CN217460135U - Porous elasticity of low noise tunnel structure of mating formation - Google Patents
Porous elasticity of low noise tunnel structure of mating formation Download PDFInfo
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Abstract
The utility model provides a porous elasticity of low noise tunnel structure of mating formation, including arranging from top to bottom in proper order: the thickness of the porous elastic pavement layer is 2-4 cm; the porous asphalt layer is 4-6 cm thick; the high-modulus stress absorption layer or the modified asphalt macadam seal layer is 1-3 cm thick; the basic unit, the basic unit includes cement concrete basic unit and is located the semi-rigid subbase of cement concrete basic unit below. The utility model provides a porous elasticity of low noise tunnel structure of mating formation, its porous elastic layer and porous pitch layer have excellent damping and sound absorption characteristic, can effectively reduce the tire-road surface noise in the tunnel enclosure space, alleviate the interior noise pollution problem of car. The high-modulus stress absorption layer is located between the porous asphalt layer and the base layer, so that the adaptability of each structural layer is improved, the excellent energy absorption and dissipation effects are achieved, the base layer stress can be effectively diffused, the upward reflection of base layer diseases is slowed down, and the durability of the porous elastic pavement structure is improved.
Description
Technical Field
The utility model relates to a road engineering field especially relates to a porous elasticity of low noise tunnel structure of mating formation.
Background
Noise pollution, especially road traffic noise, seriously affects the physical and mental health and the quality of life of drivers and passengers and surrounding residents. At present, in the research on traffic noise pollution prevention, noise audiences are mostly residents along a road, and research on influence of noise on the main body of the road, namely drivers and passengers, is still less. However, for the road sections with no residents along the part, especially the tunnel road sections, the influence of noise in the tunnel on drivers and passengers is more serious, so that the problem of traffic noise caused by the noise is more inconspicuous.
The inside of the tunnel is in an almost closed environment, and at the same time, the reflection area of the sound wave generated by the tunnel wall is far higher than that outside the tunnel, so that the noise in the tunnel is far higher than that outside the tunnel. For a long tunnel, the noise influence is more serious than that of a common tunnel because the propagation time of the noise in the tunnel is longer, the reverberation time is longer and is not easy to dissipate. Most of the tunnels built in China at present are not subjected to noise reduction treatment. The traffic noise is reflected for many times by the wall surface of the tunnel, the direct sound and the reverberant sound are superposed for many times to generate a larger noise value, so that drivers and passengers in the tunnel and workers feel uncomfortable, and the influence of the noise is more serious for construction maintenance personnel needing to be located in the tunnel for a long time. Meanwhile, the acoustic radiation at the tunnel portal can cause serious noise pollution to residents and animals near the tunnel portal. Not only this, noise also has some influence on the structure of the tunnel itself. The tunnel roof, tunnel walls and tunnel pavement are all damaged to varying degrees by noise.
The tunnel interior noise is mainly generated by a vehicle traveling therein, and this noise is a mixed noise composed of tire noise, engine noise, vehicle body vibration noise, transmission noise, and the like. Related studies have shown that tire-road noise becomes a major component of traffic noise when a vehicle is running at high speed, and therefore, tire-road noise is reduced, that is, a low-noise road is adopted as an effective way for noise control in a tunnel. In the prior art, the tunnel noise reduction by adopting the porous asphalt pavement is one of the noise reduction measures which are commonly used at present, but the porous asphalt pavement can only reduce the traffic noise by about 3dB and can not meet the noise reduction requirement of high noise pollution in the tunnel. Under the circumstances, how to search a tunnel pavement structure capable of solving the high noise pollution in the tunnel is a technical problem which needs to be solved urgently in the field.
SUMMERY OF THE UTILITY MODEL
The utility model provides a technical problem that the road surface among the prior art can't satisfy the interior high noise pollution of tunnel and fall the demand of making an uproar, and then provides a porous elasticity of low noise tunnel structure of mating formation with good noise reduction effect.
The utility model provides a technical scheme that above-mentioned technical problem adopted does:
the utility model provides a porous elasticity of low noise tunnel structure of mating formation, includes from top to bottom arranged in proper order: the thickness of the porous elastic pavement layer is 2-4 cm; the porous asphalt layer is 4-6 cm thick; the high-modulus stress absorption layer or the modified asphalt macadam seal coat is 1-3 cm thick; the base layer comprises a cement concrete base layer and a semi-rigid base layer positioned below the cement concrete base layer.
The high modulus stress absorption layer adopts a sand type dense-graded asphalt mixture layer with the porosity of 3% -5%.
The dynamic modulus of the high-modulus stress absorption layer under the conditions of 45 ℃ and 10Hz is more than or equal to 4000MPa, and the fatigue life under the conditions of 15 ℃ and 10Hz and controlled strain 230 mu epsilon is more than or equal to 100 ten thousand times.
The porous asphalt layer adopts a fine particle type or medium particle type open-graded asphalt mixture layer with the nominal maximum particle size of 13.2mm, 16mm or 19 mm.
The porous asphalt layer is a fine particle type or medium particle type open-graded asphalt mixture layer with the porosity of more than or equal to 18 percent.
The porous elastic pavement layer is a porous elastic layer with the porosity of more than or equal to 20%.
The cement concrete base layer is any one of a common cement concrete layer, a reinforced cement concrete layer, a continuous reinforced cement concrete layer and a steel fiber cement concrete layer.
The thickness of the cement concrete base layer is 20 cm-30 cm.
The semi-rigid subbase layer is an inorganic binder stable rubble layer, and the thickness of the semi-rigid subbase layer is 10-20 cm.
Porous elasticity of low noise tunnel structure of mating formation, the advantage lies in:
porous elasticity structure of mating formation in low noise tunnel, the superficial layer adopts porous elasticity road surface layer, porous elasticity road surface layer has mixed a large amount of rubber granules, has certain damping effect. When the vehicle runs on the porous elastic layer, the impact force generated by the vehicle load is effectively buffered, and the damping effect is favorable for reducing the road noise. The porous elastic layer can improve the noise reduction effect by more than 4dB compared with the porous asphalt layer when the vehicle runs at high speed. Be provided with porous pitch layer in the below of porous elasticity pavement layer, constituted effectual double-deck porous pavement structure when 4 ~ 6 cm's porous pitch layer and 2 ~ 4 cm's the porous elasticity pavement layer in surface jointly use, greatly increased the sound absorption space, showing the performance of making an uproar that falls that has promoted whole pavement structure. Meanwhile, the porosity of the porous elastic pavement layer reaches 20%, the porosity of the conventional porous asphalt layer is more than 18%, and the layer structure with high porosity is further favorable for improving the sound absorption performance of the pavement and is also favorable for reducing noise of the pavement.
The utility model discloses high-modulus stress absorbing layer/modified asphalt macadam seal coat has further been set up in the below on porous pitch layer. The high-modulus stress absorption layer/modified asphalt macadam seal layer has excellent energy absorption and dissipation effects, can effectively diffuse base stress, slow down upward reflection of base diseases, and improve the durability of the porous elastic pavement structure; meanwhile, the modulus transition of two different materials of the porous asphalt layer and the cement concrete base layer can be realized, and the adaptability of each structural layer is improved. The utility model discloses it is preferred high modulus stress absorbing layer adopts the porosity to be 3% ~ 5% sand grain formula close-graded asphalt mixture bed. The dynamic modulus of the high-modulus stress absorbing layer under the conditions of 45 ℃ and 10Hz is more than or equal to 4000MPa, the fatigue life of the high-modulus stress absorbing layer under the conditions of 15 ℃ and 10Hz and the controlled strain of 230 mu epsilon is more than or equal to 100 ten thousand times, the high-modulus stress absorbing layer has a better transition buffer effect and is suitable for a road surface with higher traffic volume, when the traffic volume is smaller, a modified asphalt macadam seal layer can be selected, and under the condition of low traffic volume, the modified asphalt macadam seal layer can also effectively reduce the noise of the road surface and has better economical efficiency.
In order to make the technical scheme of the porous elasticity structure of mating formation in low noise tunnel of the present invention more clearly understand, it is right to combine specific drawings and specific embodiments below, the present invention is further explained in detail.
Drawings
Fig. 1 is a schematic structural view of the low-noise tunnel porous elastic paving structure of the present invention;
fig. 2 is a schematic diagram illustrating the changeable structure of the low-noise tunnel porous elastic pavement structure according to the present invention;
wherein the reference numerals are:
1-porous elastic pavement layer; 2-a porous asphalt layer; 31-a high modulus stress absorbing layer; 32-modified asphalt macadam seal coat; 4-cement concrete base course; 5-inorganic binder stabilized macadam underlayment.
Detailed Description
Example 1
The embodiment provides a porous elasticity pavement structure of low noise tunnel, as shown in fig. 1, pavement structure includes from last to the porous elasticity road surface layer 1, porous pitch layer 2, high modulus stress absorbing layer 31, cement concrete basic unit 4, inorganic binder stabilized macadam subbase 5 of laying in proper order down. The porosity of the porous elastic pavement layer 1 is 30%, the thickness of the porous elastic pavement layer is 3cm, the high-performance cementing material of the porous elastic pavement layer is polyurethane, and the mass ratio of rubber particles is 20%.
The porous asphalt layer 2 adopts a PAC-20 porous particle size mixed material layer with the nominal maximum particle size of 19mm, the porosity of the porous asphalt layer 2 is 25 percent, the thickness is 6cm, and the dynamic viscosity of the adopted high-viscosity high-elasticity asphalt at 60 ℃ is 28 ten thousand Pa.s.
The high modulus stress absorption layer 31 is a sand grain type asphalt mixture SMA-5 layer with the nominal maximum grain diameter of 4.75mm, the void ratio is 3.5%, the thickness is 1cm, and the dynamic viscosity of the adopted high-viscosity high-elasticity asphalt at 60 ℃ is 28 ten thousand Pa.s. The dynamic modulus at 45 ℃ and 10Hz was 5625MPa, and the fatigue life at 15 ℃ and 10Hz under a controlled strain of 230. mu. epsilon.was 188 ten thousand times.
The cement concrete base course 4 adopts reinforced cement concrete layer, and thickness is 30cm, inorganic binder stabilized macadam subbase 5 adopts cement stabilized macadam, and thickness is 20 cm.
Example 2
The embodiment provides a porous elasticity pavement structure of low noise tunnel, as shown in fig. 1, pavement structure includes from last to the porous elasticity road surface layer 1, porous pitch layer 2, high modulus stress absorbing layer 31, cement concrete basic unit 4, inorganic binder stabilized macadam subbase 5 of laying in proper order down. The porosity of the porous elastic layer 1 is 25%, the thickness of the porous elastic layer is 4cm, the high-performance cementing material is polyurethane modified asphalt, and the mass ratio of rubber particles is 15%.
The porous asphalt layer 2 is a PAC-13 porous asphalt layer with the nominal maximum particle size of 13.2mm, the void ratio is 22%, the thickness is 4cm, and the dynamic viscosity of the high-viscosity high-elasticity asphalt at 60 ℃ is 28 ten thousand Pa.s.
The high modulus stress absorption layer 31 is an SMA-10 sand grain type asphalt mixture layer with the nominal maximum grain diameter of 9.5mm, the void ratio is 4%, the thickness is 2cm, and the dynamic viscosity at 60 ℃ of high-viscosity high-elasticity asphalt is 28 ten thousand Pa.s. The dynamic modulus at 45 ℃ and 10Hz was 6750MPa, and the fatigue life at 15 ℃ and 10Hz under the controlled strain of 230. mu. epsilon.was 163.5 ten thousand times.
The cement concrete base course 4 adopts steel fiber cement concrete layer, and thickness is 28cm, inorganic binder stabilized macadam subbase 5 adopts lime, fly ash (two grey) stabilized macadam layer, and thickness is 16 cm.
Example 3
The embodiment provides a porous elasticity pavement structure of low noise tunnel, as shown in fig. 2, pavement structure includes from last porous elastic layer 1, porous pitch layer 2, modified asphalt macadam seal 32, cement concrete basic unit 4, inorganic binder stabilized macadam underlayment 5 of laying in proper order down. The porosity of the porous elastic layer 1 is 20%, the thickness of the porous elastic layer is 2cm, the high-performance cementing material is high-viscosity high-elasticity modified asphalt, and the mass ratio of rubber particles is 8%. The dynamic viscosity of the high-viscosity high-elasticity asphalt at 60 ℃ is 65 ten thousand Pa.s.
The porous asphalt layer 2 is a PAC-16 porous asphalt layer with the nominal maximum particle size of 16mm, the void ratio is 20%, the thickness is 5cm, and the dynamic viscosity of high-viscosity and high-elasticity asphalt adopted in the porous asphalt layer 2 at 60 ℃ is 28 ten thousand Pa-s.
The modified asphalt macadam seal 32 is a rubber asphalt macadam seal, the thickness of the seal is 1cm, and the dynamic viscosity of the high-viscosity and high-elasticity asphalt at 60 ℃ is 28 ten thousand Pa.s.
The cement concrete base course 4 adopts ordinary cement concrete, and thickness is 28cm, inorganic binder stabilized macadam subbase 5 adopts lime, fly ash (two grey) stabilized rubble layer, and thickness is 14 cm.
The pavement structure in the embodiment is more suitable for the condition of low traffic volume and has better economy.
Comparative example
Comparative example 1
The comparative example provides a low-noise pavement structure commonly used for a tunnel, which comprises a porous asphalt layer PAC-13 with the thickness of 4cm, a dense graded asphalt layer AC-20 with the thickness of 6cm, a reinforced cement concrete layer with the thickness of 30cm and a cement stabilized macadam underlayer with the thickness of 20 cm.
Comparative example 2
The comparative example provides a dense-graded pavement structure commonly used for tunnels, which comprises a dense-graded asphalt layer SMA-13 with the thickness of 4cm, a dense-graded asphalt layer AC-20 with the thickness of 6cm, a reinforced cement concrete layer with the thickness of 30cm and a cement stabilized macadam underlayer with the thickness of 20 cm.
Test example
In order to verify the porous elastic paving structure of the low-noise tunnel of the present invention, the tire-road noise of the paving structure of experimental examples 1 to 3 and comparative examples 1 and 2 was tested. The test results are shown in table 1.
TABLE 1 tire/road surface noise test results of examples and comparative examples
According to the above structure, the utility model provides a porous elasticity structure of mating formation can effectively reduce tire-road surface noise to reduce the noise value in the tunnel.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the claims.
Claims (9)
1. The utility model provides a porous elasticity of low noise tunnel structure of mating formation which characterized in that, includes from top to bottom arranging in proper order:
the thickness of the porous elastic pavement layer is 2-4 cm;
the porous asphalt layer is 4-6 cm thick;
the high-modulus stress absorption layer or the modified asphalt macadam seal coat is 1-3 cm thick;
the base layer comprises a cement concrete base layer and a semi-rigid base layer positioned below the cement concrete base layer.
2. The porous elastic paving structure of the low-noise tunnel according to claim 1, wherein the high modulus stress absorbing layer is a sand type dense-graded asphalt mixture layer with a void ratio of 3-5%.
3. The porous and elastic paving structure for low-noise tunnels according to claim 2, wherein the dynamic modulus of the high-modulus stress absorbing layer at 45 ℃ and 10Hz is greater than or equal to 4000MPa, and the fatigue life at 15 ℃ and 10Hz and controlled strain 230 μ ε is greater than or equal to 100 ten thousand times.
4. The porous and elastic paving structure for the low-noise tunnel according to claim 3, wherein the porous asphalt layer is a fine or medium-grain open-graded asphalt mixture layer with a nominal maximum grain diameter of 13.2mm, 16mm or 19 mm.
5. The porous and elastic paving structure for the low-noise tunnel according to claim 4, characterized in that the porous asphalt layer is a fine-grain or medium-grain open-graded asphalt mixture layer with a void ratio greater than or equal to 18%.
6. The porous elastic paving structure for the low-noise tunnel according to claim 5, wherein the porous elastic pavement layer has a porosity of 20% or more.
7. The porous elastic paving structure of the low-noise tunnel according to claim 6, wherein the cement concrete base layer is any one of a common cement concrete layer, a reinforced cement concrete layer, a continuous reinforced cement concrete layer and a steel fiber cement concrete layer.
8. The porous elastic paving structure for the low-noise tunnel according to claim 7, wherein the cement concrete base layer has a thickness of 20cm to 30 cm.
9. The porous and elastic paving structure for the low-noise tunnel according to claim 8, wherein the semi-rigid underlayer is an inorganic binder stabilized gravel layer, and the thickness of the semi-rigid underlayer is 10-20 cm.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116240767A (en) * | 2023-02-20 | 2023-06-09 | 山东省交通科学研究院 | Single-component polyurethane tunnel pavement structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116240767A (en) * | 2023-02-20 | 2023-06-09 | 山东省交通科学研究院 | Single-component polyurethane tunnel pavement structure |
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