of the load-bearing layer 21 and ensuring the stability of the top structure of the load-bearing layer 21.

[0022] The buffer layer 31 is made of modified rubber. Modified rubber has good elasticity and toughness. When subjected to impact load, it can absorb energy through its own deformation and then restore its original shape, continuously playing a buffering role. At the same time, modified rubber has good aging resistance and can maintain a stable buffering effect during long-term use.

[0023] Multiple sets of longitudinal connecting bars 33 are provided between the multiple sets of transverse prestressing tendons 32 to prevent excessive deformation of a single set of transverse prestressing tendons 32. The longitudinal connecting bars 33 and the transverse prestressing tendons 32 are intersected and connected to each other to form a three-dimensional force network. When a single set of transverse prestressing tendons 32 is subjected to tensile force and has a tendency to deform excessively, the longitudinal connecting bars 33 can exert a restraining force on it, limiting the deformation range of the transverse prestressing tendons 32. At the same time, the longitudinal connecting bars 33 can also transfer part of the tensile force borne by the transverse prestressing tendons 32 to other transverse prestressing tendons 32, so that multiple sets of transverse prestressing tendons 32 are subjected to force together, ensuring the internal force balance of the buffer layer 31 and avoiding the impact of excessive deformation of a single set of transverse prestressing tendons 32 on the overall structural performance of the buffer layer 31.

[0024] like Figure 2 As shown, the reinforcement component includes a retaining plate 51, which comprises a contact plate and a support plate. The contact plate and support plate are vertically distributed, forming an L-shaped structure. This L-shaped structure allows the retaining plate 51 to simultaneously support the side of the base body 11 and the bottom of the roadbed slope. The contact plate adheres to the side of the base body 11, restricting its lateral displacement, while the support plate adheres to the bottom of the roadbed slope, preventing the slope soil from sliding downwards. A wedge-shaped protrusion 52 is provided on one side of the contact plate. The wedge-shaped protrusion 52 is embedded in the base body 11, enhancing the connection strength between the contact plate and the base body 11 and preventing the contact plate from detaching from the base body 11 under stress, thus making the support provided by the retaining plate 51 to the base body 11 more stable.

[0025] The reinforcement components also include multiple sets of anchor bolts 53. Multiple sets of through holes 54 are opened on the support plate. The anchor bolts 53 are inserted into the through holes 54 and extend into the depth of the roadbed. After the anchor bolts 53 are inserted into the roadbed, they can be tightly combined with the deep soil. The tension of the anchor bolts 53 can fix the support plate, further restrict the displacement of the retaining plate 51, and enhance the reinforcement effect of the retaining plate 51 on the slope. The anchor bolts 53 are fitted with anti-corrosion sleeves 55, and the surface of the anti-corrosion sleeves 55 is coated with an asphalt coating. The anti-corrosion sleeves 55 and the asphalt coating can isolate the air and moisture from contact with the anchor bolts 53, prevent the anchor bolts 53 from losing strength due to corrosion during long-term use, and extend the service life of the anchor bolts 53. Multiple sets of reinforcing ribs are provided between the support plate and the contact plate. The retaining plate 51 forms a triangular structure through the reinforcing ribs. The triangular structure has good stability and can enhance the connection strength between the support plate and the contact plate. This prevents the connection between the contact plate and the support plate from breaking or deforming when the retaining plate 51 is subjected to slope pressure, thus ensuring the overall structural stability of the retaining plate 51.

[0026] like Figure 2 , Figure 4 As shown, the seepage-proof drainage layer 41 includes geotextile 42, geomembrane 43, and gravel drainage layer 44. The geomembrane 43 is located between the geotextile 42 and the gravel drainage layer 44, and the three are arranged longitudinally. The geotextile 42 has good filtration performance, which can block fine particles in the subgrade from entering the geomembrane 43 and the gravel drainage layer 44, preventing particles from clogging the drainage channels. At the same time, the geotextile 42 can also protect the geomembrane 43, preventing it from being torn by sharp objects. The geomembrane 43 has excellent water-proof performance, which can effectively block the upward infiltration of groundwater, prevent water from entering the bearing layer 21 and the base body 11, and prevent the structural materials from softening and peeling due to water immersion. The gravel drainage layer 44 is composed of large gravel particles with many pores inside, which can serve as a flow channel for water accumulation, facilitating the rapid drainage of accumulated water.

[0027] Multiple sets of drainage blind pipes 45 are installed inside the crushed stone drainage layer 44. The drainage blind pipes 45 are arranged along the length of the roadbed. Multiple sets of water-permeable holes are opened on the drainage blind pipes 45. The water accumulated inside the roadbed can enter the drainage blind pipes 45 through the water-permeable holes and then flow to the outside of the roadbed along the length of the drainage blind pipes 45. Compared with relying solely on the gaps in the crushed stone drainage layer 44 for drainage, the drainage blind pipes 45 can accelerate the collection and discharge of water and further reduce the retention time of water inside the roadbed.

[0028] A graded sand and gravel transition layer 46 is provided between the load-bearing layer 21 and the seepage-proof drainage layer 41 to alleviate the difference in rigidity between the two and to uniformly transfer the upper load. The material rigidity of the load-bearing layer 21 and the seepage-proof drainage layer 41 has a certain difference. When in direct contact, it is easy to cause local stress concentration due to inconsistent deformation under stress. The graded sand and gravel transition layer 46 is made of sand and gravel of different particle sizes mixed in proportion. Its rigidity is between that of the load-bearing layer 21 and the seepage-proof drainage layer 41. It can serve as a stress transition medium between the two, so that the upper load is transferred more smoothly from the load-bearing layer 21 to the seepage-proof drainage layer 41, avoiding stress concentration caused by sudden change in rigidity that could damage the structure. At the same time, the graded sand and gravel transition layer 46 has a reasonable particle gradation and good density, which can enhance the connection between the load-bearing layer 21 and the seepage-proof drainage layer 41 and improve the overall integrity of the entire reinforced structure.

[0029] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments.

Claims

1. A roadbed reinforcement structure, comprising a base body (11), characterized in that: The base body (11) is provided with a bearing layer (21) at the bottom. Multiple sets of support units (22) are provided in the bearing layer (21). The support units (22) are arranged in an array to form a grid-like load-bearing structure. Metal reinforcing nodes (23) are provided on the top of the support units (22). A buffer layer (31) is provided between the base body (11) and the bearing layer (21). Multiple sets of transverse prestressed tendons (32) are provided in the buffer layer (31). Reinforcement components for enhancing slope stability are provided on both sides of the base body (11). A seepage-proof drainage layer (41) for preventing groundwater infiltration and quickly draining accumulated water is provided at the bottom of the bearing layer (21).

2. The roadbed reinforcement structure according to claim 1, characterized in that: The support unit (22) is hexagonal, the bearing layer (21) forms a honeycomb structure through multiple sets of the support units (22), and concrete is filled in the support unit (22); the metal reinforcing node (23) is spherical, and the metal reinforcing node (23) is connected to the adjacent metal reinforcing node (23) through metal connecting rods (24).

3. The roadbed reinforcement structure according to claim 2, characterized in that: The buffer layer (31) is made of modified rubber, and multiple sets of longitudinal connecting bars (33) are provided between the multiple sets of transverse prestressing tendons (32) to prevent excessive deformation of a single set of transverse prestressing tendons (32).

4. The roadbed reinforcement structure according to claim 1, characterized in that: The reinforcement component includes a retaining plate (51), which includes a contact plate and a support plate. The contact plate and the support plate are perpendicularly distributed, and the retaining plate (51) forms an L-shaped structure through their perpendicular distribution. A wedge-shaped protrusion (52) is provided on one side of the contact plate. The contact plate contacts the base body (11), and the wedge-shaped protrusion (52) is embedded in the base body (11).

5. A roadbed reinforcement structure according to claim 4, characterized in that: The reinforcement assembly also includes multiple sets of anchor rods (53), and multiple sets of through holes (54) are opened on the support plate. The anchor rods (53) are inserted into the through holes (54) and extend to the depth of the roadbed. The anchor rods (53) are fitted with anti-corrosion sleeves (55), and the surface of the anti-corrosion sleeves (55) is coated with asphalt. Multiple sets of reinforcing ribs are provided between the support plate and the contact plate, and the retaining plate (51) forms a triangular structure through the reinforcing ribs.

6. The roadbed reinforcement structure according to claim 1, characterized in that: The impermeable drainage layer (41) includes geotextile (42), impermeable membrane (43) and gravel drainage layer (44). The impermeable membrane (43) is located between the geotextile (42) and the gravel drainage layer (44), and the three are arranged longitudinally. Multiple sets of drainage blind pipes (45) are provided in the gravel drainage layer (44). The drainage blind pipes (45) are arranged along the length of the roadbed, and multiple sets of permeable holes are opened on the drainage blind pipes (45).

7. A roadbed reinforcement structure according to claim 6, characterized in that: A graded sand and gravel transition layer (46) is provided between the bearing layer (21) and the seepage prevention and drainage layer (41) to alleviate the rigidity difference between the two and uniformly transfer the upper load.

Images