Construction road structure

Abstract

The utility model discloses a construction road structure, including the lower bearing layer, main body layer, reinforcing layer, surface layer that set gradually from below to above, reinforcing layer bottom embeds in the main body layer, and top exposes above the main body layer, and the embedded part is greater than the exposed part, the main body layer is the solidified soil of flow state and is poured into the shape, and the thickness and the strength of main body layer are associated matching with traffic load grade and foundation bearing capacity, the reinforcing layer is the broken stone layer, the surface layer is the wear -resisting antiskid layer, and is formed by modified emulsified asphalt and aggregate spreading, the broken stone reinforcing layer and the solidified soil of flow state form the framework and the base body composite structure in the utility model, and the bending -tensile strength improves, and the fatigue life prolongs, and the dynamic thickness design makes the material consumption reduce, and the overall project cost reduces, compared with traditional main body structure layer material, need not layered rolling construction, the single machine daily construction area promotes, and the construction period shortens, can use the solid waste material such as slag as the main body structure material production solidified soil of flow state, reduces the carbon emission, and is more favorable to environmental protection.

Description

TECHNICAL FIELD

[0001] The utility model relates to a construction temporary road structure. BACKGROUND

[0002] In construction engineering, the construction temporary road is a necessary temporary facility to guarantee material transportation and equipment passing. At present, the traditional construction temporary road is mostly constructed by using sand and stone, plain concrete pouring or steel plate laying. These traditional methods have the problems of large resource consumption, high transportation cost, low construction efficiency, inconvenience in removal and poor environmental protection.

[0003] In recent years, as a new type of building material, the fluidized solidified soil has been applied in foundation pit backfilling and pipeline backfilling due to its good fluidity, self-compacting property, fast early strength development and the characteristics of using industrial solid waste such as engineering waste and tailings. However, when it is applied to the construction temporary road, there is still a lack of targeted special structure system design. The existing attempts mostly directly use the simple layered structure of the traditional road, and the reinforcing layer is usually separately laid with geogrid or steel mesh, etc. The interface bonding force between the reinforcing layer and the main structure layer of the fluidized solidified soil is weak, and the layered structure and void phenomenon are easy to occur under repeated load, which affects the overall structure and durability. Moreover, the existing fluidized solidified soil temporary road mostly uses equal-thickness cross-section design, and cannot be differentiated in thickness according to the differences in vehicle load borne by different areas of the temporary road and the uneven hardness of the actual foundation soil, which leads to insufficient bearing capacity in the heavy load area or soft foundation, and material waste in the light load area or good foundation, and cannot effectively solve the adaptability problem of complex foundation conditions.

[0004] Therefore, it is necessary to invent a construction temporary road structure to solve the above problems. CONTENT OF THE UTILITY MODEL

[0005] (I) Utility model purpose To solve the technical problems in the background art, the utility model provides a construction temporary road structure to solve the problems of large material consumption, long construction period and high maintenance cost of the traditional temporary road.

[0006] (II) Technical scheme In order to achieve the above purpose, the utility model provides the following technical scheme: a construction temporary road structure comprising a lower bearing layer, a main body layer, a reinforcing layer and a surface layer which are sequentially arranged from bottom to top, the reinforcing layer has a butt joint layer extending from the bottom, the butt joint layer is embedded in a butt joint groove at the top of the main body layer, the top of the reinforcing layer is exposed above the main body layer, and a plurality of evenly spaced drainage holes are arranged in the butt joint groove. The main body layer is formed by pouring fluidized solidified soil, and the thickness and strength of the main body layer are matched with the traffic load grade and the foundation bearing capacity. The reinforcing layer is a gravel layer. The surface layer is a wear-resistant and anti-skid layer, which is formed by spreading modified emulsified asphalt and aggregate.

[0007] Preferably, the top edge of each drainage hole is beveled, and the mating layer is adapted to the mating groove.

[0008] Preferably, the underlying layer is an original foundation formed by mechanical in-situ compaction, with a compaction degree ≥93%.

[0009] Preferably, the overall thickness of the reinforcing layer is 3cm, wherein the overall thickness of the mating layer is 2cm and is embedded in the mating groove at the top of the main layer, the top of the reinforcing layer is exposed by 1cm, and the gravel coverage rate is 70%-80%.

[0010] Preferably, the particle size of the crushed stone in the reinforcing layer is 20mm-40mm.

[0011] Preferably, the modified emulsified asphalt in the surface layer is used at a rate of 1.2 kg / m²-1.5 kg / m², and the aggregate is limestone or basalt with a particle size of 5 mm-10 mm.

[0012] Preferably, the flow spread of the solidified soil in the main layer is 160mm-210mm.

[0013] Preferably, the raw material for the fluidized solidified soil of the main layer is selected from one or more of the following: local construction waste soil, recycled construction waste, tailings, and stone chips.

[0014] Compared with the prior art, the beneficial effects of the above-mentioned technical solution of this utility model are: 1. In this utility model, the crushed stone reinforcement layer and the fluidized solidified soil form a composite structure of "skeleton and matrix", which increases the flexural tensile strength by 35%-50% and extends the fatigue life by more than 2 times; 2. The dynamic thickness design in this utility model reduces the amount of material used and lowers the overall project cost. The multiple drainage holes in the main layer can fully cope with rain and snow, ensuring the use of the entire sidewalk. 3. Compared with traditional main structural layer materials, this utility model eliminates the need for layered compaction construction, increasing the daily construction area per machine and shortening the construction period; 4. This utility model can fully utilize solid waste materials such as slag as the main structural material to produce fluidized solidified soil, which greatly reduces carbon emissions and is more beneficial to environmental protection. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0016] Fig. 1 This is a schematic diagram of the overall structure of this utility model. Fig. 2 This is a schematic diagram of the layered structure of the reinforcing layer and the main body layer of this utility model; Fig. 3 This is a schematic diagram of the overall cross-sectional structure of this utility model.

[0017] Explanation of reference numerals in the attached figures: 1. Substrate layer; 2. Main layer; 21. Connecting groove; 22. Drainage hole; 3. Reinforcing layer; 31. Connecting layer; 4. Surface layer. Detailed Implementation

[0018] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0019] This utility model provides, for example Figs. 1-3 The construction access road structure shown includes a lower support layer 1, a main layer 2, a reinforcing layer 3, and a surface layer 4 arranged sequentially from bottom to top. The bottom of the reinforcing layer 3 extends into a connecting layer 31, which is embedded in the connecting groove 21 at the top of the main layer 2. The top of the reinforcing layer 3 is exposed above the main layer 2. The connecting groove 21 is provided with a plurality of evenly spaced drainage holes 22. The main layer 2 is formed by pouring and solidifying fluidized soil, and the thickness and strength of the main layer 2 are matched with the traffic load level and the bearing capacity of the foundation. Reinforcing layer 3 is a gravel layer; The surface layer 4 is a wear-resistant and anti-skid layer, which is formed by spreading modified emulsified asphalt and aggregate.

[0020] Specifically, the top edge of the drainage hole 22 is set as a slope, and the mating layer 31 is adapted to the mating groove 21.

[0021] Specifically, the underlying layer 1 is an original foundation formed by mechanical on-site compaction, with a compaction degree ≥93%.

[0022] Specifically, the overall thickness of the reinforcing layer 3 is 3cm, of which 2cm is embedded in the main layer 2 and 1cm is exposed, with a gravel coverage rate of 70%-80%.

[0023] Specifically, the particle size of the crushed stone in the reinforcing layer 3 is 20mm-40mm.

[0024] Specifically, the amount of modified emulsified asphalt in surface layer 4 is 1.2 kg / m²-1.5 kg / m², and the aggregate is limestone or basalt with an aggregate particle size of 5 mm-10 mm.

[0025] Specifically, the flow extension of the solidified soil in the main layer 2 is 160mm-210mm.

[0026] Specifically, the raw material for the fluidized solidified soil of the main layer 2 is selected from one or more of the following: local construction waste soil, recycled construction waste, tailings, and stone chips.

[0027] In this embodiment, Table 1: Selection Table of Thickness and Strength Specifications for Fluidized Solidified Soil Layer: In this embodiment, the specific construction process is as follows: Step 1: Excavation of the access road trench, with the excavation depth controlled according to the design elevation, followed by compaction of the trench bottom to ensure a compaction degree of ≥93%; Step 2: The excavated fill soil is transported to a temporary production site and used with specialized mobile equipment to produce fluidized solidified soil; Step 3: After the fluidized solidified soil is transported to the roadbed, it is poured to a thickness of 50cm, and the flatness is manually controlled. The fluidized solidified soil is required to have an unconfined compressive strength of not less than 2.0 MPa after 7 days. Step 4: When the fluidized solidified soil is close to initial setting, sprinkle crushed stone with a particle size of 20-40mm. The crushed stone layer should be about 3cm thick, with about 2cm embedded in the fluidized soil and about 1cm exposed, covering 70%-80% of the solidified soil layer area. Step 5: After the fluidized solidified soil has been cured for 5-7 days, apply the wear-resistant and anti-skid layer by spreading modified emulsified asphalt and limestone or basalt aggregate 5-10mm. The road can be opened to traffic 1-2 hours after the wear-resistant and anti-skid layer is completed.

[0028] In this embodiment, the lower layer 1 is compacted to a degree of ≥93% after mechanical rolling, which effectively improves the bearing stability of the foundation and avoids settlement and cracking of the access road due to the loose foundation. The main layer 2 is formed by casting with fluidized solidified soil, with a flow expansion of 160mm-210mm to ensure that the foundation voids can be fully filled during construction. The strength and thickness of the raw materials are designed to match the traffic load and the bearing capacity of the foundation, which can meet the passage requirements of heavy engineering vehicles and improve the bearing efficiency by more than 30% compared with traditional plain soil access roads. In this embodiment, the reinforcing layer 3 adopts a structural design with 2cm embedded and 1cm exposed. The crushed stone is embedded in the main body layer 2 to form a mechanical interlock, which significantly improves the connection strength between the reinforcing layer and the main body layer and avoids delamination. At the same time, the exposed crushed stone enhances the friction between the surface layer 4 and the reinforcing layer 3, further improving the overall structure's shear resistance.

[0029] In this embodiment, the raw material of the fluidized solidified soil of the main layer 2 is selected from the local construction site, such as engineering waste soil and recycled construction waste, which eliminates the need to transport a large amount of aggregate from outside the site. This not only reduces the material transportation cost, but also realizes the resource utilization of solid waste, which is in line with the concept of green construction. Specifically, fluidized solidified soil can be pumped for construction, with a fast pouring speed, improving the construction efficiency of access roads by 40% compared to traditional cement-stabilized soil, and has a short curing cycle, which can quickly meet the access needs of construction access roads and shorten the construction period. Specifically, surface layer 4 is formed by spreading modified emulsified asphalt and aggregates. The construction process is simple, requires no large equipment, and can be quickly constructed after the reinforcement layer is laid, making it suitable for the rapid construction of temporary access roads.

[0030] In this embodiment, the surface layer 4 is made of limestone or basalt aggregate with excellent wear resistance, combined with modified emulsified asphalt. The surface friction coefficient is ≥0.6, and the anti-skid performance is good, which can effectively prevent vehicles from skidding in rainy weather and improve traffic safety. Specifically, modified emulsified asphalt has good adhesion and anti-aging properties, which can firmly bond the aggregate to the surface of the reinforcement layer, forming a dense wear-resistant layer that effectively resists the wear of vehicle tires and extends the service life of traditional mud-bound gravel access roads by 2-3 times. Specifically, the crushed stone structure of the reinforcing layer 3 can disperse vehicle loads, reduce local stress concentration in the surface layer 4, prevent surface cracking and damage, and reduce later maintenance costs. It is especially suitable for scenarios with high-frequency vehicle traffic during construction.

[0031] In this embodiment, all layers of materials are made from low-cost and readily available raw materials. In particular, the main layer utilizes local solid waste, which significantly reduces the material cost of the access road by 20%-30% compared to traditional concrete access roads. The construction process is simple, requiring no complex technology or professional equipment, and can be operated by ordinary construction teams, thus lowering the construction threshold. Specifically, the thickness of the main layer, the strength of the fluidized solidified soil, and the parameters of each layer can be flexibly adjusted according to different traffic loads and foundation conditions. It is suitable for the construction of temporary access roads in various engineering scenarios such as highways, railways, municipal works, and mines, and is highly practical.

[0032] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A construction access road structure, characterized in that: The structure includes a lower support layer (1), a main body layer (2), a reinforcing layer (3), and a surface layer (4) arranged sequentially from bottom to top. The bottom of the reinforcing layer (3) extends into a mating layer (31), which is embedded in the mating groove (21) at the top of the main body layer (2). The top of the reinforcing layer (3) is exposed above the main body layer (2). The mating groove (21) is provided with a plurality of evenly spaced drainage holes (22). The main layer (2) is formed by pouring solidified fluid, and the thickness and strength of the main layer (2) are related to and matched with the traffic load level and the foundation bearing capacity. The reinforcing layer (3) is a crushed stone layer; The surface layer (4) is a wear-resistant and anti-skid layer, which is formed by spreading modified emulsified asphalt and aggregate.

2. The construction access road structure according to claim 1, characterized in that: The top edge of each drainage hole (22) is set as a slope, and the docking layer (31) is adapted to the docking groove (21).

3. The construction access road structure according to claim 1, characterized in that: The underlying layer (1) is an original foundation formed by mechanical on-site rolling, with a compaction degree ≥93%.

4. The construction access road structure according to claim 1, characterized in that: The overall thickness of the reinforcing layer (3) is 3cm, wherein the overall thickness of the mating layer (31) is 2cm and is embedded in the mating groove (21) at the top of the main layer (2), the top of the reinforcing layer (3) is exposed by 1cm, and the gravel coverage rate is 70%-80%.

5. The construction access road structure according to claim 1, characterized in that: The particle size of the crushed stone in the reinforcing layer (3) is 20mm-40mm.

6. The construction access road structure according to claim 1, characterized in that: The modified emulsified asphalt in the surface layer (4) is 1.2 kg / m²-1.5 kg / m², and the aggregate is limestone or basalt with a particle size of 5 mm-10 mm.

7. The construction access road structure according to claim 1, characterized in that: The fluidized solidified soil of the main layer (2) has a flow spread of 160mm-210mm.

8. The construction access road structure according to claim 1, characterized in that: The fluidized solidified soil material of the main layer (2) is selected from one or more of the following: local construction waste soil, recycled construction waste, tailings, and stone chips.

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