CN212560997U

CN212560997U - Anti type road structure that splits permeates water

Info

Publication number: CN212560997U
Application number: CN202020129457.3U
Authority: CN
Inventors: 李仁平; 周基; 阳令明
Original assignee: Hunan University of Science and Engineering
Current assignee: Hunan University of Science and Engineering
Priority date: 2020-01-20
Filing date: 2020-01-20
Publication date: 2021-02-19
Anticipated expiration: 2030-01-20

Abstract

The utility model discloses an anti type road structure that splits permeates water, top-down are in proper order for wearing and tearing layer surface course, the geocell of permeating water open the level and join in marriage rubble cement concrete upper base layer, geocell under coarse sand basic unit, the plain soil subbase layer of geocell of geotechnique and way bed. The pocket constraint effect of the geocell enables the composite elastic modulus of the geocell soil to be exponentially increased, and meanwhile, the generation and development of lateral deformation and cracks of a roadbed can be strongly limited; and the thick plate effect generated by the superposition of the three geocell structure layers ensures that the roadbed has enough bending rigidity to reduce the uneven settlement of the road surface. This road structure belongs to III type permeable pavement, has advantages such as friendly to the environment, modular design, construction convenient and fast, engineering cost are low, can effectively stop the production of diseases such as road surface crack and high temperature rut, increases rainy day driving safety and driving comfort by a wide margin, is applicable to engineering such as all kinds of urban roads, grade highway, place of sports, square, runway.

Description

Anti type road structure that splits permeates water

Technical Field

The utility model relates to a traffic engineering field road engineering especially relates to a crack type road structure that splits permeates water.

Background

With the rapid development of economic construction and the pace of urban construction, the earth surface of modern cities is gradually covered by reinforced concrete houses and impermeable pavement. In urban construction, the design and hardening of most urban roads, parks, courtyards and public squares mainly pay attention to the requirements of technical performance indexes such as durability and strength and visual attractiveness, so that waterproof dense-graded concrete and stone slabs become the preferred pavement paving structure. Although the pavement is simple and low in cost, the ecological environment of the city is greatly influenced.

Firstly, the waterproof and airtight pavement can obviously reduce the rainwater permeating into the ground, and most of the rainwater is discharged through a drainage system of a city, so that the ground water of the city cannot be supplemented. As the exploitation amount of urban underground water increases, the underground water level of many cities drops, and the cities are in a funnel shape, so that the water balance of the cities is seriously damaged, the growth of plants on the surface of the cities is influenced, and the ecological balance of the surface of the cities is damaged and the ground subsides.

Secondly, the ground runoff is increased rapidly during rainstorm, a peak value appears rapidly, the burden of an urban drainage system is increased, and the method is one of main causes of urban waterlogging disasters. Meanwhile, the road surface with compact surface can not drain water in time in rainy days to form a road surface water film or road surface accumulated water, so that the phenomena of water drift and water mist are easy to occur in driving, inconvenience is brought to the driving of pedestrians and vehicles, and the traffic accident occurrence rate is increased.

Thirdly, the water resistance and seepage resistance of the road surface are emphasized by one side of the traditional non-water-permeable road surface, the natural rainfall is completely blocked with the soil layer and the underground water under the road surface by the road surface, and the rainfall is only drained into surface water sources such as rivers, lakes, seas and the like through a city drainage system pipe network, so that the city underground water sources are difficult to supplement in time, and the resource utilization of the rainwater is seriously influenced; in addition, when the impervious ground rains, rainwater is firstly drained into a sewer through a drainage slope or an apparent ditch on the ground, and can enter an urban underground drainage system only through surface runoff for a long distance before entering the sewer, so that relatively clean rainwater is dissolved into a large amount of urban surface pollutants, secondary pollution is generated in the runoff process, and the rainwater enters natural water bodies on the surrounding surface through the urban drainage system, and the pollution degree of the natural water bodies is increased.

In order to create a green and harmonious living environment, the single situation that the urban road is mainly paved in a waterproof way at present is improved.

Compared with an impervious pavement, the pervious pavement has the following characteristics: 1) the pressure of the urban drainage system is reduced; 2) Supplementing underground water by using rainwater; 3) the ecological environmental protection benefit of the road is improved; 4) the running noise of the vehicle is reduced; 5) the urban heat island effect is relieved; 6) improving the driving safety in rainy days 7) preventing the automobile from splashing water during driving; 8) the anti-skid performance of the pavement is improved; 9) the road surface reflection visual effect is improved; 10) and the fuel efficiency of the vehicle is improved.

According to the difference of the mat surface paving materials, the permeable pavements mainly have four types:

firstly, a cement concrete permeable pavement: the permeable pavement has good rigidity, strength and stability and better water permeability; but the strength forming period is long, the construction process is complex, and the water damage resistance is poor.

② asphalt concrete permeable pavement: the water permeability, the skid resistance and the rutting resistance are good, the construction and maintenance period is short, and the open traffic is fast; however, the pavement material has poor anti-stripping performance, is not easy to colorize and has short service life.

Thirdly, polyurethane broken stone permeable pavement: the novel material permeable pavement is represented by a polyurethane gravel mixture, has high porosity and excellent water permeability, has the pavement performance and mechanical property of the traditional building material, but is generally low in strength and high in manufacturing cost, and is mainly applied to paving light traffic pavements such as landscape roads and the like.

Fourthly, epoxy resin permeable pavement: compared with the traditional permeable and drainage pavement materials, the permeable pavement made of the epoxy resin mixture has the advantages of high strength forming speed, higher strength, large controllable range of porosity, excellent water permeability, long service life, easiness in colorization, stable performance and the like, but has higher manufacturing cost.

According to different drainage modes, permeable pavements mainly have three types:

i type permeable pavement: the surface water enters the pavement from the surface layer, is discharged from the surface layer and is guided to the adjacent drainage facility. Its main functions are to eliminate water accumulated on road surface, reduce noise and improve road surface safety and driving safety.

II type permeable pavement: the surface water enters the pavement from the surface layer, is discharged from the base layer (or the cushion layer) and is guided to the adjacent drainage facility. The permeable pavement has the functions of I-shaped permeable pavement, pavement water storage, ground runoff reduction, urban drainage system burden reduction in rainstorm and the like.

Type III permeable pavement: the surface water enters the road surface from the surface layer and then directly enters the roadbed. The type permeable pavement not only has the functions of I-type and II-type permeable pavements, but also can directly permeate rainwater into the ground to naturally supplement underground water resources.

No matter which type of permeable pavement is the same in the permeable mechanism, open-graded coarse aggregates with larger porosity (generally 15-20%) are used as basic raw materials, and different binders are adopted to construct the permeable surface layer according to a preset porosity design matching ratio. Obviously, the III type permeable pavement is most friendly to the environment, but no precedent of the type III engineering is seen in China, probably because the strength of the permeable roadbed can not meet the use requirement easily.

The water permeability and the compressive strength are a pair of contradictions. To obtain a large road surface water permeability, a high-porosity permeable material is used, and the higher the porosity is, the lower the compressive strength and the flexural strength are. Therefore, how to solve the pair of contradictions becomes a key point for solving the problem of the permeable pavement.

At present, semi-rigid base asphalt concrete impervious pavements are commonly adopted by domestic urban roads and all levels of highways, and the main defect of the semi-rigid base asphalt concrete impervious pavements is the problem of pavement and roadbed cracking caused by insufficient roadbed and pavement strength. To permeable pavement, this problem also exists, if solve not well, the problem only can be more serious, and current road surface road bed design all realizes through increaseing road surface road bed thickness, causes the road cost to remain high.

The geocell is a high molecular polymer with a three-dimensional net structure, and can form a complex with larger bending rigidity and shearing strength by filling materials such as sand, gravel or clay in the geocell. The geocell is used as a novel roadbed processing method and widely applied to soft foundation reinforcement engineering of highways, railways and the like, but due to the stress condition and the complexity of a reinforcement mechanism, the deformation calculation of a geocell body and the load transmission form between the geocell body and a foundation are not completely researched theoretically all the time, so that the further application and popularization of the geocell body in the engineering are influenced.

SUMMERY OF THE UTILITY MODEL

In order to solve the above technical problem that current road structure exists, the utility model provides a crack type road structure that splits that permeates water that can stop the crack production and permeate water is prevented splitting.

The utility model provides a technical scheme of above-mentioned technical problem is: the utility model provides a crack type road structure permeates water which characterized by: the permeable wearing layer surface layer, the geocell open-graded broken stone permeable cement concrete upper base layer, the geocell medium coarse sand lower base layer, the geocell plain soil sub-base layer and the road bed are sequentially arranged from top to bottom.

In the water-permeable anti-cracking road structure, the thickness of the water-permeable wearing layer surface layer is 4.0-5.0 cm, and a geogrid is arranged between the water-permeable wearing layer surface layer and the geocell open-graded broken stone water-permeable cement concrete upper base layer.

In the above-mentioned water-permeable anti-cracking road structure, the geogrid is a biaxial stretching type glass fiber geogrid.

In the permeable anti-cracking road structure, the geocell adopts a diaphragm pore-free geocell, and a HDPE (high-density polyethylene) grained surface or smooth surface sheet with the height of 100-200 mm is selected according to the road grade to form a three-dimensional mesh or honeycomb-shaped geocell through welding.

In the permeable anti-cracking road structure, the permeability and the rigidity of the geocell open graded broken stone permeable cement concrete upper base layer, the coarse sand lower base layer in the geocell and the geocell plain soil sub-base layer are gradually reduced from top to bottom.

In the above water-permeable anti-cracking road structure, the water-permeable wearing layer surface layer is any one of water-permeable asphalt concrete, water-permeable cement concrete or water-permeable epoxy resin concrete.

Compared with the prior art, taking the asphalt concrete permeable pavement as an example, the road subgrade adopting the technical scheme has the following effects:

the main materials in the soil base layer of the geocell are natural soil or broken stones, and can also be construction waste recycled soil, muck and the like, and other materials such as cement, asphalt and the like are not added, so that the method is beneficial to saving resources and protecting the environment.

And secondly, the geocell open-graded broken stone cement permeable concrete, the coarse sand in the geocell and the geocell compacted plain soil form a complete roadbed base layer permeable structure, the novel composite roadbed structure is firstly provided by the applicant, is also a core structure layer of a permeable anti-cracking road, and plays a key role in starting and stopping. Compared with the cement gravel stabilized soil base or asphalt stabilized gravel stabilized soil base in the prior art of the permeable pavement, the elastic semi-rigid structure layer has larger bending rigidity and stronger anti-rutting capability, and has good water stability and freeze stability. The three-dimensional stress dispersion effect of the cells in the basic structure, the huge bending rigidity and the uniformly distributed large and small gaps enable the roadbed to adequately cope with road surface load and even heavy-load vibration impact, so that the composite structure body can be applied to urban roads and can also be applied to expressway and runway engineering; not only is suitable for the climatic conditions in the south, but also can be suitable for the climatic conditions in the severe cold areas in the north.

And thirdly, the pavement structure adopts an open-graded asphalt mixture wearing layer and a glass fiber geogrid with the void ratio not more than 20%, the thickness of the surface layer is only 4.0-5.0 cm, compared with the existing pavement layer design scheme, the thickness of the pavement layer is only about 1/4 of the pavement layer in the prior art, and the manufacturing cost of the pavement layer is greatly reduced. Because the surface layer asphalt mixture is thin, obvious tracks can not be generated due to creep even under the high-temperature condition in summer. The use of the glass fiber geogrid is beneficial to enhancing the strain coordination of the pavement layer and the base layer and the tensile, shear and rutting resistant capabilities of the asphalt mixture.

Fourthly, the rigidity of the composite roadbed structure consisting of the three layers of grid chambers is gradually decreased from top to bottom, the distribution of additional stress caused by load is gradually decreased from top to bottom, and the rigidity and the additional stress are mutually coordinated and matched, so that the permanent deformation possibly caused by fatigue load is reduced. In addition, the roadbed structure has huge bending rigidity, the roadbed settlement and uneven settlement caused by the fatigue loading action of the vehicle can be almost ignored due to the whole thick plate effect, the potential cracking hazard of the pavement is avoided, the driving comfort of the road is good, the water damage resistance is strong, and the service life of the road is long.

Fifth compare with current permeable pavement design, the utility model discloses can realize modular design, construction convenience to different grade engineering requirements. Because cement, asphalt and other binder materials do not need to be added by stirring, the construction speed is high, the construction cost is low and the construction quality is ensured.

Drawings

Fig. 1 is the utility model discloses bituminous concrete permeable roadbed pavement structure section sketch map of embodiment.

Detailed Description

The present invention will be further explained with reference to the accompanying drawings.

Referring to fig. 1, a permeable anti-cracking road structure comprises a permeable wearing layer surface layer 1, a geocell open-graded broken stone permeable cement concrete upper base layer 3, a geocell medium coarse sand lower base layer 4, a geocell plain soil sub-base layer 5 and a road bed 6 from top to bottom in sequence. The thickness of the permeable wearing layer surface layer 1 is generally 4.0-5.0 cm. The permeable wearing layer surface layer 1 is made of SMA open graded asphalt mixture with the thickness of 5cm, the thickness of the geocell open graded broken stone permeable cement concrete upper base layer 3 is 10cm, the geocell open graded broken stone permeable cement concrete lower base layer 4 is composed of geocell coarse sand 42 and medium coarse sand 41 paved above the geocell coarse sand 42, and the height of the geocell coarse sand 42 is 10cm as the height of the medium coarse sand 41. The geocell plain soil base layer 5 consists of geocell plain soil 52 and compacted plain soil 51 paved above the geocell plain soil 52, and the height of the geocell plain soil 52 is 10cm as the height of the compacted plain soil 51 is equal. And a bidirectional stretching type glass fiber geogrid 2 with the lattice distance of 5cm is arranged between the permeable wearing layer surface layer 1 and the geocell open-graded broken stone permeable cement concrete upper base layer 3.

The geocell open graded broken stone permeable cement concrete upper base layer 3 adopts a diaphragm pore-free geocell.

The coarse sand lower base layer 4 in the geocell adopts a diaphragm perforated geocell.

The geocell plain soil sub-base layer 5 adopts a diaphragm perforated geocell.

The geocell open grading broken stone permeable cement concrete upper base layer 3, the coarse sand lower base layer 4 in the geocell and the geocell plain soil lower base layer 5 are three-dimensional net-shaped or honeycomb-shaped cells formed by welding HDPE (high-density polyethylene) grained surface or smooth surface sheets with the height of 100-200 mm according to the road grade.

The permeability and rigidity of the geocell open graded broken stone permeable cement concrete upper base layer 3, the coarse sand lower base layer 4 in the geocell and the geocell plain soil lower base layer 5 are gradually reduced from top to bottom.

The permeable wearing layer surface layer 1 is any one of permeable asphalt concrete, permeable cement concrete or permeable epoxy resin concrete.

Taking the most common permeable asphalt concrete as an example, the permeable wearing layer surface layer 1 is made of open-graded asphalt mastic macadam mixtures (first-grade roads, expressways, urban trunk roads and airport roads), open-graded asphalt mixtures (first-grade roads, second-grade roads, urban branch roads and secondary trunk roads) or plant heat tracing regeneration open-graded asphalt mixtures (third-grade roads and fourth-grade roads) according to engineering grade requirements.

Research shows that the maximum shear stress caused by road traveling is 4cm below the road and is not more than 0.2MPa at most, so that the geogrid horizontal layer is arranged on the surface of the upper base layer to enhance the tensile and shear strength of the permeable asphalt concrete.

The geocell of the geocell open-graded broken stone permeable cement concrete upper base layer 3, the coarse sand lower base layer 4 in the geocell and the geocell plain soil underlayer 5 is a core component for enhancing the strength of a road subgrade, and is arranged at a gradient of 1-3% according to the drainage requirement, and the height of the geocell is selected according to the engineering grade requirement: 2X 200mm (airport runway, dock yard), 200mm (first level highway and expressway, city main road), 150mm (second level highway, city branch line, sub-main road), 100mm (third, fourth level highway and sports ground, etc.).

The geocell welding distance of the geocell open-graded broken stone permeable cement concrete upper base layer 3, the coarse sand lower base layer 4 in the geocell and the geocell plain soil lower base layer 5 is 200-300 mm.

The soil in the geocell plain soil subbase layer 5 is natural soil obtained nearby, and the category of the natural soil comprises clay, silty clay, sandy clay and the like, or mixed soil with weak water permeability, and the clay content of the mixed soil is more than 30%. In order to improve the compaction effect, the water content of the compacted plain soil is preferably the optimal water content.

Taking a common asphalt concrete permeable pavement as an example in a figure 1, the construction steps adopting the technical scheme are as follows:

firstly, excavating or filling soil to the designed elevation of the roadbed, compacting the plain soil, and generally taking 1-3% of the horizontal drainage gradient of the roadbed 6.

Secondly, a geocell with the height of 10cm is paved, tightened and fixed, plain soil with the thickness of 20cm is paved and compacted in the geocell, the content of the clay of the plain soil is required to be more than 30%, the degree of compaction is required to be more than 95%, and the thickness of the compacted plain soil 51 after compaction is equal to the height of the plain soil 52 of the geocell.

Thirdly, laying a geocell with the height of 10cm, tensioning and fixing, laying medium grit in the geocell, spraying water, vibrating and compacting, wherein the compaction degree is more than 95%, and the thickness of the compacted medium grit 41 is equal to the height of the medium grit 42 in the geocell.

And fourthly, paving a geocell with the height of 10cm, tensioning and fixing, paving open graded broken stone cement permeable concrete with the thickness of 10cm, and vibrating and compacting. The maximum particle size of the broken stone in the geocell open-graded broken stone permeable cement concrete upper base layer 3 is not more than 40mm, the content of fine materials with the particle size of less than 4.75mm is not more than 16%, and the content of fine materials with the particle size of less than 2.36mm is not more than 6%.

And fifthly, spreading a layer of modified emulsified asphalt as an adhesive layer on the surface of the upper base layer 3 of the geocell open-graded crushed stone permeable cement concrete, fixing the two-way stretching type glass fiber geogrid 2 on the adhesive layer by using U-shaped nails, spreading an SMA open-graded permeable asphalt mixture as a permeable wearing layer surface layer 1, and rolling until compaction. Spreading a layer of modified emulsified asphalt as an adhesive layer on the surface of the geocell open graded broken stone water-permeable cement concrete base layer, fixing a geogrid on the adhesive layer, spreading a water-permeable wearing layer surface layer, and rolling until compaction.

The utility model discloses in, basic unit under the grit in the geotechnological check room adopts diaphragm sclausura geotechnological check room to separate out from the check room edge in order to keep moisture and prevent. The layer has the effect of water storage and the water content of the soil layer below the stabilized base layer, the water stored in high-temperature seasons has the cooling effect on the road surface of the road base, and frost heaving is avoided due to the fact that the water is buried deeply and is isolated by the upper base layer with high void ratio in winter.

The geotechnical grid chamber open-graded broken stone permeable cement concrete upper base layer adopts the membrane open-pore geotechnical grid chamber, so that the water in the base layer can be smoothly discharged to adjacent drainage facilities such as drainage ditches, drainage pipes or drainage wells based on drainage requirements, and meanwhile, the roadbed pavement can be ensured not to generate overhigh pore water pressure under the load pressure of vehicles to damage the pavement.

The mechanism that the geotechnical grid can greatly enhance the strength of the road subgrade is the pocket constraint effect of the grid soil and the thick plate effect of the multilayer grid soil, and is explained in detail as follows: each cell soil unit is like a pocket filled with soil, when the cell soil unit bears pressure, the pressure borne by the soil body can be reflected to the tensile stress converted from the cells into cell materials, and compared with the modulus of the soil body, the modulus of the cell soil can be exponentially increased. Experimental research shows that 10cm high geocell graded broken stone can obtain the composite elastic modulus of 50-100 MPa, 3.5cm high geocell graded broken stone can obtain the composite elastic modulus of 35-55 MPa, and 10cm high geocell silt can also obtain the composite elastic modulus of 40-80 MPa, which shows that the soil layer property has limited influence on the strength of the geocell soil, and the composite elastic modulus of the geocell soil is increased along with the increase of the height of the geocell. For geocell soil, the deformation coordination and mutual restriction between cells generate a sheet effect. As the height of the geocell increases, the bending rigidity of the geocell soil will increase exponentially (the bending rigidity is proportional to the cube of the height of the geocell soil) to present a thick plate effect. The utility model discloses just utilized this rationale, overlapped through adopting multilayer check room soil basic unit, made the bending stiffness and the compound deformation modulus of road surface road bed obtain superstrong increase, ensured that the basic unit when keeping big porosity high permeability, can also obtain super high road bed road surface intensity to solve a pair of contradiction between road surface road bed porosity and the intensity satisfactorily, found a brand-new solution for the modularized design of permeable pavement road bed.

Claims

1. The utility model provides a crack type road structure permeates water which characterized by: the permeable wearing layer surface layer, the geocell open-graded broken stone permeable cement concrete upper base layer, the geocell medium coarse sand lower base layer, the geocell plain soil sub-base layer and the road bed are sequentially arranged from top to bottom.

2. The water permeable anti-crack road structure according to claim 1, wherein: the thickness of the permeable wearing layer surface layer is 4.0-5.0 cm, and a geogrid is arranged between the permeable wearing layer surface layer and the geocell open-graded broken stone permeable cement concrete upper base layer.

3. The water permeable anti-crack road structure according to claim 2, wherein: the geogrid is a two-way stretching type glass fiber geogrid.

4. The water permeable anti-crack road structure according to claim 1, wherein: the geocell adopts a diaphragm pore-free geocell, and a three-dimensional mesh or honeycomb-shaped geocell formed by welding HDPE (high-density polyethylene) grained surface or smooth surface sheets with the height of 100-200 mm is selected according to the road grade.

5. The water permeable anti-crack road structure according to claim 1, wherein: the permeability and the rigidity of the geocell open graded broken stone permeable cement concrete upper base layer, the coarse sand lower base layer in the geocell and the geocell plain soil lower base layer are gradually reduced from top to bottom.

6. The water permeable anti-crack road structure according to claim 1, wherein: the permeable wearing layer surface layer is any one of permeable asphalt concrete, permeable cement concrete or permeable epoxy resin concrete.