CN216074573U

CN216074573U - Anti-crack roadbed and pavement structure

Info

Publication number: CN216074573U
Application number: CN202122093286.0U
Authority: CN
Inventors: 赵碧波; 孙炎
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-08-31
Filing date: 2021-08-31
Publication date: 2022-03-18
Anticipated expiration: 2031-08-31

Abstract

The utility model discloses an anti-cracking roadbed pavement structure which comprises at least one pair of retaining walls, wherein a roadbed, a stabilizing layer, a waterproof layer, an asphalt bottom layer and an asphalt surface layer are sequentially arranged between the retaining walls from bottom to top; a cavity is arranged between the stabilizing layer and the waterproof layer, and an anti-seismic structure is connected in the cavity through a reinforcing rib; the anti-seismic structure comprises an upper stress bearing plate and a lower stress bearing plate which are wavy, a plurality of elastic columnar tubes are arranged between the upper stress bearing plate and the lower stress bearing plate, and a buffer spring is connected between each elastic columnar tube; the inboard integrated into one piece of barricade has the arch, bellied one end extends to in the upper and lower stress bearing board and be connected with elasticity column pipe. The problem of among the current road structure because not set up corresponding antidetonation structure, lead to the road surface in rolling for a long time of wheel, the condition of fracture still appears easily, seriously influences road structure's life is solved.

Description

Anti-crack roadbed and pavement structure

Technical Field

The utility model relates to the technical field of road construction, in particular to an anti-crack roadbed and pavement structure.

Background

Asphalt pavement refers to various types of pavement that are made by incorporating into mineral materials a road asphalt material. The asphalt binder improves the capability of the paving aggregate to resist damage of traveling vehicles and natural factors to the pavement, and enables the pavement to be smooth, less in dust, impermeable and durable. Therefore, asphalt pavement is a high-grade pavement which is most widely adopted in road construction;

the utility model CN212533589U proposes 'an anti-crack roadbed pavement structure', the pavement structure has the advantages of design modularization, convenient construction, environmental protection, good water stability, low cost, strong high-temperature rutting resistance, high bearing capacity and the like, can effectively prevent the generation of pavement cracks, permanent deformation and other diseases, greatly prolongs the service life of the engineering, and is suitable for various grades of highways, urban roads, sports grounds, runways and other engineering;

therefore, the anti-crack roadbed pavement structure is provided.

SUMMERY OF THE UTILITY MODEL

The utility model provides an anti-crack roadbed and pavement structure for solving the technical problems.

In order to achieve the purpose, the utility model provides the following technical scheme:

an anti-cracking roadbed pavement structure comprises at least a pair of retaining walls, wherein a roadbed, a stabilizing layer, a waterproof layer, an asphalt bottom layer and an asphalt surface layer are sequentially arranged between the retaining walls from bottom to top; a cavity is arranged between the stabilizing layer and the waterproof layer, and an anti-seismic structure is connected in the cavity through a reinforcing rib; the anti-seismic structure comprises an upper stress bearing plate and a lower stress bearing plate which are wavy, a plurality of elastic columnar tubes are arranged between the upper stress bearing plate and the lower stress bearing plate, and a buffer spring is connected between each elastic columnar tube; the inboard integrated into one piece of barricade has the arch, bellied one end extends to in the upper and lower stress bearing board and be connected with elasticity column pipe.

In the device, through setting up the antidetonation structure, can effectively strengthen the antidetonation effect on road surface, avoid the long-time in-process that rolls of vehicle, the road surface is because the antidetonation effect is relatively poor to the condition of fracture appears, very big improvement the life on road surface.

Preferably, the two sides of the elastic columnar pipe are both connected with arc-shaped connecting blocks, and the connecting blocks are connected with buffer springs.

Through setting up curved connecting block, laminating that can be better is at the outer peripheral face of elasticity column pipe, and sets up buffer spring on the connecting block, strengthens its shock-resistant structure's buffering effect.

Preferably, a cavity is formed in the bulge through a partition plate, a limiting plate is arranged on one side, far away from the partition plate, in the cavity, and a rod body integrally formed on the limiting plate penetrates through the partition plate and is connected to the elastic columnar tube; and a tension spring is connected between the partition plate and the limiting plate.

When upper and lower stress loading board received pressure to take place deformation, can extrude elasticity column pipe, extrudees buffer spring between the elasticity column pipe, alleviates pressure, and two elasticity column pipes in the outside then extrude the body of rod, drive the limiting plate through the body of rod and remove in the cavity to through the extension spring, further buffer pressure, thereby reach the antidetonation effect.

Preferably, the stabilizing layer comprises a soil layer, a gravel layer and a cement layer which are laid above the roadbed; and one surface of the cement layer facing the anti-seismic structure is provided with a first wave placing groove.

Through setting up wave standing groove one, make things convenient for better and laminate with the lower terminal surface of upper and lower stress loading board.

Preferably, a limestone fine aggregate layer is filled in a gap between the upper stress bearing plate and the lower stress bearing plate and between the stabilizing layer and the waterproof layer.

Through having set up the lime stone aggregate layer, strengthened the leakproofness of cavity.

Preferably, the thickness of the asphalt base layer is 3-4cm, and the thickness of the asphalt surface layer is 5-7 cm.

Preferably, one surface of the waterproof layer facing the anti-seismic mechanism is provided with a second wave holding groove.

Through setting up wave standing groove two for the waterproof layer can be better laminate with the up end of upper and lower stress loading board, and the waterproof layer adopts the fine polyester crack control cloth of glass, and the fine polyester crack control cloth of glass is the mixture of glass fibre and polyester, and it has glass fibre's intensity and polyester fiber's pliability, good waterproof nature, heat-resisting and corrosion resistance, and the waterproof layer hinders water when to the inside infiltration of road structure, has effectively prolonged road structure's life.

Compared with the prior art, the utility model has the following beneficial effects:

1. compared with the prior art, the anti-seismic structure has better anti-seismic performance, the vertical downward pressure can be effectively relieved through the upper and lower stress bearing plates in the anti-seismic structure, the vertical downward pressure is transversely transferred through the cooperation of the elastic columnar pipes, the buffer springs and the tension springs, the transmission of the pressure is slowed down, and the impact force on the roadbed and the stable layer is reduced, so that the cracking condition is avoided, the overall structural stability of the road is enhanced, and the service life of the road is prolonged.

Drawings

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

FIG. 2 is a schematic view of the seismic structure of the present invention;

FIG. 3 is a schematic view of a structure of a stabilizer layer according to the present invention;

FIG. 4 is an enlarged view of the utility model at A in FIG. 2.

In the figure: 1. retaining walls; 11. a protrusion; 12. a cavity; 13. a partition plate; 14. a tension spring; 2. a roadbed; 3. a stabilizing layer; 31. a grey soil layer; 32. a crushed stone layer; 33. a cement layer; 4. an earthquake-resistant structure; 41. upper and lower stress bearing plates; 42. an elastic columnar tube; 43. connecting blocks; 431. a limiting plate; 44. a buffer spring; 5. a waterproof layer; 6. an asphalt bottom layer; 7. and (5) an asphalt surface layer.

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.

Example one

Referring to fig. 1-4, an anti-crack roadbed pavement structure comprises at least a pair of retaining walls 1, wherein a roadbed 2, a stabilizing layer 3, a waterproof layer 5, an asphalt bottom layer 6 and an asphalt surface layer 7 are sequentially arranged between the retaining walls 1 from bottom to top; a cavity is arranged between the stabilizing layer 3 and the waterproof layer 5, and an anti-seismic structure 4 is connected in the cavity through a reinforcing rib; the anti-seismic structure 4 comprises an upper and a lower wavy stress bearing plates 41, a plurality of elastic columnar tubes 42 are arranged between the upper and the lower stress bearing plates 41, and a buffer spring 44 is connected between each elastic columnar tube 42; the inner side of the retaining wall 1 is integrally formed with a protrusion 11, and one end of the protrusion 11 extends into the upper and lower stress bearing plates 41 and is connected with an elastic cylindrical tube 42.

When a vehicle runs on the road surface, the upper stress bearing plate 41 and the lower stress bearing plate 41 are stressed and deformed to extrude the elastic columnar pipes 42, so that the elastic columnar pipes are deformed, when the elastic columnar pipes are deformed, vertical downward pressure is transversely transferred between every two columnar pipes through the buffer springs 44, the two elastic columnar pipes 42 on the outermost sides push the limiting plates 431 to move to one side far away from the partition plate 13 through the rod bodies on the limiting plates 431, and the tension springs 14 are arranged between the limiting plates 431 and the partition plate 13, so that the damping effect is generally achieved; therefore, the vertical pressure can be effectively weakened by buffering layer by layer, so that the stable layer 3 and the roadbed 2 are prevented from being stressed; effectively improves the crack resistance of the pavement structure.

Preferably, the two sides of the elastic cylindrical tube 42 are both connected with arc-shaped connecting blocks 43, and the connecting blocks 43 are connected with buffer springs 44.

Through setting up curved connecting block 43, laminating that can be better is at the outer peripheral face of elasticity column pipe 42, and sets up buffer spring 44 on connecting block 43, strengthens its shock-absorbing structure 4's buffering effect.

Preferably, a cavity 12 is formed in the bulge 11 through a partition plate 13, a limit plate 431 is arranged on one side of the cavity 12 far away from the partition plate 13, and a rod body integrally formed on the limit plate 431 penetrates through the partition plate 13 and is connected to the elastic columnar tube 42; a tension spring 14 is connected between the partition plate 13 and the limit plate 431.

When the upper and lower stress bearing plates 41 are deformed under pressure, the elastic cylindrical tubes 42 are extruded, the buffer springs 44 are extruded between the elastic cylindrical tubes 42 to relieve the pressure, and the two elastic cylindrical tubes 42 at the outermost sides extrude the rod body to drive the limiting plate 431 to move in the cavity 12 through the rod body, and further buffer pressure is achieved through the tension springs 14 to achieve the anti-seismic effect.

Preferably, the stabilization layer 3 comprises a soil layer 31, a gravel layer 32 and a cement layer 33 laid on the roadbed 2; and one side of the cement layer 33 facing the anti-seismic structure 4 is provided with a first wave holding groove.

Through setting up wave standing groove one, make things convenient for better laminating with the lower terminal surface of upper and lower stress loading board 41.

Preferably, a limestone fine aggregate layer is filled in the gap between the upper and lower stress bearing plates 41 and the stabilizing layer 3 and the waterproof layer 5.

By providing a limestone aggregate layer, the tightness of the cavity 12 is enhanced.

Preferably, the thickness of the asphalt base layer 6 is 3-4cm, and the thickness of the asphalt surface layer 7 is 5-7 cm.

Preferably, one surface of the waterproof layer 5 facing the anti-seismic mechanism is provided with a second wave holding groove.

Through setting up wave standing groove two for waterproof layer 5 can be better laminate with the up end of upper and lower stress bearing board 41, and waterproof layer 5 adopts the fine polyester crack control cloth of glass, and the fine polyester crack control cloth of glass is the mixture of glass fibre and polyester, and it has glass fibre's intensity and polyester fiber's pliability, good waterproof nature, heat-resisting and corrosion resistance, when waterproof layer 5 hinders water to the inside infiltration of road structure, has effectively prolonged road structure's life.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the utility model, the scope of which is defined in the appended claims and their equivalents.

Claims

1. The utility model provides a crack resistant road bed road surface structure which characterized in that: the road surface asphalt pavement structure comprises at least one pair of retaining walls, wherein a roadbed, a stabilizing layer, a waterproof layer, an asphalt bottom layer and an asphalt surface layer are sequentially arranged between the retaining walls from bottom to top; a cavity is arranged between the stabilizing layer and the waterproof layer, and an anti-seismic structure is connected in the cavity through a reinforcing rib; the anti-seismic structure comprises an upper stress bearing plate and a lower stress bearing plate which are wavy, a plurality of elastic columnar tubes are arranged between the upper stress bearing plate and the lower stress bearing plate, and a buffer spring is connected between each elastic columnar tube; the inboard integrated into one piece of barricade has the arch, bellied one end extends to in the upper and lower stress bearing board and be connected with elasticity column pipe.

2. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: the both sides of elasticity column pipe all are connected with curved connecting block, be connected with buffer spring on the connecting block.

3. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: a cavity is formed in the bulge through a partition plate, a limiting plate is arranged on one side, far away from the partition plate, in the cavity, and a rod body integrally formed on the limiting plate penetrates through the partition plate and is connected to the elastic columnar tube; and a tension spring is connected between the partition plate and the limiting plate.

4. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: the stabilizing layer comprises a soil layer, a gravel layer and a cement layer which are paved above the roadbed; and one surface of the cement layer facing the anti-seismic structure is provided with a first wave placing groove.

5. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: and a limestone fine aggregate layer is filled in the gap between the upper and lower stress bearing plates and the stabilizing layer and the waterproof layer.

6. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: the thickness of the asphalt bottom layer is 3-4cm, and the thickness of the asphalt surface layer is 5-7 cm.

7. The crack-resistant subgrade pavement structure according to claim 1, characterized in that: and a wave placing groove II is formed in one surface of the waterproof layer, which faces the anti-seismic structure.