33 results about "Subbase (pavement)" patented technology

The invention relates to the technical field of roadbed structures, and particularly discloses a bubble light soil roadbed structure which comprises an underlayer, a pavement structure layer, a bubble mixed light soil layer and a prefabricated reinforced concrete slab interlayer. The underlayer and the pavement structure layer are arranged at an interval, and the bubble mixed light soil layer is arranged between the underlayer and the pavement structure layer; the prefabricated reinforced concrete slab interlayer is arranged in the bubble mixed light soil layer, and the prefabricated reinforced concrete slab interlayer and the bottom layer as well as the prefabricated reinforced concrete slab interlayer and the pavement structure layer are separately arranged at intervals; wherein the prefabricated reinforced concrete slab interlayer comprises a plurality of concrete slab single bodies and a reinforcing mesh, and the reinforcing mesh is at least partially connected to the plurality of concrete slab single bodies in a penetrating mode. By arranging the prefabricated reinforced concrete slab interlayer, the compression resistance, shear resistance and bending resistance of the whole bubble light soil roadbed structure are remarkably improved, and the bubble light soil roadbed structure can be applied to scenes with higher requirements for the bearing capacity.

The invention discloses a method for improving the performance of an asphalt pavement by compounding a gradient fiber mixing amount with a gradient high modulus agent mixing amount. The method comprises the following steps: firstly, arranging an asphalt pavement structure which comprises an asphalt upper surface layer, an asphalt middle surface layer, an asphalt lower surface layer, a base layer and a subbase layer; 0.8-1.0% of a high modulus agent and 0.3-0.4% of graded fibers are doped into the asphalt mixture of the asphalt upper surface layer; 0.8-1.0% of a high modulus agent and 0.3-0.4% of graded fibers are doped into the asphalt mixture of the asphalt middle surface layer; 0.3-0.5% of a high-modulus agent and 0.3-0.4% of graded fibers are doped into the asphalt mixture of the lower asphalt surface layer, so that gradient graded fiber doping amount and gradient high-modulus agent doping amount are formed. According to the invention, the high-modulus agent and the graded fibers are doped on different pavement layers, and a gradient doping mode is formed, so that the deformation resistance and the low-temperature crack resistance of the asphalt pavement structure can be greatly enhanced on the basis of improving the dynamic modulus of the asphalt pavement structure, and ruts and cracks of the asphalt pavement are reduced, thereby prolonging the service life of the pavement.

The utility model relates to a biological enzyme enhanced soil roadbed and concrete surface layer composite structure, which belongs to the technical field of road engineering or traffic infrastructure construction, and comprises a subbase layer, a base layer is paved on the upper side of the subbase layer, an anti-crack layer is paved on the upper side of the base layer, a leveling layer is paved on the upper side of the anti-crack layer, and a concrete surface layer is paved on the upper side of the leveling layer. A concrete surface layer is laid on the upper side of the leveling layer, a wear-resistant layer is laid on the upper side of the concrete surface layer, a waterproof layer is laid on the upper side of the wear-resistant layer, and a drainage layer is laid on the upper side of the waterproof layer. According to the biological enzyme enhanced soil roadbed and concrete pavement composite structure, accumulated water in a pavement structure can be effectively drained through the drainage layer, and the waterproof layer can effectively protect the roadbed from being eroded by water, so that the waterproofness and the drainage effect of the upper side of the subbase layer are improved, and the problem of lack of waterproof and drainage structures is solved; the drainage efficiency and the bearing capacity are poor, and the service life can be shortened due to long-time rainwater soaking.

The invention discloses an asphalt pavement paving structure suitable for heavy traffic and a paving method thereof, and relates to the technical field of pavement design, and the structure comprises a subbase layer, a base layer, a reinforcing layer and a surface layer which are sequentially arranged from bottom to top in the vertical direction. The reinforcing layer is additionally arranged between the base layer and the surface layer, the fiber anti-crack waterproof coiled material layer has flexibility and tensile strength, reflection cracking of the base layer can be effectively inhibited, water erosion can be blocked, the upper gravel layer and the coiled material form a good embedding and extruding effect, and the interlayer anti-shearing capacity is remarkably improved; the three layers of fiber nets are arranged in the surface layer, temperature shrinkage cracks and load stress cracks of different surface layers are effectively restrained through built-in engagement among the fiber nets, the asphalt and the gravel, the problem that cracks of an existing pavement frequently occur is solved, and the service life of the asphalt pavement is prolonged.

The utility model relates to an embankment top pavement reinforcing structure which comprises a foundation, an embankment body is arranged on the upper side of the foundation, the upper surface of the embankment body is partially lost to form an opening, and a main reinforcing mechanism for improving the strength of the embankment top pavement is arranged in the opening. Lateral reinforcing mechanisms for assisting in improving the strength of the road surface of the levee top are arranged on the left side and the right side of the levee body. According to the embankment top pavement reinforcing structure, firstly, the main reinforcing structure is adopted, and the first reinforcing layer and the second reinforcing layer are subjected to multiple positioning through the first reinforcing columns and the second reinforcing columns correspondingly, so that a pavement base layer and a subbase layer structure of a pavement can effectively support a pavement surface layer, sliding is not prone to occurring, and the strength of a pavement foundation is effectively improved; meanwhile, the anti-seepage layer and the drainage groove are matched, so that water is effectively prevented from permeating into roadbed soil, the soil body below is further prevented from being eroded by the water, and the soil body is prevented from loosening, losing and possibly causing unstable structure.

The present invention discloses an inverted roadbed and pavement structure for comprehensive utilization of solid waste, comprising an upper embankment paved sequentially with recycled aggregates from demolition and construction solid waste, a roadbed paved with cement-desulfurized slag-gypsum composite stabilized engineering slag, a pavement subbase paved with recycled aggregates from demolition and construction solid waste stabilized with desulfurized gypsum-cement, an upper pavement base paved with graded crushed stone from recycled aggregates from waste concrete, a lower and middle pavement layer paved with factory-mixed hot-recycled SBS modified asphalt mixture, an upper layer paved with semi-flexible pavement material, and an asphalt wearing course paved with a high-viscosity modified asphalt mixture. The present invention optimizes and combines the design based on the stress characteristics and functional features of each structural layer, can be used on high-grade roads, and has the characteristics of long service life, high driving safety, and high comfort. The material selection of each structural layer conforms to the concept of green ecological development under the background of "dual carbon" and realizes the rational utilization of large amounts of solid waste in the road engineering field.

The utility model discloses a durable high-modulus asphalt mixture pavement structure which comprises the following layered structures: an upper surface layer: high-modulus asphalt mixture with the thickness of 3-5cm; the middle layer is modified asphalt concrete with the thickness of 6-8 cm; the lower surface layer is high-modulus asphalt stabilized macadam with the thickness of 8-10 cm; the base layer is made of cement stabilized macadam with the thickness of 15-20 cm; the subbase layer is graded broken stone, the thickness is 20-25 cm, by arranging the high-modulus upper surface layer, the transition middle layer and the rigid lower surface layer, mechanical property gradient distribution is formed, load stress is dispersed, and regenerated rubber powder and synthetic resin are adopted for compounding a modifier, so that the high and low temperature performance is balanced. The utility model belongs to the field of road engineering materials, and particularly relates to a durable high-modulus asphalt mixture pavement structure.

The utility model discloses a multifunctional durable pavement structure with a polymer reactive base layer. A high-viscosity drainage asphalt concrete upper surface layer, a first asphalt waterproof bonding layer, a high-performance asphalt concrete middle surface layer, a second asphalt waterproof bonding layer, a modified asphalt concrete lower surface layer, a high-performance waterproof bonding layer, an asphalt stabilized macadam upper base layer, a high-shear-strength graded macadam lower base layer and a cement stabilized macadam upper subbase layer are sequentially arranged from top to bottom. A cement stabilized macadam lower subbase layer, a graded macadam layer and a roadbed; and the high-shear-strength graded broken stone lower base layer is a high-performance polymer HPM cemented graded broken stone base layer. Layered structures in the pavement structure are selected, and various different layered structures are matched with one another, so that the problem of reflection cracks generally existing in a semi-rigid base layer can be effectively solved, the durability of the pavement is improved, and the service life of the pavement is prolonged.

The invention relates to the technical field of highway structure design, in particular to a design method based on a rigid-flexible fused asphalt pavement structure, which comprises the following steps: step 1, paving a semi-rigid subbase layer on a roadbed; 2, a rigid cement concrete base layer is laid on the semi-rigid subbase layer, special cracking equipment is adopted for treating the rigid cement concrete base layer, a flexible cement concrete base layer is obtained, and the rebound modulus of the flexible cement concrete base layer is made to be equal to that of the asphalt concrete surface layer; and 3, an asphalt concrete surface layer is laid on the flexible cement concrete base layer, so that the flexible cement concrete base layer and the asphalt concrete surface layer are effectively fused into a whole, and common bearing and cooperative deformation are achieved. According to the design method based on the rigid-flexible fusion asphalt pavement structure, the problems of short service life, high repair cost, difficulty in adapting to heavy-load traffic and the like of a highway pavement are solved, and the requirements of heavy-load resistance, rut resistance, crack resistance, low cost and long service life of highway construction in China are met.

The invention belongs to the technical field of pavement reconstruction and expansion, and relates to a municipal road engineering rigid-flexible pavement lap joint expansion structure and a construction method.The municipal road engineering rigid-flexible pavement lap joint expansion structure comprises a subbase layer, an old concrete pavement and steel bar pull rods, an existing base layer is laid on the subbase layer, and the old concrete pavement is laid on the existing base layer; the old concrete pavement is connected with one side of the step-type concrete transition plate through the rebar pull rod, the other side of the step-type concrete transition plate abuts against the base layer, and the asphalt pavement is laid on the top face of the step-type concrete transition plate and the top face of the base layer. The newly-poured stepped concrete transition plate is used for balancing the base performance of the new and old roads, and the rebar pull rod is implanted to eliminate slab staggering between the new and old concrete, so that the settlement between the new and old roads is smoothly transited; and meanwhile, the structural thickness of the asphalt surface layer is ensured, the defects that the asphalt thickness is insufficient when a connecting overlay sequential connecting process is not arranged and a penetrating road surface stress concentration area is formed when a strip-shaped connecting process is arranged are overcome, and the structural durability and driving comfort of the lap joint part of the rigid and flexible road surfaces are ensured.

The utility model relates to the field of road construction, in particular to an anti-sliding asphalt pavement which comprises outer-layer pavement soil, an asphalt pavement for tamping the ground and laying, and a rammed earth subbase layer arranged in the outer-layer pavement soil. The asphalt pavement is provided with the water cushion macadam base layer, the cement stabilizing base layer, the steel template body, the anti-sliding steel frame, the anti-sliding asphalt pile body and the lower asphalt surface layer, when the asphalt pavement is used, the water cushion macadam base layer and the cement stabilizing base layer are arranged below the surface layer, so that the bearing capacity of the asphalt pavement is enhanced, the unevenness of the surface of the base layer is filled, and the service life of the asphalt pavement is prolonged. And an anti-sliding structure is formed between the whole surface layer and the base layer in cooperation with an anti-sliding steel frame penetrating through the cement stabilizing base layer and an anti-sliding asphalt pile body in the anti-sliding steel frame, so that the stability of the whole asphalt pavement is improved, and the harm of sliding of the asphalt pavement is reduced. The overall environment quality is improved.

The utility model relates to the technical field of road construction, and discloses a new and old asphalt pavement lap joint structure which comprises an old pavement, a plurality of hoops distributed at equal intervals are installed on the upper surface of the old pavement, a new pavement subbase layer is arranged on the left side of the old pavement, and a sandy soil layer is arranged on the upper surface of the new pavement subbase layer. And a new pavement roadbed is arranged on the upper surface of the sandy soil layer. According to the lap joint structure for the new and old asphalt pavements, the new pavement and the old pavement can be kept in close contact when the new pavement is settled through the cooperation of the mounting hoops and the clamping rods, and the new pavement and the old pavement can be locked through the deformation of the clamping rods, so that the new pavement and the old pavement can be stably connected; by arranging the waterproof layer, water can be effectively prevented from permeating into a road base layer, occurrence of base layer diseases is reduced, meanwhile, the slurry seal layer has good waterproof and anti-seepage performance, the road surface can be effectively prevented from being eroded by water, and therefore the service life of a road is prolonged.

The utility model provides an asphalt pavement structure, which relates to the technical field of road engineering and comprises a roadbed layer, a cushion layer, a subbase layer, a base layer, a waterproof layer, an asphalt surface layer and a permeable piece. According to the asphalt pavement structure, when the asphalt pavement structure is laid, drainage ditches are formed in the two sides, the asphalt pavement is laid in a segmented mode till the whole road is laid, and laying is conducted according to the sequence that a roadbed layer, a cushion layer, a subbase layer, a base layer, a waterproof layer and an asphalt surface layer are sequentially stacked upwards; the drainage ditches are lower than the asphalt surface layer, so that accumulated water on the asphalt surface layer can flow to the drainage ditches on the two sides, part of the accumulated water on the asphalt surface layer permeates downwards, penetrates through the cracks along the cambered surface of the flow guide part and enters the water collecting pipe, and water permeating from the asphalt surface layer enters the water collecting pipe through the opening of the water collecting pipe. Meanwhile, the accumulated water is collected from a plurality of positions on the asphalt surface, so that the drainage speed is greatly increased.

This invention discloses a low-carbon footprint road stabilization layer material and method based on recycled sand production tailings, belonging to the fields of road construction materials, solid waste disposal, and carbon neutrality technology. This invention replaces all fine aggregates with recycled sand production tailings. Road stabilization layers prepared using this invention exhibit the following 7-day unconfined compressive strengths: base course ≥ 3.0 MPa, subbase course ≥ 2.0 MPa; 28-day base course ≥ 5.0 MPa, subbase course ≥ 3.0 MPa; 7-day water immersion strength loss ≤ 13%. The overall performance meets the industry standard JTG / T F20-2015 "Technical Specifications for Highway Pavement Base Course Construction," reducing costs by 18%~30% and carbon emissions by 30%~50%. It achieves resource utilization of sand production tailings, is compatible with existing construction equipment, and is suitable for base and subbase construction of Class I to IV highways and municipal roads, combining environmental friendliness and engineering economy.

The invention relates to the technical field of road maintenance, in particular to an asphalt concrete pavement transverse construction joint seaming device and method.The asphalt concrete pavement transverse construction joint seaming device comprises a subbase layer, a positioning mechanism, a slicing piece and a veneering piece; positioning and adjusting the cutting angle of the slicing piece and the auxiliary fitting direction of the veneering piece through the fluctuation of the joint by using a positioning mechanism, slotting by using the slicing piece, fitting the sticking cloth after cleaning sundries, and continuing to lay asphalt after assisting fitting by using the veneering piece; and the edge warping situation caused by different expansion coefficients after laying can be effectively solved through the arranged cutting grooves, the better attaching effect is achieved, the good applicability is achieved, and application and popularization of equipment are facilitated.

The utility model discloses a composite asphalt concrete pavement structure based on RUHPC, which comprises a surface layer, a base layer and a subbase layer, the surface layer is composed of an asphalt layer, a bonding layer and an ultra-high performance concrete layer from top to bottom, the base layer is composed of 5%-6% of cement stabilized macadam, the subbase layer is composed of 4%-5% of cement stabilized macadam, the surface layer is 4-10cm thick, and the bonding layer is 4-10cm thick. The total thickness of the ultra-high performance concrete layer and the bonding layer is 3-6 cm. According to the utility model, the raw material of the asphalt concrete surface layer is saved by 1 / 2 to 2 / 3, the material consumption and the environmental burden are obviously reduced, and the thickness design of the RUHPC layer is flexible and high in adaptability; the utility model not only embodies the pursuit of efficient utilization of resources, but also actively responds to the development trend of low carbon and environmental protection, and shows the technical progress and sustainable advantages of the utility model in the field of road construction.

The utility model discloses a pavement structure for repairing the damage of an asphalt pavement. The pavement structure comprises a surface layer, a base layer and a subbase layer, the subbase layer comprises a plurality of gravel unit layers or comprises a plurality of gravel unit layers from bottom to top, and a polyurethane doping layer is further embedded between any two adjacent gravel unit layers. According to the utility model, by designing the subbase layer with the plurality of gravel unit layers and the embedded polyurethane doping layers, the cold-state construction can be realized, the maintenance is not needed, and the construction cost is reduced; and the construction is fast and convenient, the deep repair of the subbase layer of the pavement is realized, the construction requirement of immediate repair and immediate dredging is met, the service life is long, the practicability is high, and a new way is provided for the deep repair of the damaged asphalt pavement. In addition, the pavement structure also has the characteristics of simple overall structure, quickness in construction, convenience in maintenance, high practicability, easiness in popularization and the like.

The invention discloses a new and old roadbed splicing structure based on a settlement balancing system, which comprises a structure slot excavated in a subbase layer I in an old pavement, a plurality of constraint type base layer steel frames are arranged and inserted in the structure slot along the width direction of the subbase layer I in the old pavement, and a subbase layer II in a new pavement covers and is laid outside the constraint type base layer steel frames; a safe edge unit is arranged at the joint of the old pavement and the new pavement; a plurality of damping units which are uniformly distributed are also vertically arranged on each base steel frame; before new and old roadbed splicing construction, a structural slot position is excavated in a splicing section of an old pavement, a larger contact area and a larger embedding depth can be provided, a plurality of base layer steel frames are further distributed in the first subbase layer of the old pavement, loads can be effectively transmitted, the stability of the whole structure can be effectively improved, and the construction efficiency is improved. The damping units arranged and distributed on the base steel frames effectively absorb vibration energy of the road surface, it is ensured that the two edge protecting frames are in tight butt joint, and therefore the sealing performance and stability of the splicing position are improved.

The present invention relates to a crack-resistant asphalt pavement structure for heavy-duty traffic highways, belonging to the field of road engineering technology. It addresses the problem of cracks in existing asphalt pavements and deficiencies in pavement structures, and is particularly suitable for heavy-duty traffic-grade highways. The crack-resistant asphalt pavement structure for heavy-duty traffic highways comprises, from top to bottom, a surface wearing layer, a high-modulus asphalt concrete layer, a base layer, and a subbase layer. The high-modulus asphalt concrete layer has a compressive dynamic modulus of 18,000 to 20,000 MPa at 15°C and 10 Hz. This structure achieves the beneficial effects of improving crack resistance, load-bearing capacity, reducing pavement thickness, and extending service life for heavy-duty traffic highways.

The invention relates to the field of road engineering, in particular to a method for determining the cement mixing amount of a key layer of a semi-rigid asphalt pavement structure and a related product, and the method comprises the following steps: selecting a proper pavement structure combination according to road roadbed conditions, environmental factors and traffic load conditions; preliminarily determining a design parameter range of a pavement structure combination according to a road pavement structure design specification and project experience; drawing up a plurality of groups of size parameters and material parameters in a design parameter range, and determining design parameters which have the greatest influence on the bottom tensile stress of the base layer and the bottom tensile stress of the subbase layer; the optimal value of the design parameter with the maximum influence is determined, and the cement mixing amount of the key layer is determined through the compressive resilience modulus-cement mixing amount relational graph; according to the method, the parameter combination of the pavement structure is optimized by combining stress analysis and an orthogonal test, the cement mixing amount of each key layer in the pavement structure is accurately determined, the bearing capacity and stability of the pavement are improved, and the risks of cracks and deformation are reduced.

The present invention discloses a method for determining a control standard for permanent deformation of a highway subgrade based on the service performance of a pavement structure, comprising the following steps: step S1, selecting a pavement structure long-term service performance evaluation index associated with permanent deformation of the subgrade; step S2, establishing a tensile stress estimation formula for the bottom of an inorganic binder stabilized layer according to the long-term service performance evaluation index; step S3, determining a control standard for permanent deformation of the subgrade based on the long-term service performance of the pavement structure; the step S2 includes an estimation formula for tensile stress at the bottom of an inorganic binder stabilized sub-base layer and an estimation formula for tensile stress at the bottom of an inorganic binder stabilized sub-base layer. The present invention solves the problems that the existing control indicators and standards for permanent deformation of highway subgrades are difficult to match the actual situation, lack consideration of the correlation between permanent deformation of the subgrade and the service performance of the pavement structure and the variability of influencing factors, and cannot effectively avoid early damage to the pavement structure and fatigue failure of the pavement structure within the target service life.

This invention discloses a low-temperature crack-resistant composite modified asphalt pavement structure, relating to the field of asphalt concrete pavement technology. It solves the technical problem of lacking an asphalt pavement structure that can reduce thermal shrinkage cracking in low-temperature environments without affecting the bonding effect between the base course and the asphalt surface layer and with low construction difficulty. The invention comprises, from top to bottom, a dense composite modified asphalt concrete top layer, a dense-graded composite modified asphalt concrete intermediate layer, a dense-graded modified asphalt concrete fatigue-resistant bottom layer, a modified asphalt synchronous chip seal, a crack-resistant cement-stabilized crushed stone base course, a crack-resistant cement-stabilized crushed stone subbase course, and a subbase. A modified emulsified asphalt bonding layer is provided between the top layer, intermediate layer, and bottom layer. A common emulsified asphalt tack coat is provided between the synchronous chip seal and the base course. The purpose is to enhance the bonding between the various structural layers of the pavement and ensure the shear resistance of the pavement structural layers.

The invention relates to the technical field of road and bridge construction, and discloses a highway subgrade pavement and road and bridge construction carbon emission prediction method which is based on structural volume and comprises the following steps: step 1, calculating the total carbon emission intensity of an asphalt pavement material, namely the carbon emission intensity of a d-grade highway surface layer material and the carbon emission intensity of a d-grade highway base and subbase material; 2, calculating the total carbon emission amount of the d-grade road asphalt pavement material, wherein Ld is the total length of a d-grade road, and Nd is the number of lanes of the d-grade road; 3, calculating the total carbon emission intensity of the roadbed material, wherein fk is a carbon emission factor of the filler used by the d-grade highway fill roadbed and is the unit filler volume of the kth layer of the d-grade highway fill roadbed; 4, calculating the total carbon emission amount of the roadbed material; and 5, calculating the total carbon emission amount El of highway roadbed pavement construction. The carbon accounting method based on the structural volume has the remarkable advantages of small data acquisition error, low recalculation and miss calculation risk, wide accounting scale and the like.

The utility model discloses a low-carbon anti-crack pavement base structure. The low-carbon anti-cracking pavement base structure comprises a modified asphalt mixture upper surface layer, a modified asphalt concrete middle surface layer, an asphalt concrete lower surface layer, an asphalt stabilized macadam flexible upper base layer, a lower sealing layer, a super sulfate cement fiber stabilized macadam lower base layer, a super sulfate cement stabilized macadam subbase layer and subgrade soil from top to bottom, the pavement base structure disclosed by the utility model can meet the structural bearing capacity and fully utilize the recycled aggregate, has the advantages of low carbon, crack resistance and high toughness, reduces the generation of dry shrinkage and temperature shrinkage cracks, enhances the durability of a road base and prolongs the service life of a road.

The utility model provides a roadbed structure of an asphalt pavement, which relates to the technical field of roadbed structures and comprises a subbase layer, a cushion layer, the asphalt pavement and a drainage mechanism. According to the roadbed structure of the asphalt pavement, the cushion layer is laid on the subbase layer until the drainage mechanism is covered, so that the upper surface of the cushion layer is flush with the upper surface of the water collecting hopper, the waterproof layer is laid on the cushion layer, then the asphalt pavement continues to be laid on the waterproof layer, and when asphalt is laid, the asphalt enters the water collecting hopper from the upper portion of the water collecting hopper and is laid on the battens fully; when accumulated water permeates into the asphalt pavement subsequently, the accumulated water cannot pass through the waterproof layer, can be gathered into the water collecting hopper, flows into the bottom of the water collecting hopper through the water seepage seams between the battens, and is discharged outwards from the pipe seat through the water outlet pipe, so that the accumulated water can be prevented from staying in the asphalt pavement for a long time; and meanwhile, the accumulated water is discharged through the drainage mechanism and cannot enter the roadbed, so that the roadbed cannot be eroded by the accumulated water.

The invention discloses a durable asphalt pavement structure service life design method based on pavement structure rigidity. The method comprises the steps that the pavement allowable rigidity and the pavement target overall rigidity are determined; historical asphalt pavement structure parameters and corresponding geological climate information are obtained to construct a pavement structure design library, and the total thickness of a pavement structure, the thickness of an upper structure and an upper structure combination scheme are preliminarily drawn up; determining the rigidity of the upper structure, and respectively determining the design thickness and the design rigidity of an asphalt surface layer, a base layer and a subbase layer in the upper structure; calculating the overall rigidity of the pavement of the design structure and the rigidity deviation between the overall rigidity of the pavement and the target overall rigidity of the pavement, calculating the sum of the design thicknesses of the asphalt surface layer, the base layer and the subbase layer and the thickness deviation between the sum of the design thicknesses and the thickness of the preliminarily prepared upper structure, and determining constraint conditions; and performing iterative optimization on the design thickness of the upper structure until constraint conditions are met, and outputting a design scheme of the durable asphalt pavement structure.

The invention discloses an expressway reconstruction and extension asphalt pavement widening structure, and relates to the technical field of expressway reconstruction and extension. The highway reconstruction and extension asphalt pavement widening structure comprises an expansive concrete layer, a porous concrete drainage layer, a newly-built asphalt surface layer, a newly-built cement stabilized macadam upper base layer, a newly-built cement stabilized macadam lower base layer, a newly-built cement stabilized macadam subbase layer and a newly-built graded macadam hardcore structure. The expansive concrete layer can be used for filling and compacting a gap between the new and old pavement base layers, reducing the shrinkage of concrete and increasing the connection between the new and old pavement base layers, so that the splicing quality is improved, and cracks and diseases are prevented; the porous concrete drainage layer has good drainage performance and can effectively drain water in the pavement structure, prevent water accumulation and reduce pavement diseases, thereby effectively solving the problems of non-compact connection, cracking, unsmooth drainage and the like at the joint of the new pavement and the old pavement.

The utility model relates to a thinned cement concrete roadbed and pavement structure based on fine-grained tailing soil, and belongs to the field of road engineering and environmental geotechnical engineering. The roadbed and pavement structure comprises a cement concrete surface layer, a cement stabilized macadam base layer, a thinned lime stabilized fine grain tailing soil subbase layer, a thinned lime stabilized fine grain tailing soil upper roadbed and a thinned lime stabilized fine grain tailing soil lower roadbed, the subgrade pavement structure is sequentially paved with a thinned lime-stabilized fine-grained tailing soil lower roadbed, a thinned lime-stabilized fine-grained tailing soil upper roadbed, a thinned lime-stabilized fine-grained tailing soil subbase layer, a cement-stabilized macadam base layer and a cement concrete surface layer from bottom to top. According to the thinned cement concrete roadbed pavement structure based on the fine-grained tailing soil, the thicknesses of the subbase layer, the upper roadbed and the lower roadbed are reduced through the higher mechanical property of the fine-grained tailing soil, so that the subbase layer, the upper roadbed and the lower roadbed are compacted better in the construction process, and the construction difficulty is reduced.

The invention provides a numerical analysis and particle swarm optimization combined semi-rigid base asphalt pavement structure optimization design method, which comprises the following steps of: automatically calling ABAQUS through a Python script to establish a parameterized three-dimensional finite element model, and setting the thicknesses of an asphalt lower surface layer, a 5% cement stabilized macadam base layer, a 4% cement stabilized macadam subbase layer and a graded macadam layer as optimization variables; extracting principal stresses of eight key depths according to a standard axle load, and calculating fatigue lives of a surface layer and a base layer according to a three-dimensional strength model of a highway durability asphalt pavement design standard; the total cost of construction materials is used as a target function, and the particle swarm optimization is iteratively optimized under the constraint of fatigue life, so that a thickness combination with the lowest cost and the optimal performance is realized. The method is high in automation degree, covers the global thickness, is fast in convergence, breaks through the limitation of traditional experience design, forms a performance-economy integrated evaluation system, and is suitable for optimization of the semi-rigid base asphalt pavement of the heavy traffic expressway.

The utility model relates to road surface waterproof technology field, and disclose a kind of waterproof anti-freezing structure for drainage asphalt pavement, the two sides of subbase are fixedly installed with side wing base layer, the top of subbase is fixedly installed with anti-freezing and sticking layer, the top of anti-freezing and sticking layer is fixedly installed with drainage permeation layer. Through anti-freezing and sticking layer and drainage permeation layer inclination design, it is helpful to rainwater to the both sides of road drainage, and drainage is carried out by pipeline, ensure that rainwater cannot be accumulated;And anti-freezing and sticking layer is composed of rubber asphalt layer, SBS modified asphalt layer, gravel layer and slow-release type snow-melting agent particle mixture. Slow release of snow-melting agent absorbed by porous rubber particle by surface treatment, continuously inhibit pavement icing, frost heaving damage rate reduces more than 40%;Porous rubber particle has sound-absorbing and noise-reducing function, reduces road surface noise;To improve the utilization rate of waste tire, reduce resource waste;Reduce the dosage of snow-melting agent, reduce environmental pollution.