CN214328356U

CN214328356U - Green transformation upgrading structure of cement concrete pavement

Info

Publication number: CN214328356U
Application number: CN202120148905.9U
Authority: CN
Inventors: 江鸿超; 张敬仁; 李鑫宇; 汪旭
Original assignee: Anhui Tianrun Construction Engineering Group Co ltd
Current assignee: Anhui Tianrun Construction Engineering Group Co ltd
Priority date: 2021-01-19
Filing date: 2021-01-19
Publication date: 2021-10-01
Anticipated expiration: 2031-01-19

Abstract

The utility model relates to a green upgrading structure that reforms transform of cement concrete pavement, including former road base layer, the connecting pit has been seted up on the former road base layer, the concave station has been seted up to the both sides of connecting pit opening part, the limit groove has been seted up to the lateral wall at connecting pit both sides, the bottom surface of concave station seted up with the perforation of limit groove intercommunication, a plurality of has been seted up in the perforation, and follows the length direction evenly distributed in limit groove is provided with the reinforcing bar net between the limit groove of both sides, be provided with the montant in the perforation, the one end of montant with reinforcing bar threaded connection in the reinforcing bar net, the connecting pit with be provided with compound road base layer in the concave station. This application can improve the crack control effect, reduces the road surface and takes place the fracture.

Description

Green transformation upgrading structure of cement concrete pavement

Technical Field

The application relates to the field of constructional engineering, in particular to a green transformation and upgrading structure of a cement concrete pavement.

Background

With the continuous promotion of modernization, the cars on the road are more and more, the early design standard of the original cement concrete pavement is lower, the defects of local slab staggering, surface course pitted surface, seam width increasing and the like can occur on the pavement after the cement concrete pavement is accumulated for a long time, the service function of the road is seriously influenced, and the horizontal displacement of pavement slabs can be caused for a long time.

In the related art, chinese patent No. CN202787014U discloses a structure of a cement pavement reformed into an asphalt pavement, which includes a base pavement, and is characterized in that: the crack control paste is arranged at a gap on the surface of the base pavement, and a lower surface layer and an upper surface layer are sequentially paved on the surface of the base pavement. The anti-cracking paste is symmetrically arranged by taking the gap as a central line. The width of the anti-cracking paste on the two sides of the gap is 25-50 cm respectively. The lap joint width of the anti-cracking paste on the surfaces of the adjacent gaps in the lap joint process is 8-10 cm. The thickness of the lower surface layer is 6-8 cm. The thickness of the upper surface layer is 4-5 cm. The thickness of the anti-cracking paste is 1-3 mm.

With respect to the related art in the above, the inventors consider that: the pavement cracking is hindered only by the anti-cracking paste, the anti-cracking measure is single, and the anti-cracking effect needs to be improved.

SUMMERY OF THE UTILITY MODEL

In order to improve crack control effect, reduce the road surface and take place the fracture, this application provides a cement concrete pavement green reforms transform upgrading structure.

The application provides a green upgrading structure that reforms transform of cement concrete road surface adopts following technical scheme:

the utility model provides a green upgrading structure that reforms transform of cement concrete pavement, includes former road base, the connecting pit has been seted up on the former road base, the concave station has been seted up to the both sides of connecting pit opening part, the limit groove has been seted up to the lateral wall at connecting pit both sides, the bottom surface of concave station seted up with the perforation of limit groove intercommunication, a plurality of has been seted up in the perforation, and follows the length direction evenly distributed in limit groove is provided with the reinforcing bar net between the limit groove of both sides, be provided with the montant in the perforation, the one end of montant with reinforcing bar threaded connection in the reinforcing bar net, the connecting pit with be provided with compound road base in the concave station.

By adopting the technical scheme, the vertical rods are utilized, so that the reinforcing mesh can be connected with the concave platforms on the two sides, the composite roadbed layer and the original roadbed layer can be prevented from cracking, the anti-cracking effect of the concrete pavement can be improved, and the cracking of the pavement is reduced.

Preferably, the composite roadbed layer sequentially comprises a plain soil layer, a gravel layer and a cement concrete layer from the bottom surface of the connecting pit to the top.

By adopting the technical scheme, the gravel layer is laid on the plain soil layer, so that the supporting strength of the composite roadbed can be improved, the sinking of the composite roadbed is prevented, and the pressure resistance of the composite roadbed is improved.

Preferably, an anti-cracking paste is arranged between the bottom surface of the concave table and the cement concrete layer.

Through adopting above-mentioned technical scheme, utilize the crack control subsides, can hinder to take place the fracture between joint pit and the cement concrete layer.

Preferably, the cement concrete layer by the gravel layer upwards is first concrete layer and second concrete layer in proper order, the top surface on first concrete layer with the bottom surface coplane of concave station, the crack control subsides set up in first concrete layer top surface with between the bottom surface of concave station.

By adopting the technical scheme, when the cement concrete layer is laid, the first concrete layer is laid firstly, then the anti-cracking paste is laid, and finally the second concrete layer is laid, so that the anti-cracking paste is convenient for construction personnel to lay.

Preferably, the reinforcing mesh is located in the cement concrete layer.

Through adopting above-mentioned technical scheme, set up the reinforcing bar net in the cement concrete layer, can improve the adhesion between reinforcing bar net and the compound roadbed layer, therefore can improve the crack control effect of compound roadbed layer.

Preferably, the gravel in the gravel layer is crushed from the waste material of the primary roadbed.

Through adopting above-mentioned technical scheme, pulverize the waste material of former road bed and as the gravel in the gravel layer, can realize waste material reutilization, saved the cost, reached the effect of environmental protection.

Preferably, a cross rod is connected between the vertical rods on the two sides.

Through adopting above-mentioned technical scheme, utilize the horizontal pole, strengthened the compressive capacity of compound roadbed layer, therefore be favorable to prolonging the life on road surface after the transformation.

Preferably, the end, far away from the reinforcing mesh, of the vertical rod penetrates through the transverse rod, and limiting nuts in threaded connection with the vertical rod are arranged on two sides of the transverse rod.

Through adopting above-mentioned technical scheme, wear to establish respectively on the montant with the both ends of horizontal pole, the constructor operation of being convenient for, and utilize stop nut, be convenient for adjust the height of horizontal pole to set up the horizontal pole in the suitable position of concave station top.

In summary, the present application includes at least one of the following beneficial technical effects:

by arranging the vertical rods, the reinforcing mesh can be connected with the concave tables on the two sides, so that the composite roadbed and the original roadbed can be prevented from cracking, the anti-cracking effect of the concrete pavement can be improved, and the cracking of the pavement can be reduced;

by arranging the composite roadbed layer and paving the gravel layer on the plain soil layer, the supporting strength of the composite roadbed layer can be improved, the sinking of the composite roadbed layer is prevented, and the pressure resistance of the composite roadbed layer is improved;

through setting up the horizontal pole, strengthened composite roadbed's compressive capacity, therefore be favorable to prolonging the life on road surface after the transformation.

Drawings

Fig. 1 is a schematic structural diagram of a road base layer in the application embodiment.

Fig. 2 is an enlarged schematic view of a portion a in fig. 1, mainly illustrating the structure of the vertical rod.

Fig. 3 mainly illustrates a layer structure of the composite road base layer in the embodiment of the application.

Description of reference numerals: 100. a primary road base layer; 101. a connection pit; 102. a concave platform; 103. a side groove; 104. perforating; 200. a composite roadbed layer; 201. a plain soil layer; 202. a gravel layer; 203. a cement concrete layer; 2031. a first concrete layer; 2032. a second concrete layer; 204. anti-cracking paste; 2. a reinforcing mesh; 3. a vertical rod; 4. a cross bar; 5. and a limiting nut.

Detailed Description

The present application is described in further detail below with reference to figures 1-3.

The embodiment of the application discloses cement concrete pavement green reforms transform upgrading structure. Referring to fig. 1, the improved structure comprises an original road base layer 100, a reinforcing mesh 2, vertical rods 3 and transverse rods 4, wherein a connection pit 101 is formed in the original road base layer 100, the depth of the connection pit 101 is dug to the base layer of the original road base layer 100, two ends of the connection pit 101 are communicated with the roadsides at two sides of the original road base layer 100, concave platforms 102 are formed at two sides of the connection pit 101 close to an opening, the concave platforms 102 are communicated with the top surface of the original road base layer 100, the length direction of the concave platforms 102 is perpendicular to the length direction of a road, two ends of the concave platforms 102 are communicated with the roadsides at two sides of the original road base layer 100, side grooves 103 are formed in the side walls at two sides of the connection pit 101, the length direction of the side grooves 103 is consistent with the length direction of the concave platforms 102, the side grooves 103 are close to the bottom surface of the concave platforms 102, two ends of the side grooves 103 are communicated with the roadsides at two sides of the original road base layer 100, a plurality of the concave platforms 102 are provided with a plurality of through holes 104, and the through holes 104 are uniformly distributed along the length direction of the concave platforms 102, and the through hole 104 communicates with the side groove 103.

Referring to fig. 1 and 2, the mesh reinforcement 2 is placed between the side grooves 103 on both sides, and the ends of the reinforcing bars in the mesh reinforcement 2 are positioned below the through holes 104. The vertical rods 3 are provided with a plurality of vertical rods 3, the plurality of vertical rods 3 are respectively positioned in the through holes 104, one end of each vertical rod 3 passes through the through hole 104 to be in threaded connection with the end part of the steel bar in the steel bar mesh 2, and the other end of each vertical rod 3 is positioned above the bottom surface of the concave platform 102 and below the pavement of the original road base layer 100. The two ends of the cross rod 4 are respectively positioned on the concave platforms 102 on the two sides, one end of the vertical rod 3 far away from the reinforcing mesh 2 penetrates through the end part of the cross rod 4, the two sides of the cross rod 4 are both provided with limiting nuts 5 in threaded connection with the vertical rod 3, and the height of the cross rod 4 can be adjusted by utilizing the limiting nuts 5.

Referring to fig. 3, a composite road base layer 200 is laid in the connection pit 101 and the concave platform 102, the composite road base layer 200 is composed of a plain soil layer 201, a gravel layer 202 and a cement concrete layer 203 from the bottom surface of the connection pit 101 to the top in sequence, the plain soil layer 201 is tamped by tamping equipment after being laid, the top surface of the gravel layer 202 is located below the reinforcing mesh 2, and crushed stone in the gravel layer 202 is formed by crushing waste materials of the original road base layer 100, so that the waste materials can be reused, the environment-friendly effect is achieved, and the crushed stone in the gravel layer 202 can improve the supporting strength of the composite road base layer 200 and prevent the composite road base layer 200 from sinking; the cement concrete layer 203 comprises a first concrete layer 2031 and a second concrete layer 2032, the first concrete layer 2031 is laid above the gravel layer 202, the second concrete layer 2032 is laid above the first concrete layer 2031, the top surface of the second concrete layer 2032 is coplanar with the pavement of the original pavement base 100, the top surface of the first concrete layer 2031 is coplanar with the bottom surface of the concave platform 102, anti-cracking stickers 204 are adhered between both sides of the top surface of the first concrete layer 2031 and the bottom surfaces of the concave platforms 102 on both sides, the length direction of the anti-cracking stickers 204 is consistent with the length direction of the concave platforms 102, the anti-cracking stickers 204 can be used for preventing the crack between the connecting pit 101 and the cement concrete layer 203, in the specific implementation, the first concrete layer 2031 can be laid first, then the anti-cracking stickers 204 are adhered, finally the second concrete layer 2032 is laid, so that an operator can adhere the anti-cracking stickers 204 between the first concrete layer 2031 and the concave platforms 102, the operation is convenient.

The implementation principle of the green modification and upgrading structure of the cement concrete pavement is as follows: the reinforcing mesh 2 can improve the supporting strength of the composite roadbed 100 and prevent the pavement from sinking, and the vertical rods 3 can be used for connecting the reinforcing mesh 2 with the concave platforms 102 on two sides, so that the composite roadbed 200 and the original roadbed 100 can be prevented from cracking, the anti-cracking effect of the concrete pavement can be improved, and the pavement cracking can be reduced. In addition, the cross bar 4 enhances the compression resistance of the composite roadbed layer 200, thereby being beneficial to prolonging the service life of the modified pavement.

The above embodiments are preferred embodiments of the present application, and the protection scope of the present application is not limited by the above embodiments, so: all equivalent changes made according to the structure, shape and principle of the present application shall be covered by the protection scope of the present application.

Claims

1. The utility model provides a green transformation upgrading structure of cement concrete pavement, includes former road bed (100), its characterized in that: seted up connection hole (101) on original road bed (100), concave station (102) have been seted up to the both sides of connection hole (101) opening part, limit groove (103) have been seted up to the lateral wall of connection hole (101) both sides, the bottom surface of concave station (102) seted up with perforation (104) of limit groove (103) intercommunication, a plurality of has been seted up in perforation (104), and follows the length direction evenly distributed of limit groove (103) is provided with reinforcing bar net (2) between limit groove (103) of both sides, be provided with montant (3) in perforation (104), the one end of montant (3) with reinforcing bar threaded connection in reinforcing bar net (2), connection hole (101) with be provided with composite road bed (200) in concave station (102).

2. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 1, wherein: the composite road base layer (200) is sequentially provided with a plain soil layer (201), a gravel layer (202) and a cement concrete layer (203) from the bottom surface of the connecting pit (101) to the top.

3. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 2, wherein: an anti-cracking paste (204) is arranged between the bottom surface of the concave table (102) and the cement concrete layer (203).

4. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 3, wherein: the cement concrete layer (203) is composed of a first concrete layer (2031) and a second concrete layer (2032) which are sequentially arranged from top to bottom on the gravel layer (202), the top surface of the first concrete layer (2031) is coplanar with the bottom surface of the concave table (102), and the anti-cracking paste (204) is arranged between the top surface of the first concrete layer (2031) and the bottom surface of the concave table (102).

5. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 2, wherein: the reinforcing mesh (2) is positioned in the cement concrete layer (203).

6. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 2, wherein: the gravel in the gravel layer (202) is crushed from the waste material of the primary roadbed (100).

7. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 6, wherein: and a cross rod (4) is connected between the vertical rods (3) at the two sides.

8. The green reconstruction and upgrade structure for cement concrete pavements as claimed in claim 7, wherein: the one end that montant (3) kept away from reinforcing bar net (2) passes horizontal pole (4), the both sides of horizontal pole (4) all be provided with montant (3) threaded connection's stop nut (5).