CN210684358U - Low noise road surface structure - Google Patents

Abstract

The utility model discloses a low noise road surface structure, its characterized in that: the noise-reduction road surface layer comprises a road surface layer and a road base layer, wherein a noise treatment composite layer is further paved between the road surface layer and the road base layer. The noise reduction structure has the advantages that the service performance of the noise reduction structure is not influenced, meanwhile, the noise generated by interaction of a vehicle and a road surface is reduced by adopting two sound absorption means, the noise of the wheels is transmitted to the inside of the road surface structure to achieve the noise reduction effect, and the stability and the safety of the road surface are also improved by the road surface structure.

Description

Low noise road surface structure

Technical Field

The utility model relates to a road surface structure field, concretely relates to low noise road surface structure.

Background

The influence of the driving load and natural factors on the road surface is gradually weakened along with the increase of the depth, and the requirements on the strength, the rigidity, the stability and the like of the road surface material are also gradually reduced along with the increase of the depth. To adapt to this characteristic, the pavement structure adopts a layered paving method. According to different use requirements, stress conditions, soil foundation supporting conditions and influence degrees of natural factors of the pavement structure, the top surface of the roadbed is made of materials with different specifications and requirements to respectively pave a surface layer, a base layer, a cushion layer and other structural layers with different functional requirements.

The surface layer is the surface layer directly contacted with the traveling crane and the atmosphere and bears the action of the vertical force, the horizontal force and the impact force of the larger traveling crane load. And is also affected by erosion of precipitation and temperature changes. Therefore, compared with other layers, the surface layer has higher structural strength, deformation resistance, better water stability and temperature stability and wear resistance; the surface should also have good slip resistance and flatness. The materials for constructing the surface layer mainly comprise: cement concrete, asphalt concrete, crushed asphalt (gravel) mix, gravel or gravel mix with or without soil, block material, and the like.

The surface layer is paved by two or three layers in time, for example, the total thickness of the asphalt surface layer of the expressway is 18-20 cm, the asphalt surface layer can be paved by an upper layer, a middle layer and a lower layer, and different grading grades are adopted according to the requirements of each layer. The cement concrete pavement is also paved into an upper layer and a lower layer, and cement concrete materials with different labels are respectively adopted. It is also common to lay 4cm of asphalt concrete on a concrete pavement. However, a wearing layer with the thickness of 2-3 cm or a protective layer with the thickness of 1cm and a simple asphalt surface layer with the thickness of not more than 1cm, which are paved on the gravel pavement, cannot be taken as an independent layer and should be considered as a part of a paving layer.

The base layer is a load-bearing layer in the pavement structure, mainly bears the vertical force of vehicle load, and diffuses the stress transmitted by the surface layer to the cushion layer or the soil foundation, and the base layer has enough strength and rigidity and good stress diffusion capability. The base layer is less affected by natural factors than the surface layer, but the base layer still has enough water stability to prevent the base layer from deforming and increasing after being wet and soft, so that the surface layer is damaged, and the surface of the base layer also has higher flatness to ensure the flatness of the surface layer and the interlayer combination. The base layer is sometimes selected from two layers, the next of which is referred to as the underlay layer. The requirement for the underlying material may be lower than that of the upper base layer, arranged to bear the weight of reducing the thickness of the upper base layer and to make full use of the local material. The pavement material for paving the base layer mainly comprises: various binders (such as lime, cement or asphalt) to stabilize the soil or crushed (gravel) stone mixture; a mixture composed of various industrial waste residues (such as fly ash, coal slag, lime slag and the like) and soil, sand and crushed (gravel) stones; lean concrete; various crushed (gravel) stone mixes or natural gravel; various kinds of stones, etc.

The bedding course is a layer between the base course and the soil base and is usually arranged in a seasonally frozen area and when the water temperature of the soil base is poor. The main functions are as follows: in order to improve the humidity and temperature conditions of the soil foundation and ensure the strength and rigidity stability of the surface layer and the base layer; the adverse effects of freezing, wetting, softening and the like caused by the change of the water temperature condition of the soil base are eliminated; diffusing the load stress transmitted from the base layer to reduce the deformation of the soil base; meanwhile, the road foundation soil can be prevented from being extruded into the base layer, and the performance of the base layer structure is influenced. The material for building the cushion layer does not have high strength requirement, but has good water stability and thermal insulation performance. Common cushion materials are classified into two types, one is a water permeable cushion composed of loose particles such as sand, gravel, slag, etc.; the other is a stable cushion layer constructed by cement or lime stabilized soil and the like.

In the prior art, the drainage asphalt pavement adopts a large-gap asphalt mixture as a surface layer, rain penetrates into a drainage functional layer, and rainwater is transversely discharged through the inside layer, so that a road surface water film which brings a plurality of adverse effects of driving is eliminated, and the safety and the comfort of driving in rainy days are obviously improved; meanwhile, due to the porous characteristic of the drainage asphalt pavement, the traffic noise can be greatly reduced, and the drainage asphalt pavement is also called as a low-noise asphalt pavement. By comprehensively observing the technical frontier at home and abroad, the low-noise asphalt pavement with the characteristic of large gaps has the outstanding advantages of high skid resistance, low noise, water mist inhibition, water drift prevention, glare reduction and the like, so that the top road performance in the existing asphalt pavement technology is achieved, and the low-noise asphalt pavement becomes the best pavement form for realizing the leap of the surface characteristic quality of roads. However, the existing low-noise asphalt pavement structure is very traditional in design, noise is reduced only by an asphalt material with large gaps, the noise capacity generated by interaction between wheels and the pavement is general, and the road pavement still has the characteristics of unstable road structure, unobvious noise reduction and the like.

Depending on the noise characteristics, the noise in an acoustic site can be divided into two categories: firstly, regular noise, namely continuous and stable noise of the ventilation air conditioner; and secondly, intermittent impulse noise, such as interference sound, outdoor horn sound or floor slab impact sound, is easier to be perceived by listeners according to experience. With the rapid development of economic society, the travel quality requirements of people are continuously upgraded, and the traffic construction also increasingly highlights the concept of environmental friendliness. In the field of pavement structures, how to improve the service function of the pavement and how to provide high-safety, more comfortable and more environment-friendly road surface characteristics for the society has become a new target pursued by the traffic departments in China in a new period.

Road traffic noise is mainly generated by the interaction of the automobile engine and the tires with the road surface. During medium and high speed driving, the noise of the engine is greater than the noise of the interaction between the wheels and the road surface for large and medium trucks, and the noise of the latter is greater than that of the former for cars. For urban traffic, most of the urban traffic is small cars; and as the automotive industry has developed, the noise of engines has been reduced to a lower level. Therefore, the significance of reducing the noise generated by the interaction between the tire and the road surface is more obvious.

In order to solve the above problems, chinese patent (ZL201402458697.2) entitled low noise pavement structure has appeared, which discloses a low noise pavement structure, wherein a cast asphalt concrete layer and a fine asphalt concrete layer are sequentially arranged on an original pavement surface from bottom to top, and a double-layer sound-absorbing material is arranged on the basis of the low noise pavement to reduce the pavement noise. When sound absorption is used to improve the noise environment, there are two general approaches: one is to adopt sound absorption materials, and most of the materials with sound absorption function and engineering application value in engineering are porous sound absorption materials; the other type is a sound absorption structure, wherein the sound absorption structure commonly used in engineering comprises an air layer sound absorption structure, a film resonance sound absorption structure, a plate resonance sound absorption structure, a perforated plate sound absorption structure, a micro-perforated plate sound absorption structure, a sound absorption wedge and the like, and the simplest sound absorption structure is the sound absorption structure with an air layer left behind the sound absorption material. The road surface structure formed by double layers of materials cannot be called as a sound absorption structure, the purpose of reducing noise is achieved only by adjusting gaps through the sound absorption materials, but due to the factors such as large traffic flow, load bearing of the road surface and the like, the road surface is difficult to ensure the driving safety and the like, and the problem solved by the noise reduction means with a single method is not preferable in the existing noise reduction means.

Therefore, in order to solve the above problems, there is a need for a low-noise road surface structure, which can reduce the noise generated by the interaction between the vehicle and the road surface by using two sound absorption means without affecting the service performance, and can transmit the noise of the wheels to the inside of the road surface structure to reduce the noise, and the road surface structure also improves the stability and safety of the road surface.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at overcoming the defect among the prior art, provide a low noise road surface structure, can adopt two kinds of sound absorption means when not influencing its service performance, reduce the noise that the interact of vehicle and road surface produced, propagate the noise of wheel to the inside effect of making an uproar that reaches of road surface structure to this road surface structure has also improved the stability and the security on road surface.

The utility model discloses a low noise road surface structure, including surface course and road base layer, the noise treatment composite bed has still been laid between surface course and the road base layer.

Further, the noise treatment composite bed includes the sound absorbing layer, the sound absorbing layer includes backup pad, bottom suspension fagging and supports in the elastic support body between backup pad and the bottom suspension fagging, it has a plurality of air chambers of inhaling sound to distribute in the elastic support body.

Further, the elastic supporting body is formed by laying a plurality of elastic pieces, and the sound absorption air chamber is formed between the adjacent elastic pieces; or the elastic support body is an integral body, and the sound-absorbing air chamber is formed by through holes which are arranged at the upper part and the lower part of the elastic support body.

Further, the noise treatment composite layer also comprises a sound insulation layer, and the sound insulation layer is formed by sound insulation materials paved between the pavement layer and the sound absorption layer.

Further, the roadbed layer is concrete material and pours the formation, go up backup pad and bottom suspension fagging and be the steel sheet, adjacent go up backup pad and adjacent bottom suspension fagging welded fastening between, the type steel nail body has been pour in the roadbed layer in advance, the type steel nail body upwards stretches out the roadbed layer and is fixed with the bottom suspension fagging.

Further, the class steel nail body includes the nail body and the nail cap, the nail cap is buried in the road bed in advance, and the nail body upwards stretches out and with bottom suspension fagging welded fastening.

Further, the pavement layer is paved on a sound insulation layer with the thickness of 5-6 cm through a waterproof bonding layer with the thickness of 5-6 cm.

Furthermore, the thickness of the elastic support body is 4-6 cm, and the area ratio range of the elastic support body and the sound absorption air chamber on the horizontal section is 1/5-1/2.

Further, the elastic support body is made of rubber materials, and the sound insulation layer is formed by sound insulation felts which are paved on the upper surface of the upper support plate.

Furthermore, the surface of the lower support plate is provided with a hole matched with the nail body.

The utility model has the advantages that: the utility model discloses a low noise road surface structure, the pre-buried type steel nail body through the road surface structure can improve the fastening nature of being connected of bottom suspension fagging and road bed. The sound absorption layer formed by the elastic material and the sound absorption air chamber between the upper supporting plate and the lower supporting plate is equivalent to a layer of air used as the sound absorption material behind the sound absorption material, and the noise reduction effect is achieved. The elastic support body has good supporting performance, good strength, good toughness, good sound absorption performance and good elasticity, can effectively slow down the impact action of a vehicle and a road surface, and can play a role of noise reduction because the elastic support body has porosity and sound absorption performance and is matched with a sound absorption air chamber part to form a sound absorption structure. The sound insulation layer has good noise weakening capability, and the noise reduction effect of the pavement can be further improved. The waterproof adhesive layer has good bonding ability and good waterproofness, and can prevent damage to a road surface structure caused by rainwater corrosion. The steel nail-like body, the upper supporting plate and the lower supporting plate which are adopted by the pavement structure are made of steel materials, so that the pavement structure has good rigidity and good strength, the safety of the pavement is improved, fastening connection is formed between each layer of the pavement structure, and the stability of the pavement is improved. The low-noise road surface structure can reduce the noise generated by the interaction of a vehicle and the road surface by adopting two sound absorption means without influencing the service performance of the low-noise road surface structure, the noise of the wheel is transmitted to the inside of the road surface structure to achieve the noise reduction effect, and the stability and the safety of the road surface are also improved by the low-noise road surface structure.

Drawings

The invention will be further described with reference to the following figures and examples:

fig. 1 is a schematic structural view of the present invention;

FIG. 2 is a schematic structural view of the sound absorbing layer and the steel-like nail body shown in FIG. 1;

Detailed Description

Fig. 1 is the structural schematic diagram of the utility model, fig. 2 is the structural schematic diagram of the sound absorbing layer and the steel nail-like body shown in fig. 1, as shown in the figure, the low noise road surface structure in this embodiment, including pavement layer 1 and road bed layer 10, still laid the noise treatment composite bed between pavement layer 1 and the road bed layer 10. The method comprises the following steps of (1) arranging a cushion layer between a base layer and a soil base according to the requirements of the using environment, generally arranging the cushion layer in seasonal freezing areas and under the condition of poor water temperature of the soil base, mainly improving the humidity and temperature conditions of the soil base to ensure the strength and rigidity stability of the surface layer and the base layer, eliminating the adverse effects of freezing, wetting and softening and the like caused by the change of the water temperature condition of the soil base, diffusing the load stress transmitted by the base layer to reduce the deformation of the soil base, and simultaneously preventing roadbed soil from being squeezed into the base layer to influence the performance of a base layer structure.

In this embodiment, the noise processing composite layer includes a sound absorbing layer, and the sound absorbing layer includes an upper support plate 4, a lower support plate 7, and an elastic support body 6 supported between the upper support plate 4 and the lower support plate 7.

In this embodiment, go up backup pad 4, bottom suspension fagging 7 and support in the elastic support body 6 between backup pad 4 and bottom suspension fagging 7, can be fixed through modes such as screw, gluing, no longer describe here, adopt gluing fixed in this embodiment, can not destroy elastic support body 6's structure, go up backup pad 4 and bottom suspension fagging 7 and play and can also strengthen road surface bearing capacity when protecting elastic support body 6, improve elastic support body 6's durability in use and improve driving safety factor.

In this embodiment, the elastic supporting bodies 6 are formed by uniformly laying a plurality of elastic rubber members, and the sound absorbing air chambers 5 are formed between adjacent elastic supporting bodies 6; or, the elastic support body 6 is an integral body, and the sound-absorbing air chamber 5 is formed by a through hole formed in the elastic support body 6, and the like, which will not be described herein again. Adopt the mode of laying elastic rubber spare in this embodiment, the transportation is convenient, lays in a flexible way, improves the travelling comfort and the security of road surface.

In this embodiment, the composite bed is handled to noise still includes puigging 3, puigging 3 is formed by laying the sound-proof material between pavement layer 1 and the sound-absorbing layer, sound-proof material is the deadening felt (a high density coiled material that has certain flexibility plays the effect of sound insulation and damping vibration damping, can weaken the noise and improve the driving comfort), the deadening felt can adopt modes such as screw and gluing with last backup pad 4 to fix, no longer gives unnecessary details here, adopts glued fixedly in this embodiment, this combination mode does not destroy the deadening felt structure, makes the deadening felt have the integrality and does not influence its performance.

In this embodiment, the upper supporting plate 4 and the lower supporting plate 7 are steel plates, and the adjacent upper supporting plate 4 and the adjacent lower supporting plate 7 are welded and fixed, but not limited to such methods, and can also be fixed in a manner of cementing, and the like, which is not described herein again, a steel nail body which is uniformly laid is pre-cast in the roadbed layer 10, the steel nail body extends upwards out of the roadbed layer 10 and is fixed with the lower supporting plate 7, and the embodied effect is the effect of a shear key and has an anti-pulling function.

In this embodiment, class steel nail body is including the nail body 8 and the nail cap 9, the nail cap 9 level is pre-buried in roadbed layer 10, can also the equidirectional pre-buried mode such as have certain angle pre-buried, no longer gives unnecessary details here, nail body 8 upwards stretches out and with lower supporting plate 7 welded fastening, but not limited to such method, still can be fixed with modes such as gluing, excessively cooperate, no longer give unnecessary details here, the weld scar should be located inhales sound air chamber 5 or with inhale sound air chamber 5 corresponding, destroy the stability of elastic rubber spare 6 when avoiding laying, influence the security.

In this embodiment, the nail cap 9 is a cylinder or a cuboid with the characteristics of the nail cap 9, and the like, and is not described herein again; the nail body 8 is a cylinder or a cuboid with the characteristics of the nail body 8, and the like, and the details are not repeated.

In this embodiment, the class steel nail body is for having the structure of nail cap 9 and nail body 8, plays the effect of shear force key and has the resistance to plucking function, nail body 8 and nail cap 9 can adopt modes such as welding, integrated into one piece, and no longer give unnecessary details here, and this embodiment adopts the integrated into one piece mode, reduces the construction volume and improves structural stability, improves road surface security.

In this embodiment, pavement layer 1 is laid in thickness for 5 cm's puigging 3 through waterproof bonding layer 2, pavement layer 1 is laid by asphalt material, waterproof bonding layer 2 is laid by modified emulsified asphalt material to it is fixed with pavement layer 1 and puigging 3, adopts pressfitting mode fastening connection in this embodiment, still can adopt modes such as gluing to connect, no longer gives details here.

In this embodiment, the thickness of the elastic support body 6 is 5cm, and on the horizontal cross section, the area ratio of the elastic support body 6 to the sound-absorbing air chamber 5 is 1/3, which can save part of materials without affecting the service performance, and is low-carbon and environment-friendly.

In this embodiment, the surface of the lower supporting plate 7 has a hole in interference fit with the nail body 8, so that welding is facilitated.

In this embodiment, the modified emulsified asphalt integrates the advantages of the modified asphalt and the emulsified asphalt into a whole, and the novel pavement bonding material has very good high and low temperature performance, ageing resistance, waterproof performance, crack resistance, fatigue resistance and the like, can improve the bonding effect between two structural layers of the asphalt pavement, and compared with the unmodified emulsified asphalt, the emulsified asphalt modified by the polymer can improve the deformation resistance and the shear resistance of the asphalt pavement and the bonding property between the structural layers, improve the service performance of the asphalt pavement, and prolong the pavement maintenance and repair period.

In the embodiment, the asphalt material adopts an asphalt binder, improves the capability of the paving aggregate for resisting driving and damage of natural factors to the pavement, and has the characteristics of less dust, fatigue resistance, water stability, aging resistance, pavement water permeability, constructability, durability and the like.

In this embodiment, the roadbed layer 10 is cast by concrete, and has the characteristics of high compressive strength, good durability, wide strength grade range and the like, and has the advantages of abundant raw materials, low price and simple production process.

In this embodiment, the paving thickness and the paving method of the road base layer 10, the waterproof bonding layer 2 and the road surface layer 1 are all paved by adopting conventional thickness and technical means, for example, the paving thickness of the road base layer is 20cm, the paving thickness of the waterproof bonding layer is 3cm and the paving thickness of the road surface layer is 20cm, and details are not repeated here.

In this embodiment, the cementing and fixing are performed by using a cementing agent and a construction method commonly used in engineering in the field, which are not described herein again.

This embodiment, go up backup pad 4 and bottom suspension fagging 7 can have different shapes, like cylinder and cuboid etc. no longer give unnecessary details here, backup pad 4 and bottom suspension fagging 7 adopt the cuboid on this embodiment, combine the gap little, and the welding is convenient, and its size of a dimension relies on road surface width and service property to set for, should not influence the performance on road surface when setting, no longer gives unnecessary details here.

In this embodiment, the upper support plate 4, the lower support plate 7 and the steel nail-like body are all made of steel materials, but not limited to the steel materials, and may also be made of alloy and other materials with certain rigidity, which are not described herein again, have good strength and rigidity, and at the same time, have excellent bearing capacity and shear resistance, and improve the stability and safety of the road surface.

Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.

Claims (9)

1. A low-noise pavement structure, characterized in that: including pavement layer and road bed layer, the noise treatment composite bed has still been laid between pavement layer and the road bed layer, the noise treatment composite bed includes the sound-absorbing layer, the sound-absorbing layer includes backup pad, bottom suspension fagging and supports in the last elastic support body between backup pad and the bottom suspension fagging, a plurality of sound absorbing air chambers of having distributed in the elastic support body.

2. The low-noise pavement structure according to claim 1, characterized in that: the elastic supporting body is formed by laying a plurality of elastic pieces, and the sound absorption air chamber is formed between the adjacent elastic pieces; or the elastic support body is an integral body, and the sound-absorbing air chamber is formed by through holes which are arranged at the upper part and the lower part of the elastic support body.

3. The low-noise pavement structure according to claim 1, characterized in that: the noise treatment composite layer also comprises a sound insulation layer, and the sound insulation layer is formed by sound insulation materials paved between the pavement layer and the sound absorption layer.

4. The low-noise pavement structure according to claim 1, characterized in that: the roadbed layer is concrete material and pours the formation, go up backup pad and bottom suspension fagging and be the steel sheet, adjacent go up backup pad and adjacent bottom suspension fagging welded fastening between, the type steel nail body has been pour in the roadbed layer in advance, the type steel nail body upwards stretches out the roadbed layer and is fixed with the bottom suspension fagging.

5. The low-noise pavement structure according to claim 4, wherein: the steel nail body comprises a nail body and a nail cap, the nail cap is pre-buried in the roadbed layer, and the nail body upwards extends out and is welded and fixed with the lower supporting plate.

6. The low-noise pavement structure according to claim 1, characterized in that: the pavement layer is laid on the sound insulation layer with the thickness of 5-6 cm through the waterproof bonding layer.

7. The low-noise pavement structure according to claim 1, characterized in that: the thickness of the elastic support body is 4-6 cm, and the area ratio range of the elastic support body and the sound absorption air chamber on the horizontal section is 1/5-1/2.

8. A low-noise road surface structure according to claim 3, characterized in that: the elastic support body is made of rubber materials, and the sound insulation layer is formed by laying and sound insulation felts on the upper surface of the upper support plate.

9. The low-noise pavement structure according to claim 5, wherein: the surface of the lower supporting plate is provided with a hole matched with the nail body.

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