CN111733649B - Super-wide pavement internal drainage system for expressway and determination method of permeability coefficient thereof - Google Patents

Super-wide pavement internal drainage system for expressway and determination method of permeability coefficient thereof Download PDF

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CN111733649B
CN111733649B CN202010673403.8A CN202010673403A CN111733649B CN 111733649 B CN111733649 B CN 111733649B CN 202010673403 A CN202010673403 A CN 202010673403A CN 111733649 B CN111733649 B CN 111733649B
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asphalt mixture
wide
pavement
porous asphalt
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CN111733649A (en
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张军辉
李崛
张石平
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Changsha University of Science and Technology
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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
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
    • 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
    • E01C11/00—Details of pavings
    • E01C11/22—Gutters; Kerbs ; Surface drainage of streets, roads or like traffic areas
    • E01C11/221—Kerbs or like edging members, e.g. flush kerbs, shoulder retaining means ; Joint members, connecting or load-transfer means specially for kerbs
    • 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
    • E01C11/00—Details of pavings
    • E01C11/22—Gutters; Kerbs ; Surface drainage of streets, roads or like traffic areas
    • E01C11/224—Surface drainage of streets
    • E01C11/227—Gutters; Channels ; Roof drainage discharge ducts set in sidewalks
    • 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
    • E01C7/32—Coherent pavings made in situ made of road-metal and binders of courses of different kind made in situ
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A30/00—Adapting or protecting infrastructure or their operation
    • Y02A30/60—Planning or developing urban green infrastructure

Abstract

The invention discloses an internal drainage system for an ultra-wide pavement of an expressway and a determination method of permeability coefficient thereof, comprising a permeable pavement structure layer which is arranged in the middle of a lane of a newly constructed ultra-wide pavement of the expressway or used for changing and extending the combination part of a new pavement and an old pavement of the ultra-wide pavement of the expressway; the permeable pavement structure layer is a permeable pavement structure layer A comprising a first porous asphalt mixture surface layer or a permeable pavement structure layer B comprising a second porous asphalt mixture surface layer; the upper layer of the first porous asphalt mixture surface layer is formed by paving fine-grain dense-graded or semi-open-graded asphalt mixtures, the lower layer is formed by paving porous asphalt mixtures, and the second porous asphalt mixture surface layer is formed by paving porous asphalt mixtures. And the permeability coefficient of the drainage system in the super-wide pavement of the highway is the permeability coefficient of the first porous asphalt mixture surface layer or the second porous asphalt mixture surface layer. The method is suitable for draining the super-wide road surface with more than 8 lanes.

Description

Super-wide pavement internal drainage system for expressway and determination method of permeability coefficient thereof
Technical Field
The invention belongs to the technical field of road engineering, and relates to an internal drainage system for an ultra-wide pavement of a highway and a determination method of a permeability coefficient of the internal drainage system.
Background
The highway built in early stage of China is mostly provided with four bidirectional lanes, and a considerable part of the highway cannot meet the rapidly-increasing traffic demand. In order to meet the rapidly increasing traffic demands, about 8100 kilometers which are used for over 20 years, about 3.4 kilometers which are used for over 15 years and about 6.5 kilometers which are used for over 10 years in a highway at the end of 2019, the existing highway needs to be changed into a road surface structure form with more than 8 lanes from the original 4-6 lanes, but only about 8000 kilometers are required for completing the reconstruction and expansion project at present, and a large number of highways are changed and expanded continuously, but the problems of unsmooth drainage of surface runoff, increased thickness of a water film and the like are caused by the overlarge road width, the service performance and the driving safety of the highway are seriously influenced, and a road surface drainage system which can be used for the ultrawide asphalt pavement of the highway under the condition of strong rainfall is urgently required to be designed.
The design of the road surface drainage system for the ultra-wide asphalt pavement has great significance for prolonging the service life of new construction and reconstruction and extension projects of the highway. However, the existing highway drainage design specification (JTG/T D33-2012) has relatively simple design requirements for road surface drainage, and the main design objects are road structures with 6 lanes and less wide widths, and the drainage forms of road surface cross slope drainage, side ditches, water retaining strips, road surface water collection and the like are only adopted, so that the requirement of long-distance drainage of 8 lanes and above ultra-wide road surfaces under the condition of high-intensity rainfall cannot be met, and the phenomena of vehicle driving water slipping and traffic safety influence are caused, and the road surfaces in service life are prone to suffering from diseases such as sludging, pits, ruts and the like.
Chinese patent document CN104652222A provides a high-grade wide road surface with internal drainage structure and its construction method, which adopts a scheme of separately paving a passing lane and a traffic lane: the surface layer of the super-lane road surface adopts open-graded wearing layer permeable materials, the lower base layer adopts dense asphalt mixture, and waterproof treatment is carried out at the middle bonding part; the pavement surface layer of the traffic lane adopts a dense asphalt mixture, the lower base layer adopts a graded wearing layer permeable material, and the bonding part between the two base layers is subjected to waterproof treatment; the width of the base layer below the traffic lane needs to be properly extended towards the base layer below the overtaking lane; the water-proof treatment is adopted between the structural layers of the overtaking lane and the traffic lane, so that the problem that the large-aperture drainage pavement capable of draining water quickly is easy to compact under the action of heavy vehicles and finally loses the drainage capacity is solved. However, the extended joint between the overtaking lane surface layer and the roadway base layer in the patent is a key channel for overtaking lane drainage, and is also a weak link of structural strength, so that loosening and even damage of the wearing layer of the joint part are easily caused under the influence of a stress concentration phenomenon, and the drainage capacity of the joint part is gradually weakened along with deposition of impurities such as road surface dust, and the whole drainage capacity of the scheme is further limited. In addition, the preferred scheme of this patent all adopts the bituminous mixture as the material of surface course and basic unit, and this will improve road engineering's construction cost greatly, increase carbon emission, is not suitable for the building theory of economy, environmental protection.
The prior art also discloses some permeable pavement structures which can be applied to common pavements, such as the patent with the publication number of CN110846968A and the name of the invention of a permeable asphalt pavement structure, and also discloses a permeable pavement structure, but the resilience modulus of a pavement surface layer is only about 1000MPa, the resilience modulus is far different from that of a pavement structure with higher bearing capacity recommended by the design specification of a new highway, and the permeable pavement structure cannot be used for the pavement structure with higher requirement on the bearing capacity, such as an expressway, and the permeable pavement structure concentrates the water seepage of the surface layer and a base layer in a water collecting ditch and a water guide pipe in a structure on one side, cannot discharge the accumulated water in the structure in time, cannot play a good flood discharge role under the strong rainfall condition, and therefore, the inner drainage system which can be used for the expressway is designed by combining the design specification of the new highway asphalt and the requirement of the drainage system of the expressway.
Disclosure of Invention
The embodiment of the invention aims to provide an inside drainage system for an ultra-wide road surface of an expressway, and aims to solve the problems that the existing inside drainage system for a wide road surface structure cannot meet the drainage requirement of the ultra-wide road surface with more than 8 lanes under the condition of high-intensity rainfall, and the existing inside drainage system for the wide road surface structure is poor in performance, uneconomical and environmentally-friendly.
Another object of the embodiments of the present invention is to provide a method for determining a permeability coefficient of an internal drainage system of an ultra-wide road surface of an expressway.
The technical scheme adopted by the embodiment of the invention is that the internal drainage system of the super-wide pavement of the expressway comprises a permeable pavement structure layer arranged in the middle of a lane of the newly built super-wide pavement of the expressway or at the joint part of the new pavement and the old pavement of the newly built super-wide pavement of the expressway; the permeable pavement structure layer is a permeable pavement structure layer A, and the permeable pavement structure layer A is composed of a first porous asphalt mixture surface layer, a porous concrete drainage base layer, a waterproof seal layer, a gravel cushion layer and a soil foundation which are sequentially paved from top to bottom;
the upper layer of the first porous asphalt mixture surface layer is formed by paving fine-grain dense-graded or semi-open-graded asphalt mixtures, and the lower layer is formed by paving porous asphalt mixtures.
Further, the permeable pavement structure layer A can be replaced by a permeable pavement structure layer B, and the permeable pavement structure layer B consists of a second porous asphalt mixture surface layer, a waterproof seal layer, a cement stable base layer, a gravel cushion layer and a soil foundation which are sequentially paved from top to bottom; the second porous asphalt mixture surface layer is formed by paving porous asphalt mixtures.
Another technical scheme adopted by the embodiment of the present invention is a method for determining a permeability coefficient of an inside drainage system of an ultra-wide road surface of an expressway, wherein the permeability coefficient of the inside drainage system of the ultra-wide road surface of the expressway is the permeability coefficient of a first porous asphalt mixture surface layer or a second porous asphalt mixture surface layer, and is calculated by the following formula:
Figure BDA0002583163270000031
in the formula, k is the permeability coefficient of the first porous asphalt mixture surface layer or the second porous asphalt mixture surface layer, and J is the hydraulic gradient of a seepage path; h is the thickness of the first porous asphalt mixture surface layer or the second porous asphalt mixture surface layer, Q is the total rainfall flow per unit width on the slope of the super-wide pavement of the expressway, and Q is the total rainfall flow per unit width on the slope of the super-wide pavement of the expressway0' is runoff flow per unit width when water sliding occurs on the slope surface of the super-wide pavement of the expressway.
The embodiment of the invention has the beneficial effects that based on the rainwater flow and the bearing capacity, aiming at newly building and reconstructing and expanding the expressway with 8 lanes and above, two different water permeable pavement layers are flexibly adopted on the driving lane, the pavement surface and the internal water drainage and seepage capacity of the super-wide pavement of the expressway are optimized, the pavement strength is ensured, the road driving safety is improved, the water damage is prevented, the integral structure of the drainage pavement is not required to be changed, and the problem that the drainage requirement of the 8 lanes and the super-wide pavement under the high-strength rainfall condition cannot be met by the internal drainage system of the existing wide pavement structure is effectively solved. The permeable pavement structure layer is arranged in the middle of a lane of a newly-built super-wide pavement of the expressway or at the joint position of the new pavement and the old pavement of the newly-built super-wide pavement of the expressway, so that the existing road structure is not required to be integrally renovated, the base material is a water-stable material, the construction cost is low, the scheme performance is stable, water drainage is smooth, economy and environmental protection are realized, and the problems that the performance of a drainage system in the existing wide pavement structure is poor, and the drainage system is not economical and environment-friendly are solved. Meanwhile, by combining parameters such as critical water film thickness and rainfall conditions, a method for determining the design value of the permeation parameter of the ultra-wide pavement surface layer is provided, and a basis is provided for the design and evaluation of the adopted porous asphalt mixture.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of an internal drainage system for an ultra-wide road surface of an expressway according to an embodiment of the invention.
In the figure, 1 is a road center line, 2 is a central separation zone, 3 is a traffic lane, 4 is a road shoulder, 5 is a side ditch, 6 is a waterproof sealing layer, 7 is a porous concrete drainage base layer, 8 is a first water collecting ditch and a longitudinal water collecting pipe, 9 is a transverse water outlet pipe, 10 is a first porous asphalt mixture surface layer, 11 is a gravel cushion layer, 12 is a soil base, 13 is a second porous asphalt mixture surface layer, 14 is a cement stabilization base layer, 15 is a second water collecting ditch and a longitudinal water collecting pipe, and 16 is a transverse drainage pipe.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The internal drainage system of the super-wide pavement structure of the expressway is described by intercepting a half road from a road center line 1, the structure of the internal drainage system is shown in figure 1, according to different driving load grades and internal drainage requirements, a permeable pavement structure layer is arranged in the middle of a driving lane 3 or at a new and old pavement combination part for reconstructing the super-wide pavement, if the bearing capacity requirement of the area is high and the heavy load phenomenon is serious, a permeable pavement structure layer A is preferably arranged in the middle of the driving lane 3 or at the new and old pavement combination part for reconstructing the super-wide pavement for drainage, and if the bearing capacity requirement of the area is low or the performance of the adopted porous asphalt mixture is good, a permeable pavement structure layer B is preferably arranged in the middle of the driving lane 3 or at the new and old pavement combination part for reconstructing the super-wide pavement for drainage.
In the road surface drainage process, the road surface water films are distributed in a triangular shape along the transverse section, the wider the transverse road width is, the thicker the water film thickness at the side is, when suffering short-term rainstorm, the traffic safety of the highway can be met only by controlling the thickness of the water film of the middle traffic lane through the internal drainage system, therefore, the embodiment of the invention provides that a permeable pavement structure layer is arranged at the middle part of the traffic lane 3 or the joint part of the new pavement and the old pavement for reconstructing and expanding the ultra-wide pavement, for the reconstructed road, the existing highway is generally bidirectional 4-6 lanes, if the existing highway is changed to 8 lanes or more, such as 10-16 lanes, the permeable pavement structure layer can be arranged at the joint of the new pavement and the old pavement, and can be matched with the existing reconstruction and extension construction drainage facility (CN 103266549A) for use.
The permeable pavement structure layer A is composed of a first porous asphalt mixture surface layer 10, a porous concrete drainage base layer 7, a waterproof seal layer 6, a gravel cushion layer 11 and a soil foundation 12 which are sequentially paved from top to bottom, wherein the upper surface layer of the first porous asphalt mixture surface layer 10 is formed by paving fine-grain type close-graded or semi-open-graded asphalt mixtures, and the lower surface layer is formed by paving porous asphalt mixtures. As shown in fig. 1, the permeable pavement structure layer a has a pavement structure formed by replacing the first porous asphalt mixture surface layer 10 in the permeable pavement structure layer a with a dense-graded asphalt mixture surface layer, and a porous concrete drainage base layer 7, a waterproof seal layer 6, a gravel cushion 11 and a soil foundation 12 are sequentially laid under the dense-graded asphalt mixture surface layer.
The permeable pavement structure layer B is composed of a second porous asphalt mixture surface layer 13, a waterproof seal layer 6, a cement stabilized base layer 14, a gravel cushion layer 11 and a soil foundation 12 which are sequentially paved from top to bottom, wherein the second porous asphalt mixture surface layer 13 is a porous asphalt mixture surface layer, the upper surface layer, the middle surface layer and the lower surface layer of the second porous asphalt mixture surface layer are all paved by porous asphalt mixtures, and particularly, when the strength requirement is met, the upper surface layer, the middle surface layer and the lower surface layer of the second porous asphalt mixture surface layer 13 can be paved by the same porous asphalt mixture, otherwise, the upper surface layer, the middle surface layer and the lower surface layer of the second porous asphalt mixture surface layer 13 can be paved by different porous asphalt mixtures respectively, so that the pavement strength is improved. Similarly, as shown in fig. 1, the two sides of the permeable pavement structure layer B are a pavement structure formed by replacing the second porous asphalt mixture surface layer 13 in the permeable pavement structure layer B with a dense-graded asphalt mixture surface layer, and a waterproof seal layer 6, a cement stabilization base layer 14, a gravel cushion 11 and a soil foundation 12 are sequentially laid under the dense-graded asphalt mixture surface layer.
The top of a waterproof sealing layer 6 (namely a permeable pavement structure layer and waterproof sealing layers 6 of pavement structures on two sides or one expanded side of the permeable pavement structure layer) of a newly-built or newly-expanded super-wide pavement of the embodiment of the invention is in a transverse slope shape with the slope of 2-4%, the slope top of the waterproof sealing layer is close to a central separation belt 2, the slope bottom of the waterproof sealing layer is close to a road shoulder 4, a first water collecting ditch and a longitudinal water collecting pipe 8 are arranged on the slope bottom of the waterproof sealing layer 6, the first water collecting ditch and the longitudinal water collecting pipe 8 are sunken towards the lower part of the waterproof sealing layer 6 and are communicated with the upper part of the waterproof sealing layer 6, the first water collecting ditch and the longitudinal water collecting pipe 8 are communicated with a side ditch 5 outside the pavement through a transverse water outlet pipe 9, and a drainage check valve is arranged on the transverse water outlet pipe 9 to prevent water in the side ditch 5 from flowing backwards. The inside water flow trend of the permeable pavement structure layer A is as follows: the road surface accumulated water flows to the porous concrete drainage base layer 7 through the vertical seepage of the first porous asphalt mixture surface layer 10, enters the first water collecting channel and the longitudinal water collecting pipe 8 through the transverse seepage in the porous concrete drainage base layer 7, and is finally discharged to the side channel 5 through the transverse water outlet pipe 9.
The permeable pavement structure layer B has strong surface layer permeability, so in order to ensure the internal drainage effect, a second water collecting ditch and a longitudinal water collecting pipe 15 are arranged on one side, close to the road shoulder 4, above the waterproof sealing layer 6 of the permeable pavement structure layer B, the second water collecting ditch and the longitudinal water collecting pipe 15 are sunken towards the cement stabilization base layer 14 and are communicated with the second porous asphalt mixture surface layer 13, and the second water collecting ditch and the longitudinal water collecting pipe 15 are communicated with the first water collecting ditch and the longitudinal water collecting pipe 8 through a transverse drainage pipe 16. The inner water flow direction of the permeable pavement structure layer B is as follows: the road surface accumulated water flows to the upper part of the waterproof sealing layer 6 through the vertical seepage of the second porous asphalt mixture surface layer 13, and enters the second water collecting channel and the longitudinal water collecting pipe 15 through the transverse seepage above the waterproof sealing layer 6, and the second water collecting channel and the longitudinal water collecting pipe 15 discharge the water flow to the first water collecting channel and the longitudinal water collecting pipe 8 through the transverse drainage pipe 16, and finally discharge the water flow into the side channel 5 through the transverse water outlet pipe 9.
The longitudinal water collecting pipes of the first water collecting ditch and the longitudinal water collecting pipe 8 and the second water collecting ditch and the longitudinal water collecting pipe 15 are PVC pipes which are longitudinally arranged, a plurality of water collecting holes are formed in the PVC pipes, and the interval between every two adjacent water collecting holes is 1-1.5 m. The water collecting ditches of the first water collecting ditch and the longitudinal water collecting pipe 8 and the water collecting ditches of the second water collecting ditch and the longitudinal water collecting pipe 15 are filled with gravel materials. The dimensions of the gutters of the first and longitudinal header pipes 8 and the second and longitudinal header pipes 15 and of the side gutters 5 are determined by hydraulic calculations, which can be found in the calculation table in appendix B of the road drainage design specification (JTG/T D33-2012).
Set up catch basin and vertical collector pipe 15 on cement stabilized base layer 14, its aim at sets up artifical recess in order to gather the rainwater on upper portion permeable bed rapidly, and the intensity of cement stabilized base layer 14 is higher, and the position of second catch basin and vertical collector pipe 15 artificial recess promptly is located carriageway 3 one side, and the atress is less, is difficult for forming stress concentration, and convenient construction. The height of the second water collecting channel and the longitudinal water collecting pipe 15 should not exceed 2/3 of the thickness of the cement stabilization base layer 14, and the width of the second water collecting channel and the longitudinal water collecting pipe is 0.2-0.4 m so as to avoid the occurrence of pavement diseases caused by local strength attenuation, and the design requirement of the longitudinal water collecting pipe in the second water collecting channel and the longitudinal water collecting pipe should ensure that more than 70% of water in the water collecting channel under the condition of heavy rain can be discharged.
The capacity of the drainage system in the highway pavement is only related to the permeability coefficient of a pavement layer material, so that the embodiment of the invention only explains the designed value of the permeability coefficient of the pavement layer material, the water permeability of the adopted porous asphalt mixture surface layers (the first porous asphalt mixture surface layer 10 and the second porous asphalt mixture surface layer 13) can be designed by referring to the determination method of the permeability coefficient provided below, and the calculation method of the permeability coefficient of the super-wide pavement of the highway is provided, and the specific process is as follows:
aiming at the drainage requirement of the road surface of the ultra-wide road surface, the thickness of the road surface runoff water film when the water slipping phenomenon occurs is defined as the critical water film thickness hmax(cm) in combination with the running speed v and the vehicle tire pressure (axle load) PtAnd the pattern depth H of the automobile tiretObtaining the critical water film thickness hmaxThe empirical formula of (2):
hmax＝0.106Pt+0.106Ht-0.239v+8.974； (1)
the running speed is set according to the designed hourly speed of the running on the expressway under the rainy condition, the tire pattern depth and the automobile tire pressure are determined according to the road design standard model, and the parameter standards of the pressure intensity, the pattern depth and the like of the tire can be obtained according to the specification, the size, the air pressure and the load of the passenger car tire GB/T2978 + 2008, for example, the minimum standard tire pressure of the passenger car tire is 170kPa, the pattern depth on the crown of the passenger car tire is not smaller than 1.6mm, and the pattern depth on the tires of other vehicles is not smaller than 3.2 mm.
Assuming that the rainfall intensity Q is constant (cm/s), calculating the total rainfall flow Q of unit width on the slope of the super-wide road surface of the expressway according to a water flow continuity equation:
Figure BDA0002583163270000061
in the formula, x is the horizontal position of the rainfall calculation point, namely the horizontal distance from the rainfall calculation point to the origin along the horizontal direction when one side edge of the central separation belt is taken as the origin; l is the horizontal length of the road surface, i.e. the width of the road width (cm).
According to the Shexin formula and the Manning formula, the flow velocity v on the slope of the super-wide pavement of the expressway is knownwGradient i of road surface, roughness coefficient n of road surface and radius r of water passing section0In connection with this, the present invention is,thereby calculating the flow velocity v of the slope runoffwIs composed of
Figure BDA0002583163270000062
Thereby, the runoff flow Q of unit width on the slope of the super-wide road surface of the highway0Can be measured by the flow velocity vwAnd radius of cross section r0Expressed as:
Figure BDA0002583163270000071
because the road surface has larger gradient and smaller rainfall thickness, the road surface runoff is laminar flow, and the radius r of the water cross section can be known0Namely the initial water film thickness h in the runoff process0. Meanwhile, considering the existence of the "moving dam", the backflow portion caused by the blocking of the tire doubles the initial water film thickness, and assuming that the rainfall is completely retained on the road surface, the increase Δ h of the water film should be two portions of the backflow and the rainfall, including:
h＝h0+△h＝2h0+qt； (5)
in the formula, t is the passing time of the wheel, 0.2s is defaulted, h is the actual water film thickness, and when the water slipping phenomenon is considered, h reaches the critical water film thickness hmax。
Thereby, the runoff flow Q of unit width when the water slide phenomenon appears on the slope of the super-wide road surface of the expressway0' can be calculated as:
Figure BDA0002583163270000072
therefore, the permeability coefficient k (cm/s) of the permeable pavement structure, i.e., the first porous asphalt mixture face 10 or the second porous asphalt mixture face 13, can be calculated by the following formula:
Figure BDA0002583163270000073
wherein J is the hydraulic slope of the percolation path; h is the thickness of the first porous asphalt mixture facing 10 or the second porous asphalt mixture facing 13.
Designing a drainage pavement structure of the ultra-wide pavement according to the designed value of the permeability coefficient by reference, wherein the general design flow is as follows: collecting rainfall conditions and ultra-wide pavement design parameters (thickness and road width of each structural layer of the ultra-wide pavement in design data), calculating to obtain a design value of the surface water permeability coefficient of the drainage pavement, developing an indoor test, designing the porous asphalt mixture gradation and manufacturing a test piece aiming at the two schemes, namely the permeable asphalt pavement combination of the permeable pavement layer A and the permeable pavement layer B, and preferably selecting the porous asphalt mixture and the drainage scheme which meet the design requirements according to the test result by measuring the permeability coefficient of the test piece material. The related rainfall conditions, the selection of pavement design parameters and the evaluation test of the permeability coefficient on the porous asphalt mixture have detailed industrial specifications as references.
According to the standard tire pressure P of a passenger car tiret170kPa, the tread depth Ht1.6mm, and the limited driving speed v of the expressway in rainy days is 60km/h, then the critical water film thickness h is calculated by an empirical calculation formula (1)maxIs 12.82 mm.
According to design data, the rainstorm intensity of the sand in the design period within 10 years is 0.002-0.004 cm/s, and the average value of the rainfall intensity q is 0.003 cm/s. The width of each lane of the super-wide highway road with 10 bidirectional lanes is 3.75m, and the transverse horizontal length l of the road is 1875 cm. The total rainfall flow Q of the unit width is calculated to be 5.625cm through the formula (2)2/s。
The roughness coefficient n of the asphalt concrete pavement is 0.013, the pavement gradient i of the expressway is generally 2.0 percent, and the runoff flow Q of the unit width in the water skiing phenomenon can be calculated by a formula (6)0' is 4.25cm2And s. Therefore, the thickness H of the general surface layer is 18cm, the hydraulic gradient critical value of the laminar flow is ensured to be 3.0%, and the designed permeability coefficient k of the permeable pavement structure is 1.698 multiplied by 10 through calculation of a formula (7)-2cm/s. The Japanese drainage paving technical guidelines specify drainageThe permeability coefficient of the asphalt mixture should be greater than 1.0 x 10-2cm/s, and the setting value of the example is slightly higher than the general regulation of the Japanese technical instruction, but the order of magnitude is kept consistent, which shows that the example is consistent with the actual engineering and can be used for guiding the design of the asphalt mixture. The permeability coefficient is a comprehensive index reflecting the water permeability of the porous asphalt mixture, the permeability coefficient of a standard marshall test piece is usually measured by an indoor constant head method, and the asphalt mixture of the permeable pavement structure layer a and the permeable pavement structure layer B which can be used for the research is selected according to the permeability coefficient.
The embodiment of the invention can solve the technical problems of unsmooth road surface drainage and difficult evaluation of surface drainage performance of the ultra-wide road surface structure under different axle loads, vehicle speeds and rainfall conditions. Aiming at the problems that the driving safety, water damage and the like of newly built and reconstructed expressways are influenced by rainwater flow and bearing capacity, the embodiment of the invention optimizes the road surface and the internal water drainage and seepage capacity of the ultra-wide road surface and improves the driving safety and the occurrence of pre-waterproof damage of the road by flexibly adopting two different internal drainage structure design schemes on the driving lane. Meanwhile, the embodiment of the invention provides a method for determining the design value of the permeation parameter of the ultra-wide pavement surface layer by combining the parameters such as the critical water film thickness and the rainfall condition, and provides a basis for the design and evaluation of the porous asphalt mixture adopted by the invention.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.

Claims (7)

1. The inside drainage system of the super-wide pavement of the expressway is characterized by comprising a permeable pavement structure layer arranged in the middle of a lane (3) of the newly built super-wide pavement of the expressway or at the joint part of the new pavement and the old pavement of the newly built super-wide pavement of the expressway; the permeable pavement structure layer is a permeable pavement structure layer A, and the permeable pavement structure layer A is composed of a first porous asphalt mixture surface layer (10), a porous concrete drainage base layer (7), a waterproof seal layer (6), a gravel cushion layer (11) and a soil foundation (12) which are sequentially paved from top to bottom;
the upper layer of the first porous asphalt mixture surface layer (10) is formed by paving fine-grain dense-graded or semi-open-graded asphalt mixtures, and the lower layer is formed by paving porous asphalt mixtures;
and the two sides of the permeable pavement structure layer A are a pavement structure formed by replacing a first porous asphalt mixture surface layer (10) in the permeable pavement structure layer A with a dense-graded asphalt mixture surface layer.
2. The inside drainage system of an ultra-wide pavement of a highway according to claim 1, characterized in that the permeable pavement structure layer A can be replaced by a permeable pavement structure layer B, and the permeable pavement structure layer B is composed of a second porous asphalt mixture surface layer (13), a waterproof seal layer (6), a cement stable base layer (14), a gravel cushion layer (11) and a soil base (12) which are sequentially paved from top to bottom; the second porous asphalt mixture surface layer (13) is formed by paving a porous asphalt mixture;
the two sides of the permeable pavement structure layer B are a pavement structure formed by replacing a second porous asphalt mixture surface layer (13) in the permeable pavement structure layer B with a dense-graded asphalt mixture surface layer;
the upper, middle and lower surface layers of the second porous asphalt mixture surface layer (13) are respectively formed by paving different porous asphalt mixtures so as to improve the strength of the pavement.
3. The inside drainage system of the super-wide pavement of the expressway according to claim 1 or 2, wherein the top of the waterproof seal (6) is in a transverse slope shape with a slope of 2-4%, the top of the slope is close to the central separation strip (2), and the bottom of the slope is close to the road shoulder (4).
4. The inside drainage system of super wide road surface of highway according to claim 2, characterized in that, be equipped with first catch basin and vertical collector pipe (8) on the slope bottom of waterproof sealing (6), first catch basin and vertical collector pipe (8) are sunken to the lower position of waterproof sealing (6) and are communicate with the top position of waterproof sealing (6), first catch basin and vertical collector pipe (8) are through horizontal outlet pipe (9) and outside the road surface gutter (5).
5. The inside drainage system of super wide road surface of highway according to claim 4, characterized in that, the waterproof seal (6) of permeable pavement structure layer B is provided with second catch basin and vertical collector pipe (15) near the curb (4) one side above, and second catch basin and vertical collector pipe (15) are sunken to cement stabilized base layer (14) and are linked with second porous bituminous mixture surface course (13).
6. The inside drainage system of the ultra-wide road surface of the expressway according to claim 5, wherein the longitudinal water collecting pipes of the first water collecting channel and the longitudinal water collecting pipe (8) and the second water collecting channel and the longitudinal water collecting pipe (15) are all longitudinally arranged PVC pipes, a plurality of water collecting holes are arranged on the longitudinal water collecting pipes, and the interval between every two adjacent water collecting holes is 1-1.5 m;
the second water collecting ditch and the longitudinal water collecting pipe (15) are communicated with the first water collecting ditch and the longitudinal water collecting pipe (8) through a transverse drainage pipe (16).
7. The method for determining the permeability coefficient of the drainage system inside the super-wide road surface of the expressway according to any one of claims 2 or 4 to 6, wherein the permeability coefficient of the drainage system inside the super-wide road surface of the expressway is the permeability coefficient of the first porous asphalt mixture surface layer (10) or the second porous asphalt mixture surface layer (13), and is calculated according to the following formula:
Figure FDA0003484491590000021
in the formula, k is the permeability coefficient of the first porous asphalt mixture surface layer (10) or the second porous asphalt mixture surface layer (13), and J is the hydraulic gradient of a seepage path; h is the thickness of the first porous asphalt mixture surface layer (10) or the second porous asphalt mixture surface layer (13), Q is the total rainfall flow per unit width on the slope surface of the super-wide pavement of the expressway, and Q is the total rainfall flow per unit width on the slope surface of the super-wide pavement of the expressway0' for super-wide pavement of expresswayRunoff flow per unit width when water sliding occurs on the slope;
the total rainfall flow Q of the unit width on the slope of the super-wide road surface of the expressway is calculated by the following formula:
Figure FDA0003484491590000022
wherein x is the horizontal position of the rainfall calculation point, namely the horizontal distance from the rainfall calculation point to the origin along the horizontal direction when one side edge of the central separation belt is taken as the origin; q is rainfall intensity; l is the horizontal length of the road surface, namely the width of the road width;
runoff flow Q of unit width when water slide phenomenon appears on slope of super wide road surface of highway0' calculated by the following formula:
Figure FDA0003484491590000023
wherein h ismaxThe critical water film thickness is the water film thickness when the water slipping phenomenon occurs, n is the road surface roughness coefficient, and i is the road surface gradient; t is the passing time of the wheel, and defaults to 0.2 s; the unit of the running speed v is km/h.
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