CN216193743U - Low-strength thick plate cement pavement - Google Patents
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- CN216193743U CN216193743U CN202122660259.7U CN202122660259U CN216193743U CN 216193743 U CN216193743 U CN 216193743U CN 202122660259 U CN202122660259 U CN 202122660259U CN 216193743 U CN216193743 U CN 216193743U
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Abstract
The utility model provides a low-strength thick plate cement pavement, the thickness of a pavement slab of the low-strength thick plate cement pavement is determined according to the anti-brittle fracture requirement data, the thickness of the pavement slab is determined according to the anti-brittle fracture requirement data, the pavement slab is laid on a pavement base, the pavement slab comprises a stabilized aggregate base layer, a cement concrete surface layer and a surface wear-resistant layer, and the pavement base, the stabilized aggregate base layer, the cement concrete surface layer and the surface wear-resistant layer are laid in sequence. The unconfined compressive strength of the pavement cement concrete of the low-strength thick plate cement pavement is totally lower than the lowest value of 30MPa required by JTG D40-2011 of design specifications of highway cement concrete pavements, and the low-strength thick plate cement pavement has low manufacturing cost and long service life.
Description
Technical Field
The utility model belongs to the technical field of design and laying of highway cement pavements, and particularly relates to a low-strength thick plate cement pavement.
Background
Asphalt pavement is a kind of pavement which is made up by mixing mineral material with asphalt material, and the asphalt binder can raise the ability of paving granules to resist running and damage of natural factors to pavement, and can make the pavement smooth, dustless, impervious and durable, so that it is a high-grade pavement which is most extensively used in road construction.
Chinese patent publication No. CN109487655A discloses a construction method of a road asphalt pavement, belonging to the field of municipal road construction, and the technical scheme key points comprise the following steps: s1, construction preparation, and preparation of an asphalt mixture; s2, measuring and lofting, and marking a control datum line for guiding the paving thickness of the asphalt mixture and the running trend and the elevation of the paver; s3, paving and leveling, namely filling the blind ditch broken stones on the road surface base layer, covering the water-permeable geotextile in time, paving a sand cushion layer on the water-permeable geotextile, paving the asphalt mixture on the sand cushion layer, leveling to form an asphalt pavement layer, and paving a waterproof coating on the asphalt pavement layer; s4, rolling, namely performing primary pressing, secondary pressing and final pressing; and S5, processing joints, vertically cutting the construction joints of the asphalt pavement layer according to a lofting line, and milling the lower part of the asphalt pavement layer to form an inclined plane.
The manufacturing cost of the prior highway asphalt pavement is generally 500 yuan/m2Therefore, in order to reduce the manufacturing cost and improve the quality of the pavement, a road construction researcher invests much effort to research the highway constructed by adopting the thin-layer asphalt mixture overlay technology, the thin-layer asphalt mixture overlay is an economic and reasonable pavement structure form, and the thin-layer asphalt mixture overlay is applied to the highway maintenance project, so that the damage deterioration of the pavement and the bridge deck can be effectively prevented, the flatness of the pavement and the bridge deck is improved, the anti-skid performance is recovered, and the pavement has a certain reinforcing effect.
At present, more than 90% of high-grade highways in China are asphalt pavements, but the asphalt pavements have high construction cost, short service life, more diseases and high maintenance cost; meanwhile, asphalt is a fossil resource, and along with the increasingly reduced world petroleum resources, the asphalt is more expensive and will be exhausted after 30 to 50 years, so that the development of cement pavements has practical significance and long-term significance. In addition, the structure of the asphalt pavement is substantially different from that of the cement pavement, and the cement pavement is extremely difficult to construct according to the asphalt pavement construction rules, so that the cement pavement construction has been slow in development.
The design specification JTG D40-2011 (hereinafter referred to as the specification) of the highway cement concrete pavement is the specification for guiding the design and construction of the highway cement concrete pavement, and the specification JTG D40-2011 specifies that: the thickness of the cement pavement is determined by the flexural fatigue resistance caused by the coupling of load bending tensile stress and temperature buckling stress, and during calculation, the maximum value (or the value close to the maximum value) of the flexural strength of the cement concrete is selected firstly, and then the thickness is calculated, so that the cement pavement belongs to a high-strength thin plate structure. The high-strength thin plate structure of the existing highway cement concrete utilizes an elastic foundation thin plate theory, and the cement pavement is generally short-lived nationwide due to the fact that the elastic foundation thin plate theory is contrary to the characteristics of cement concrete materials and is short and long.
Therefore, the technical problems of the design and the laying of the conventional road surface are urgently needed to be solved.
SUMMERY OF THE UTILITY MODEL
Based on the problems in the prior art, the utility model provides a low-strength thick plate cement pavement, which not only solves the technical problems in the prior art, but also ensures that the unconfined compressive strength of pavement cement concrete is all lower than the minimum value of 30MPa specified by JTG D40-2011 of design specifications of highway cement concrete pavements, and has low manufacturing cost and long service life.
According to the technical scheme of the utility model, the low-strength thick plate cement pavement comprises a pavement slab, wherein the pavement slab is laid on a soil roadbed, the pavement slab comprises a stabilized aggregate base layer, a cement concrete surface layer and a surface wear-resistant layer, and the pavement slab, the stabilized aggregate base layer, the cement concrete surface layer and the surface wear-resistant layer are sequentially laid.
Wherein the sum of the thickness of the stabilized aggregate base layer, the thickness of the cement concrete surface layer and the thickness of the surface wear-resistant layer is equal to the thickness of the pavement slab.
Preferably, the width of the road slab is 3-4.5 m, and the transverse seam between the road slabs is 3-5 m. The stable aggregate base layer is a pavement base layer formed by mixing, paving and compacting a binding material and gravel or other aggregates.
Further, the low-strength thick plate cement pavement comprises an asphalt concrete layer, and the pavement slab is sequentially paved with a pavement base, a stabilized aggregate base layer, the asphalt concrete layer, a cement concrete surface layer and a surface wear-resistant layer.
Preferably, the binder in the stabilized granular substrate is cement, or a mixture of lime and fly ash, or a mixture of lime, cement, fly ash. .
The cement pavement of the low-strength thick plate has low manufacturing cost and long service life, and the unconfined compressive strength of the pavement cement concrete of the cement pavement of the low-strength thick plate is all lower than 30MPa and lower than the lowest value required by JTG D40-2011 of design specifications of cement concrete pavements of roads.
Drawings
FIG. 1 is a first schematic construction of a low strength slab cement pavement according to the present invention;
FIG. 2 is a second schematic representation of a low strength slab cement pavement according to the present invention;
FIG. 3 is a schematic diagram of the comparison of the calculated values and the fitting of the calculated values to the measured data of the test road based on the thick plate theory according to the present invention;
FIG. 4 is a graph showing the relationship between the thickness of a cement pavement slab and the brittle fracture resistance.
The names of the components indicated by reference numerals in the drawings are as follows: stabilizing the pellet base layer 1; an asphalt concrete surface layer 2; a cement concrete surface layer 3; a surface wear layer 4.
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, not all embodiments. All other embodiments obtained by a person skilled in the art based on the embodiments in the patent of the utility model without any inventive work belong to the protection scope of the patent of the utility model.
The utility model provides a low-strength thick plate cement pavement, the thickness of a pavement slab is determined according to the brittle fracture resistance requirement data, the pavement slab is laid on a roadbed, the pavement slab comprises a stabilized aggregate base layer 1, a cement concrete surface layer 3 and a surface wear-resistant layer 4, and the pavement slab, the stabilized aggregate base layer 1, the cement concrete surface layer 3 and the surface wear-resistant layer 4 are sequentially laid. The sum of the thickness of the stabilized aggregate base layer 1, the thickness of the cement concrete top layer 3 and the thickness of the surface wear layer 4 is equal to the thickness of the pavement slab. The width of the road slab is preferably 3-4.5 m, and the transverse seam between the road slabs is 3-5 m, as shown in figure 1. The cement concrete surface course is preferably a low-grade (C15-C29) cement concrete surface course, and the low-grade concrete surface course does not allow layered construction. The stabilized aggregate base layer 1 may also be selected from stabilized aggregates and asphalt concrete damping layers.
Wherein, the stable granule base layer is a pavement base layer formed by mixing, paving and compacting a binding material and gravel or other granules; the binder is cement or lime and fly ash or a mixture of the lime, the cement and the fly ash. Among the stabilized granular substrates are various granules (mineral aggregates) stabilized with cement, having a particle size of from 9 mm to 40 mm, preferably from 20 mm to 30 mm, and selected mainly from gravel, crushed stone, etc. The mineral aggregate gradation was defined in "semi-rigid base layer construction technical rules" issued by the department of transportation. The cement consumption accounts for 2% -7% of the total mass; preferably from 2.5% to 6.5%, most preferably from 3% to 5%.
In embodiments of the utility model, the amount of cement in the cement stabilising aggregate is preferably from 3% to 4.5%, typically not more than 5%. The cement concrete surface layer (pavement slab) concrete uses C15-C29 low-grade concrete, and the strength is lower than C30 required by road cement concrete pavement design specification JTG D40-2011.
The cement concrete surface course is a pavement which takes cement concrete as a main material to make the surface course; the cement concrete surface layer adopts a plain concrete pavement layer or a continuous reinforced concrete pavement layer. The existing reinforced concrete pavement layer or prestressed concrete pavement layer does not belong to the low-strength thick plate cement pavement of the utility model, and does not have the characteristics of the low-strength thick plate cement pavement.
The plain concrete pavement layer is a pavement structure which is formed by pouring plain concrete or concrete with a small amount of reinforcements only at the edges and corners of the pavement. Setting a shrinkage crack on the plain concrete surface layer every 5-6 meters along the longitudinal direction to meet the requirement of shrinkage crack in winter; setting expansion joints every 200-4000 meters to prevent thermal expansion in summer and avoid buckling and fracturing of plates or crushing of concrete at the joint edges; in an embodiment of the utility model, the expansion joint spacing is not less than 200 meters. And arranging longitudinal seams every 3-4.5 meters along the transverse direction. The longitudinal and transverse seams are generally made to be vertically crossed, and the transverse seams can also be made to be crossed with the longitudinal seams to form an oblique angle of 70-80 degrees and arranged in sequence at unequal intervals of 4 meters, 4.5 meters, 5 meters, 5.5 meters and 6 meters. The expansion joint gap is 1.8-2.5 cm wide, in order to prevent water seepage, the upper part of the expansion joint is filled with joint filling materials in the depth of 5-6 cm, and the lower part of the expansion joint is provided with a cork filler strip soaked by asphalt. In order to transfer load, a steel dowel bar is arranged at the center of the thickness of the concrete plate, the diameter of the bar is 20-32 mm, the length of the bar is 40-60 cm, and the distance between the bars is 30 cm. The half section of the rod is coated with asphalt and sleeved with a sleeve, and the bottom of the sleeve is filled with materials such as wood chips and the like. If the dowel bar is not arranged, a bolster can be arranged under the concrete plate. The contraction joint is generally made into a pseudo joint form of 1/3 with the depth of the crack being 4-6 cm, the depth of the crack being the thickness of the cement concrete surface layer, the upper part is also filled with joint filling materials, and a dowel bar can not be arranged. But on the weak road bed or the road section with heavy traffic and two or three contraction joints adjacent to the expansion joint with long distance, a dowel bar is also arranged. The longitudinal seam can be made into a false seam, a flat seam or a tongue-and-groove seam, and the upper part is also filled with seam filling materials. In order to prevent the plate from sliding towards two sides, a steel pull rod can be arranged in the center of the plate thickness, the diameter of the rod is 14-20 mm, the length of the rod is 40-60 cm, and the distance between the rods is 80-100 cm. Preferably, the plain concrete surface layer is made into an equal-thickness section, the thickness of the low-strength thick plate cement pavement is 1.2-2.2 times of the calculated value of JTG D40-2011 of the design specification of the highway cement concrete pavement, and the thickness is about 30-80 cm. Furthermore, edge reinforcing steel bars and corner reinforcing steel bars can be arranged for reinforcement, or the plate is made into a thick-edge type section, the thickness of the plate is gradually increased from a position 1 m close to the road shoulder until the thickness of the plate edge is 25 percent larger than the thickness of the middle part. On the expressway and the first-class highway, the cross section can be made into a trapezoidal section which is gradually thickened from the inner side to the outer side edge. The plain concrete surface layer is made into a single-layer type.
The continuous reinforced concrete pavement layer is formed by arranging a large number of reinforcing bars in the concrete pavement slab, the reinforcing bar rate reaches 0.6-1.0%, the diameter of longitudinal bars is 12-16 mm, the distance between longitudinal bars is 7.5-20 cm, and transverse seams can be continuously penetrated through. The diameter of the transverse rib is 6-9 mm. The distance is 40-120 cm. The reinforcing steel bar is arranged at a position slightly higher than the center of the thickness of the continuous reinforced concrete surface course and is at least 6-7 cm away from the surface of the continuous reinforced concrete surface course.
The surface wear-resistant layer used by the utility model adopts cement concrete or polymer mortar with unconfined compressive strength of more than 30 MPa. The construction method of the surface wear-resistant layer comprises the following steps: a. the surface wear-resistant layer is formed by paving 80-100 parts by weight of fine aggregate, 5-7 parts by weight of epoxy cementing material, 14-20 parts by weight of cement and 10-12 parts by weight of epoxy cementing material; the fine aggregate is basalt aggregate with the particle size of 5mm-8 mm; b. polishing the cement concrete surface layer, cleaning mud ash, oil stain and laitance of the cement concrete surface layer, repairing local parts and cleaning a road surface; c. preparing various raw materials according to the proportion of the surface wear-resistant layer, mixing epoxy cement, cement and additives into epoxy cement glue on site by adopting a synchronous chip sealer, then synchronously spraying the epoxy cement glue, the cement glue and fine aggregates onto a cement concrete surface layer to form an epoxy anti-skid thin layer, and rolling for 2-4 times by adopting a rubber-wheel roller; d. after the epoxy anti-skid layer is solidified, an asphalt distributor is adopted to spray the epoxy cementing material as a stabilizing agent onto the epoxy anti-skid thin layer, and then the surface wear-resistant layer is formed.
When the surface wear-resistant layer is made of high-grade concrete, the surface wear-resistant layer and the lower low-grade concrete are poured simultaneously (before final setting) in order to ensure that the surface wear-resistant layer is well combined with the lower low-grade concrete; when polymer concrete or polymer mortar is selected, the wear-resistant layer must be well combined with the low-grade concrete below the wear-resistant layer.
Preferably, the surface wear-resistant layer of the utility model is selected from cement concrete, asphalt concrete or polymer concrete and polymer mortar with unconfined compressive strength of more than 30 MPa.
As shown in fig. 2, there is shown a further embodiment in which the pavement slab in the low strength slab cement pavement comprises a stabilized aggregate base layer 1, an asphalt concrete layer 2, a cement concrete face layer 3 and a surface wear layer 4, which are laid in this order of a soil base, a stabilized aggregate base layer 1, an asphalt concrete layer 2, a cement concrete face layer 3 and a surface wear layer 4. The sum of the thickness of the stabilized aggregate base layer 1, the thickness of the asphalt concrete layer 2, the thickness of the cement concrete surface layer 3 and the thickness of the surface wear layer 4 is equal to the thickness of the pavement slab. In the embodiment shown in fig. 1 and the embodiment shown in fig. 2, concrete or polymer mortar with the thickness of 3 cm-8 cm and the strength greater than C30 is used as the surface wear-resistant layer.
The thickness of the pavement slab is determined according to the brittle fracture resistance requirement data, the specific method is that the result is multiplied by 1.2-2.2 according to the formula calculation result of JTG D40-2011 of the design specification of the cement concrete pavement of the highway, the specific coefficient is determined according to the proportion of the trucks in the traffic flow, when the proportion of the trucks is less than 10%, the coefficient is 1.2, when the proportion of the trucks is more than 50, the coefficient is 2.2, and when the proportion of the trucks is between 10% and 50%, interpolation is carried out. The stress checking calculation of the cement concrete pavement slab is calculated according to the following formula (1):
σps＝K×10-3r0.7hc -2Ps 0.94π-1(D/2+hc·tgθ)-2 (1)
where K is a constant related to the rebound deflection value of the substrate surface, theta is the spread angle, and sigmapsIs the bending tensile stress of the plate bottom load, r is the relative rigidity radius, hcIs the thickness of the pavement slab, PsAnd D is a calculation parameter. Preferably, the thickness of the road slab is determined by multiplying the calculation result of formula JTG D40-2011 of the design specification of the road cement concrete pavement by 1.2-2.2, and the specific coefficient is determined according to the proportion of the traffic load truck.
Compared with the prior art that the high-strength thin plate cement road surface is determined according to the thin plate theory of road cement concrete road surface design specification JTG D40-2011, the low-strength thick plate cement road surface using the thickness of the road surface plate determined according to the formula (1) has the following technical effects, for example, the unconfined compressive strength of the road cement concrete of the low-strength thick plate cement road surface of the utility model is all lower than 30MPa and lower than the minimum value required by road cement concrete road surface design specification JTG D40-2011, the road cement concrete flexural strength of the low-strength thick plate cement road surface of the utility model is different from the road cement concrete road surface design specification JTG D40-2011, and the comparison table is shown as follows:
according to the above table, the requirement for the flexural strength of the low-strength thick plate cement pavement is low, which is different from the JTG D40-2011 standard for designing road cement concrete pavements in the prior art. The low-strength thick plate cement pavement has the bending strength of 2.0MPa <5.40MPa in extreme heavy, extra heavy and heavy traffic, the bending strength of 2.0MPa <4.5MPa in medium traffic and the bending strength of 2.0MPa <4.0MPa in light traffic, which are far lower than the bending strength of 5.0MPa in extreme heavy, extra heavy and heavy traffic required by JTG D40-2011 in Highway cement concrete pavement design specification, the bending strength of more than 4.5MPa in medium traffic and the bending strength of more than 4.0MPa in light traffic.
The experiment shows that the unconfined compressive strength of the pavement cement concrete of the low-strength thick plate cement pavement is lower than 30 MPa. And is all lower than the lowest value required by JTG D40-2011 of design specification of cement concrete pavement for roads, and is 20MPa to 29 MPa.
In addition, the cost of the asphalt pavement of the highway is generally 500 yuan/m at present2As mentioned above, if the low-strength thick plate cement pavement of the utility model with the thickness of 60cm is used instead, the manufacturing cost exceeds 300 yuan/m2570 ten thousand yuan can be saved per kilometer, and the service life of the asphalt pavement is more than 10 times that of the asphalt pavement.
Specifically, the method for designing the thickness of the cement pavement by taking the bending resistance (bending fatigue resistance) as an index in the design specification JTG D40-2011 of the highway cement concrete pavement is abandoned, and the thickness of the cement pavement is designed by adopting the anti-brittle fracture index from the brittle fatigue which is the root cause of the damage of the cement pavement. The calculation value of the load bending tensile stress in the calculation formula of the thick plate stress of the low-strength thick plate cement pavement is a 4-order function of the thickness of the pavement plate, and the attenuation speed of the load bending tensile stress along with the thickness of the pavement plate is greater than a quadratic function of a formula in Highway cement concrete pavement design specification JTG D40-2011.
The design specification JTG D40-2011 of the highway cement concrete pavement specifies that the ratio of the thickness to the side length of the pavement slab is less than 1/5, namely, the pavement slab is a thin slab; the low-strength thick plate cement pavement is determined by utilizing the ratio of the thickness of the cement pavement to the diameter or side length of the load stress distribution range, so that the method is different from the prior art for determining the thickness of the pavement.
FIG. 3 is a schematic diagram of the comparison of the calculated values and the fitting of the calculated values to the measured data of the test road based on the thick plate theory according to the present invention; it can be seen from fig. 3 that the low-strength thick plate cement pavement of the present invention better fits the experimental data actually measured.
The low-strength thick plate cement pavement has low requirement on the strength of cement concrete, so the cement consumption is low, the construction cost can be reduced, the low-strength thick plate cement pavement is required to be constructed on a stable roadbed, at least one layer of stable aggregate base layer with the thickness of not less than 18cm is arranged on the low-strength thick plate cement pavement, and an asphalt concrete waterproof damping layer with the thickness of not less than 2cm is preferably arranged between the low-strength thick plate cement pavement slab and the base layer. Compared with a cement pavement designed according to the design specification JTG D40-2011 of the highway cement concrete pavement, the thickness of the low-strength thick plate cement pavement is about 1.2-2.2 times of the calculated value of the design specification JTG D40-2011 of the highway cement concrete pavement; the service life of the cement pavement of the low-strength thick plate cement pavement is 5-10 times of that of the cement pavement of road cement concrete pavement design specification JTG D40-2011.
The data table of the hammering test of the cement concrete test piece of the low-strength thick plate cement pavement is as follows:
| specimen height h (cm) | 5 | 10 | 15 | 20 |
| Number of |
4 | 90 | 220 | 402 |
| Thickness h2 | 25 | 100 | 225 | 400 |
As can be seen from the cement concrete test piece hammering test data table and the relationship graph between the thickness of the cement pavement slab and the brittle fracture resistance shown in FIG. 4, the hammering resistance times of the cement concrete test piece are in direct proportion to the square of the thickness of the test piece, and the relationship between the thickness of the low-strength thick plate cement pavement and the brittle fracture resistance is further verified.
The low-strength thick plate cement pavement disclosed by the utility model is particularly applied to the following experimental road sections, and has the technical effects obviously superior to those of the prior art:
example 1, national road 107 line K376+ 000-K379 +000 up extreme heavy traffic, concrete unconfined compressive strength 25MPa, flexural strength 3.5MPa, thickness 45 cm.
Example 2 medium traffic from the chen (chenchen stage) and (shun) road K51+ 000-K54 +000, concrete unconfined compressive strength 22MPa, flexural strength 2.8MPa, thickness 30 cm.
Example 3 An (Anguo) New (New river) road K76+ 000-K79 +000 light traffic, cement concrete unconfined compressive strength 2.0MPa, flexural strength 2.0MPa, thickness 28 cm.
In summary, the above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. The low-strength thick-plate cement pavement is characterized by comprising a pavement slab, wherein the pavement slab is laid on a pavement base, the pavement slab comprises a stabilized aggregate base layer (1), a cement concrete surface layer (3) and a surface wear-resistant layer (4), and the pavement base, the stabilized aggregate base layer (1), the cement concrete surface layer (3) and the surface wear-resistant layer (4) are sequentially laid.
2. The low strength slab cement pavement according to claim 1, wherein the sum of the thickness of the stabilized aggregate base layer (1), the thickness of the cement concrete top layer (3) and the thickness of the surface wear layer (4) is equal to the thickness of the pavement slab.
3. The low-strength thick-plate cement pavement as claimed in claim 2, wherein the width of said pavement slab is 3-4.5 m, and the transverse seam between pavement slabs is 3-5 m.
4. The low-strength slab cement pavement according to claim 2, further comprising an asphalt concrete layer (2), wherein the pavement slab is sequentially laid in the order of a roadbed, a stabilized aggregate base layer (1), the asphalt concrete layer (2), a cement concrete surface layer (3) and a surface wear layer (4).
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