CN106758648B - 'biconical' integral frozen soil protection structure for roadbed and pavement - Google Patents
'biconical' integral frozen soil protection structure for roadbed and pavement Download PDFInfo
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- CN106758648B CN106758648B CN201710041997.9A CN201710041997A CN106758648B CN 106758648 B CN106758648 B CN 106758648B CN 201710041997 A CN201710041997 A CN 201710041997A CN 106758648 B CN106758648 B CN 106758648B
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C7/00—Coherent pavings made in situ
- E01C7/08—Coherent pavings made in situ made of road-metal and binders
- E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
- E01C7/182—Aggregate or filler materials, except those according to E01C7/26
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C3/00—Foundations for pavings
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C7/00—Coherent pavings made in situ
- E01C7/08—Coherent pavings made in situ made of road-metal and binders
- E01C7/35—Toppings or surface dressings; Methods of mixing, impregnating, or spreading them
Abstract
The invention discloses a 'biconical' roadbed and pavement integrated frozen soil protection structure, which comprises a road surface coating, an upper surface layer, a lower surface layer, a flexible base layer, a semi-rigid base layer, a soil filling road base layer and a block stone road base layer which are sequentially arranged from top to bottom; the road surface coating has the functions of reflection and heat resistance, and the thermal conductivities of the upper surface layer, the lower surface layer and the flexible base layer are distributed in a small, large and small 'biconical' shape; and the thermal conductivity of the traditional road structure forms small, large and small 'biconical' distribution by adding high heat resistance powder with different doping amounts. According to the invention, by optimizing the reflection, heat insulation, heat reflux and heat convection processes in the road surface, the road surface and the roadbed, the heat transfer in the road structure has extremely high orientation, and the solar radiation heat entering the roadbed can be greatly reduced, so that the thawing and sinking of frozen soil are effectively relieved, the road diseases in the frozen soil area are reduced, and the method has great significance for the road engineering technology in the frozen soil area.
Description
Technical Field
The invention belongs to the technical field of road engineering, and particularly relates to a 'biconical' roadbed and pavement integrated frozen soil protection structure.
Background
The permafrost contains ice and has strong temperature sensitivity, and is easy to generate hot-melt subsidence after artificial disturbance, thereby being a main problem restricting the engineering construction of permafrost regions. The road engineering in permafrost regions adopts black asphalt pavements, and the strong heat absorption effect of the black asphalt pavements enables the permafrost to be degraded more and more severely. Taking the Qinghai-Tibet highway as an example, since the asphalt pavement is paved, the permafrost layer below the roadbed is continuously heated, the upper limit of the permafrost is continuously reduced, the permafrost is degraded, the thermal sensitivity of the permafrost is enhanced, particularly, the permafrost is in a high-temperature high-ice-capacity road section, the roadbed is wholly sunk, diseases such as waves, pits, uneven settlement and the like are generated, and the height difference of wave crests and wave troughs can reach 0.3-0.5m and even exceed 0.5m within the range of dozens of meters of the roadbed. With the development of economy in China, about 2% of expressways pass through permafrost regions in the national expressway network planning, and particularly, the Qinghai-Tibet expressways to be paved pass through the most extensive alpine and high-altitude permafrost regions in China. The road in permafrost region has greatly increased heat absorption capacity compared with common road bed due to the scale effect caused by the pavement of high heat absorption asphalt and the breadth widening, and the permafrost engineering problem of the road is more prominent under the condition of large traffic load.
In order to reduce heat accumulation in the roadbed and relieve frozen soil thawing, domestic and foreign scholars have proposed a series of methods for protecting frozen soil, such as: the method comprises a stone roadbed, a hot rod technology, a ventilating pipe roadbed, a heat insulation layer, a sun shield technology and the like, and the methods have a certain roadbed cooling effect after the inspection of actual engineering. Wherein, the heat-proof in summer of lump stone road bed, winter convection heat transfer can reduce the heat to the transmission in the frozen soil road bed to a certain extent, but when the road bed width was great, the heat absorption capacity increased by a wide margin, and the convection effect at lump stone road bed middle part is not obvious, causes the temperature field to distribute unevenly, aggravates the inhomogeneous settlement of road bed, moreover, if the temperature difference of boundary surface does not reach critical condition about on the lump stone layer, the cooling effect of lump stone road bed just is difficult to exert.
The hot bar technology can actively cool the frozen soil roadbed, but can only play a role in cold seasons, and the action range is limited. The air convection in the ventilation pipe can actively cool the roadbed in cold seasons, but more heat is easily accumulated in warm seasons, so that the heat absorption capacity of the roadbed is increased. The heat insulation layer can prevent heat from being transferred into the roadbed in warm seasons, but also can prevent heat from being released in cold seasons. The sun shield technology has a certain cooling effect, but is very easy to damage under severe environmental conditions in plateau, the maintenance cost is too high, and the strong light reflection of the sun shield easily threatens the driving safety.
Therefore, the existing frozen soil protection technology has certain limitations, and in the face of the increasingly aggravated frozen soil thawing problem, the invention provides a 'biconical' roadbed and pavement integrated frozen soil protection structure, which enables the heat transfer in a road structure to have extremely high orientation by optimizing the reflection, heat insulation, heat backflow and heat convection processes in a road surface, a pavement and a roadbed, and can greatly reduce the solar radiation heat entering the roadbed, thereby effectively relieving the frozen soil thawing, reducing the frozen soil area road diseases, and having great significance for the frozen soil area road engineering technology.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects in the prior art, the invention provides a 'biconical' roadbed and pavement integrated frozen soil protection structure which can induce the transfer of heat in a road structure, thereby delaying the damage of a natural frozen soil roadbed and reducing road diseases.
The technical scheme is as follows: in order to achieve the purpose, the invention adopts the technical scheme that:
a 'biconical' roadbed and pavement integrated frozen soil protection structure comprises an upper surface layer, a lower surface layer, a flexible base layer, a semi-rigid base layer, a soil filling roadbed layer and a block stone roadbed layer which are sequentially arranged from top to bottom; wherein, the thermal conductivity of the upper surface layer, the lower surface layer and the flexible base layer is distributed in a 'biconical shape' of small, large and small.
The double-cone structure can inhibit external heat from being transferred to the interior of the road structure and prevent the heat from being continuously transferred to the flexible base layer from the lower layer, so that the blocked heat generates backflow, and the heat is highly oriented in the road structure; the stone roadbed can further prevent heat from being transferred into the roadbed in warm seasons, and the heat can be led out to the upper part of the roadbed through convection in cold seasons, so that the heat accumulation in the roadbed is reduced.
Preferably, the upper surface layer, the lower surface layer and the flexible base layer are compounded by mixing asphalt with high thermal resistance powder, and the thermal conductivity of the high thermal resistance powder is 0-0.4W/m.
Furthermore, the high-heat-resistance powder added in the upper layer accounts for 20-25% of the volume fraction of the asphalt, the high-heat-resistance powder added in the lower layer accounts for 10-15% of the volume fraction of the asphalt, and the high-heat-resistance powder added in the flexible base layer accounts for 20-25% of the volume fraction of the asphalt. By adding the high heat resistance powder with different doping amounts, the heat conductivity of the traditional road structure forms small, large and small 'biconical' distribution.
Furthermore, the high-heat-resistance powder adopts fly ash floating beads with the heat conductivity coefficient of 0.2W/m.DEG C. The fly ash floating bead has light weight, a hollow structure and small heat conductivity, and has certain promotion effect on the anti-rutting performance and the water stability of the asphalt mixture.
Preferably, the upper surface layer is covered with a road surface coating with the functions of reflection and heat resistance, so that the blocking effect of the 'biconical' structure on external heat is further enhanced.
Preferably, the road surface coating is mainly formed by compounding nano reflective powder and high-heat-resistance powder, and the heat conductivity coefficient of the high-heat-resistance powder is 0.08-0.1W/m DEG C, and the reflectivity of the road surface coating is 0.2-0.4.
Furthermore, the high heat resistance powder adopts fly ash floating beads with the heat conductivity coefficient of 0.08W/m.DEG C, and the component of the nano reflective powder is rutile titanium dioxide.
Further, the preparation method of the road surface coating comprises the following steps: and modifying the surface of the fly ash floating bead by adopting a silane coupling agent, and compounding rutile type titanium dioxide on the surface of the fly ash floating bead so as to prepare a composite road surface coating.
Preferably, the semi-rigid base course is a cement stabilized macadam base course.
Preferably, the heat conductivity coefficient of the block stone road base layer is 0.4W/m DEG C, the thickness of the block stone road base layer is 1-1.5m, and the thickness of the filling road base layer is 1.5-2 m. In order to reduce the construction difficulty and the construction cost, the thickness of the selected block stone roadbed is not too thick, and the thickness of 1m can meet the requirement in the invention; the excessive thickness of the base layer of the soil filling road covered on the block stone roadbed can cause the block stones in a certain range in the middle of the block stone roadbed to lose the active refrigeration capacity, and under the condition that the thicknesses of the block stone layer and the upper soil filling layer are certain, the thickness of the upper soil filling layer can be reduced and the thickness of the block stone layer can be increased so as to reduce the heat absorption capacity in summer at the bottom of the block stone layer and increase the heat release capacity in winter at the top of the roadbed.
Has the advantages that: compared with the prior art, the integrated frozen soil protection structure for the double-cone roadbed pavement has the following advantages: 1. the coupling effect of the 'biconical' structure, the road surface coating and the rock block roadbed reduces the heat of the natural frozen soil entering the roadbed to the maximum extent, effectively relieves the thawing and sinking of the frozen soil, reduces the pavement diseases of the frozen soil area, prolongs the service life of the road in the frozen soil area, and has good applicability to highways of different grades such as high speed, first grade and the like; 2. the invention has simple structure, convenient construction, reliable and safe work and lower cost, can effectively protect frozen soil in winter and warm seasons, and has great significance for the highway engineering technology in frozen soil areas.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of the present invention;
the figure includes: 1. a road surface coating 2, an upper surface layer 3, a lower surface layer 4, a flexible base layer 5, a semi-rigid base layer 6, a road filling subgrade 7 and a block stone subgrade;
FIGS. 2(a), (b) are graphs comparing heat transfer efficiency in the test example of the present invention at a depth of 4cm (i.e., the top of the lower layer) in both summer and winter seasons, respectively;
in the figure: in a-summer and b-winter, a comparison group is a common asphalt pavement structure, a test group 1 is a roadbed pavement structure built on a block stone roadbed and formed by only arranging a 'biconical' structure, and a test group 2 is a roadbed pavement structure built on the block stone roadbed and formed by arranging a 'biconical' structure and a road surface coating;
FIGS. 3(a), (b) are graphs comparing heat transfer efficiency at a depth of 9cm (i.e., on top of the flexible substrate) in the test examples of the present invention in both summer and winter seasons, respectively;
in the figure: in a summer and b winter, the contrast group is a common asphalt pavement structure, the test group 1 is a roadbed pavement structure built on a block stone roadbed and formed by only arranging a 'biconical' structure, and the test group 2 is a roadbed pavement structure built on the block stone roadbed and formed by arranging a 'biconical' structure and a road surface coating.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and examples.
As shown in fig. 1, the integrated frozen soil protection structure for the road surface of the 'biconical' roadbed comprises a road surface coating 1, an upper surface layer 2, a lower surface layer 3, a flexible base layer 4, a semi-rigid base layer 5, a soil filling road base layer 6 and a block stone road base layer 7 which are arranged from top to bottom in sequence; the road surface coating 1 has reflection and heat resistance functions, and the thermal conductivity of the upper layer 2, the lower layer 3 and the flexible base layer 4 is distributed in a small, large and small 'biconical' shape.
The road surface coating 1 is doped with a composite material of nano reflective powder and high thermal resistance powder, wherein the nano reflective powder is rutile titanium dioxide, the high thermal resistance powder is fly ash floating beads, and the thermal conductivity coefficient is 0.08W/m DEG C;
the upper surface layer 2 is mainly compounded by asphalt mixed with high thermal resistance powder, the high thermal resistance powder is fly ash floating beads, the thermal conductivity coefficient is 0.2W/m.DEG C, and the mixing amount is 25 percent of the volume fraction of the asphalt;
the lower surface layer 3 is mainly compounded by asphalt doped high-heat-resistance powder, the high-heat-resistance powder is fly ash floating beads, the heat conductivity coefficient is 0.2W/m.DEG C, and the doping amount is 10 percent of the volume fraction of the asphalt;
the flexible base layer 4 is mainly compounded by asphalt doped high thermal resistance powder, the high thermal resistance powder is fly ash floating beads, the thermal conductivity coefficient is 0.2W/m.DEG C, and the doping amount is 25% of the volume fraction of the asphalt;
the semi-rigid base course 5 is a cement stabilized macadam base course;
the heat conductivity coefficient of the block stone road base layer 7 is 0.4W/m DEG C, the thickness of the block stone road base layer is 1m, and the thickness of the filling road base layer 6 is 2 m.
Test examples
In order to verify the influence of the road structure in the frozen soil area on heat transfer, a simulation test is designed in a test room for detection.
1) Preparation of road surface coating 1: in the test example, fly ash floating beads with the heat conductivity coefficient of 0.08W/m.DEG C are adopted, and the main technical indexes are shown in Table 1; the preparation method of the road surface coating 1 comprises the following steps: the surface of the fly ash floating bead is modified by adopting a silane coupling agent, and rutile type titanium dioxide is compounded on the surface of the fly ash floating bead, so that a compound road surface coating 1 is prepared, and the reflectivity is detected to be 0.3.
TABLE 1 Main technical indexes of fly ash floating beads
2) Measuring thermal physical parameters of the asphalt mixture after being doped with fly ash floating beads: and measuring the thermal physical parameters of the asphalt mixture with different powder mixing amounts by adopting a thermal conductivity coefficient measuring instrument. During the test, three rut plates were prepared for each set of tests, and the test results are shown in table 2. As can be seen from the data in Table 2, the thermal conductivity of the asphalt mixture decreases and the specific heat capacity increases with the increase of the amount of the floating beads. The calculation result shows that when 25% of floating beads are added, the thermal conductivity coefficient of the asphalt mixture is reduced by 38.5%.
TABLE 2 determination of hot-material parameters of asphalt mixtures
3) Heat transfer efficiency in asphalt pavement: in order to analyze the regulation and control effect of the 'biconical' road bed and road surface integral frozen soil protection structure of the asphalt road surface on heat, a comparative example is adopted in the test example: control group (ordinary asphalt pavement structure), two test examples: the heat transfer efficiency in the summer and winter seasons at depths of 4cm and 9cm in the asphalt surface layer (i.e., the top of the lower surface layer 3 and the top of the flexible base layer 4) was analyzed for test group 1 (a roadbed pavement structure built on a rock block roadbed formed by providing only a "biconic" structure in the example) and test group 2(a roadbed pavement structure built on a rock block roadbed formed by providing a "biconic" structure and a road surface coating in the example), respectively, as shown in fig. 2(a), (b) and fig. 3(a), (b).
The analysis results in that: at the depth of 4cm in the asphalt surface layer, the highest heat transfer efficiency of the test group 1 in summer is reduced by 23.0 percent compared with that of a control group, because on one hand, the low-heat-conduction mixture of the upper surface layer 2 prevents heat from entering the interior of the pavement and the heat flow density reaching the top of the lower surface layer 3 is reduced, and on the other hand, the hot material parameter of the mixture of the lower surface layer 3 is lower than that of the control group, so that the heat is difficult to transfer downwards smoothly. The heat transfer efficiency of test group 2 was further reduced, the highest heat transfer efficiency was reduced by 39.6% compared to the control group, and in addition to the reasons analyzed above, the road surface coating 1 reduced the amount of heat entering the road surface, and the heat transfer efficiency at 4cm was reduced.
As can be seen from the heat transfer at 9cm, the heat transfer of the control group started earlier than that of the two test groups, and the heat delay of the test groups was due to the low heat conductive structure of the surface layer structure, which decreased the heat transfer rate. The trend of heat transfer efficiency between different structures in summer and winter is very similar to that at 4cm, except that the difference in heat transfer efficiency between the structures is increased by the influence of the oriented heat conducting structure between the lower layer 3 and the flexible base layer 4. The calculation results showed that the test group 1 and the test group 2 decreased the heat transfer efficiency in summer by 33.9% and 48.1% respectively, and decreased the heat transfer efficiency in winter by approximately 47.0% respectively, as compared to the control group.
4) Temperature of roadbed top (top of roadbed 6 filled with earth on block roadbed 7): the same control and two test groups were used in this test example: test group 1 and test group 2, the temperature of the summer roadbed roof was measured and analyzed, as shown in table 3. The annual difference of the three structures is 27.96 ℃, 26.72 ℃ and 25.68 ℃, wherein the annual difference of the test group 1 and the test group 2 is respectively reduced by 1.24 ℃ and 2.28 ℃ compared with the control group, so that the annual difference is further reduced by the roadbed and pavement structure which is formed by the double-cone structure and the road surface coating and is built on the block stone roadbed, and the annual difference reduction is beneficial to improving the upper limit of the frozen soil. In the aspect of heat absorption, compared with a control group, the heat absorption in summer of the test group 1 and the test group 2 is respectively reduced by 13.1% and 29.5%, the net heat absorption in year is respectively reduced by 6.4% and 18.0%, and the temperature of the roadbed top in summer is respectively reduced by 4.3% and 9.3%.
TABLE 3 Heat budget and roadbed roof temperature conditions for three structures
| Class of test piece | Control group | Test group 1 | Test group 2 |
| Summer heat absorption (× 105J/m2) | 7.42 | 6.45 | 5.23 |
| Annual net heat absorption (× 105J/m2) | 6.68 | 6.25 | 5.48 |
| Summer subgrade top temperature (DEG C) | 18.34 | 17.55 | 16.63 |
| Poor year (DEG C) | 27.96 | 26.72 | 25.68 |
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.
Claims (8)
1. A 'biconical' roadbed and pavement integrated frozen soil protection structure is characterized by comprising an upper surface layer (2), a lower surface layer (3), a flexible base layer (4), a semi-rigid base layer (5), a soil filling roadbed layer (6) and a block stone roadbed layer (7) which are sequentially arranged from top to bottom; wherein, the thermal conductivity of the upper layer (2), the lower layer (3) and the flexible base layer (4) is distributed in a 'biconical shape' of small, large and small;
the upper surface layer (2), the lower surface layer (3) and the flexible base layer (4) comprise asphalt and high-heat-resistance powder doped in the asphalt, and the heat conductivity coefficient of the high-heat-resistance powder is 0-0.4W/m DEG C;
the high-heat-resistance powder added in the upper surface layer (2) accounts for 20-25% of the volume fraction of the asphalt, the high-heat-resistance powder added in the lower surface layer (3) accounts for 10-15% of the volume fraction of the asphalt, and the high-heat-resistance powder added in the flexible base layer (4) accounts for 20-25% of the volume fraction of the asphalt.
2. The integrated permafrost protection structure of claim 1, wherein said high thermal resistance powder is fly ash floating beads with thermal conductivity of 0.2W/m.degree.
3. The integrated frozen soil protection structure for the road bed and pavement of the double-cone type according to claim 1, wherein the upper surface layer (2) is covered with a road surface coating (1) with the functions of reflection and heat resistance.
4. The integrated frozen soil protection structure of the double-cone type roadbed and pavement according to claim 3, wherein the road surface coating (1) comprises nanometer reflection powder and high heat resistance powder compounded with the nanometer reflection powder, the heat conductivity coefficient of the high heat resistance powder is 0.08-0.1W/m.DEG C, and the reflectivity of the road surface coating (1) is 0.2-0.4.
5. The integrated permafrost protection structure of claim 4, wherein said high thermal resistance powder is fly ash floating beads with a thermal conductivity of 0.08W/m.DEG.C, and said nano reflective powder is rutile titanium dioxide.
6. The 'biconical' roadbed and road surface integral frozen soil protection structure according to claim 5, wherein the preparation method of the road surface coating (1) comprises the following steps: and modifying the surface of the fly ash floating bead by adopting a silane coupling agent, and compounding rutile type titanium dioxide on the surface of the fly ash floating bead to prepare a composite road surface coating (1).
7. The 'biconical' roadbed and road surface integral frozen soil protection structure according to claim 1, wherein the semi-rigid base layer (5) is a cement stabilized macadam base layer.
8. The integrated frozen soil protection structure of the double-cone type roadbed and road surface according to the claim 1, characterized in that the block stone road base layer (7) has a thermal conductivity of 0.4W/m per DEG C and a thickness of 1-1.5m, and the earth filling road base layer (6) has a thickness of 1.5-2 m.
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| CN112745685A (en) * | 2019-10-30 | 2021-05-04 | 中国石油化工股份有限公司 | Light-colored cementing material for frozen earth pavement and preparation method thereof |
| CN111877073B (en) * | 2020-07-26 | 2021-09-28 | 复旦大学 | Protective heat protection structure and method for frozen soil roadbed |
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| CN102084064A (en) * | 2009-12-31 | 2011-06-01 | 中交第一公路勘察设计研究院有限公司 | Method for protecting roadbeds in frozen soil area and pavement structure |
| CN105088912A (en) * | 2015-08-24 | 2015-11-25 | 东南大学 | Blocking-unblocking coupled type roadbed and road surface integrated cooling structure and pavement method |
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