18 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 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 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 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 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.

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.

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 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.

The invention discloses a low-carbon economical semi-rigid base asphalt pavement durable structure which comprises four semi-rigid bases, a modified asphalt waterproof bonding layer I, an asphalt concrete lower surface layer, a modified asphalt waterproof bonding layer II and an asphalt concrete upper surface layer which are arranged layer by layer from bottom to top, the four semi-rigid base layers comprise a semi-rigid material lower subbase layer, a semi-rigid material upper subbase layer, a semi-rigid material lower base layer and a semi-rigid material upper base layer from bottom to top, and the overall structure thickness is 84-92 cm. The whole structure adopts a form of'thin asphalt layer + high-quality semi-rigid base layer ', the total thickness of the asphalt surface layer is 12cm which is reduced by 30% compared with the thickness of the asphalt surface layer which is more than 18cm and is generally adopted by the existing domestic structure, and the base layer is increased by one layer compared with the traditional structure layer, so that the bearing capacity of the pavement can be obviously improved, and the strength of the pavement is enough to bear the repeated action of heavy traffic; and the double waterproof bonding layers are arranged in the structure, so that the problem of water damage is effectively solved.

The utility model discloses an anti-rut and anti-crack asphalt pavement structure which comprises a graded broken stone subbase layer, a cement stabilized broken stone base layer is laid at the upper end of the graded broken stone subbase layer, a sealing layer is laid at the upper end of the cement stabilized broken stone base layer, and a modified asphalt lower surface layer is laid at the upper end of the sealing layer. A first emulsified asphalt bonding layer is laid at the upper end of the modified asphalt lower surface layer, a modified asphalt middle surface layer is laid at the upper end of the first emulsified asphalt bonding layer, a second emulsified asphalt bonding layer is laid at the upper end of the modified asphalt middle surface layer, and a modified asphalt upper surface layer is laid at the upper end of the second emulsified asphalt bonding layer; according to the anti-rutting pavement structure, by optimizing material composition and structural design, traffic load can be better borne, high-strength aggregate and high-performance modified asphalt are adopted, and permanent deformation is not prone to being generated under repeated rolling of vehicles. In a heavy traffic road section, the road surface structure can effectively disperse the wheel load and reduce the compaction deformation of the road surface in the vertical direction, so that the possibility of rutting is reduced.