CN221235842U

CN221235842U - Road structure

Info

Publication number: CN221235842U
Application number: CN202323091181.7U
Authority: CN
Inventors: 许坤; ***; 陈文成; 张明喜; 古力再拉·艾买尔江; 文良; 郑香媛; 尤瑞鹏; 葛浩; 胡丽敏
Original assignee: Xinjiang Road And Bridge Nanjiang Engineering Construction Co ltd; Xinjiang Road & Bridge Construction Group Co ltd
Current assignee: Xinjiang Road And Bridge Nanjiang Engineering Construction Co ltd; Xinjiang Road & Bridge Construction Group Co ltd
Priority date: 2023-11-14
Filing date: 2023-11-14
Publication date: 2024-06-28
Anticipated expiration: 2033-11-14

Abstract

The embodiment of the utility model provides a road structure, and relates to the field of road and bridge construction. The road structure comprises a base layer, a curb and a pavement layer; the base layer is provided with a groove, the curb stone is accommodated in the groove, and the pavement layer is positioned on the upper side of the base layer and is spaced from the curb stone. This road structure is through separating pavement layer and curb, and then can fully compact pavement layer, avoids because too close and compaction inadequately of distance curb. The road structure can also reduce the probability of collision between equipment and the curb during compaction construction, thereby reducing mechanical damage and accidental injury to the curb. The road structure can also avoid the occurrence of ribs and gaps on the contact surface when the road surface layer and the curb are tightly attached to each other, and further improve the attractiveness.

Description

Road structure

Technical Field

The utility model relates to the field of road and bridge construction, in particular to a road structure.

Background

In the road construction process, a curb is usually installed at the edge of a road surface to separate adjacent greenings and the like.

The pavement layers of many roads cannot be fully compacted because of being tightly attached to the curb, and the pavement layers can be caused to be settled at the part attached to the curb after long-term use.

Disclosure of utility model

The utility model provides a road structure which can fully compact a road surface layer and avoid insufficient compaction caused by too close distance to a curb.

Embodiments of the utility model may be implemented as follows:

an embodiment of the present utility model provides a road structure including:

a base layer, a curb and a pavement layer;

The base layer is provided with a groove, the curb stone is accommodated in the groove, and the pavement layer is positioned on the upper side of the base layer and is spaced from the curb stone.

Optionally, the road structure further comprises a first stabilizing layer, at least part of which is accommodated in the groove and abuts against the curb.

Optionally, at least part of the first stabilizing layer is located on the upper side of the base layer.

Optionally, the first stabilizing layer is cement stabilizing gravel.

Optionally, the road structure further comprises a second stabilizing layer, the second stabilizing layer is located on the upper side of the first stabilizing layer, and the second stabilizing layer is arranged between the curb and the road surface layer.

Optionally, the thickness of the second stabilizing layer is b, wherein b is 3 cm.ltoreq.b.ltoreq.6 cm.

Optionally, the material of the second stabilizing layer is cement concrete.

Optionally, the road structure further comprises a back support layer, and the back support layer is propped against one side of the curb far away from the road surface layer.

Optionally, the distance between the curb and the pavement layer is a, wherein a is more than or equal to 25cm and less than or equal to 35cm.

Optionally, the pavement layer is asphalt concrete.

The road structure of the embodiment of the utility model has the beneficial effects that:

The road structure comprises a base layer, a curb and a pavement layer; the base layer is provided with a groove, the curb stone is accommodated in the groove, and the pavement layer is positioned on the upper side of the base layer and is spaced from the curb stone. This road structure is through separating pavement layer and curb, and then can fully compact pavement layer, avoids because too close and compaction inadequately of distance curb. The road structure can also reduce the probability of collision between equipment and the curb during compaction construction, thereby reducing mechanical damage and accidental injury to the curb.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural view of a road structure according to an embodiment of the present utility model;

fig. 2 is a schematic diagram showing the relative positions of a base layer and a groove according to an embodiment of the present utility model.

Icon: 100-road structure; 110-a base layer; 111-grooves; 120-curb; 130-a road layer; 140-a first stabilizing layer; 150-a second stabilizing layer; 160-dorsal ramus.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. The components of the embodiments of the present utility model generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the utility model, as presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present utility model, it should be noted that, if the terms "upper", "lower", "inner", "outer", and the like indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, or the azimuth or the positional relationship in which the inventive product is conventionally put in use, it is merely for convenience of describing the present utility model and simplifying the description, and it is not indicated or implied that the apparatus or element referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus it should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, if any, are used merely for distinguishing between descriptions and not for indicating or implying a relative importance.

The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

Unless specifically stated or limited otherwise, terms such as "disposed," "connected," and the like should be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

It should be noted that the features of the embodiments of the present utility model may be combined with each other without conflict.

The curb refers to boundary stones arranged at the edges of the pavement, and the boundary stones are abbreviated as the curbstones. It is a stone strip arranged at the edge of the road surface and demarcated from other structural bands. The curb is a strip-shaped structure arranged at the two sides of the middle separation belt, the separation belts at the two sides and the curb belt, and can be divided into a standing curb and a flat curb. The standing stones are preferably arranged on two sides of the middle separation belt, the separation belts on two sides and the road side belt. The curb is preferably arranged between the sidewalk and the green belt and in the range of crossing or humanoid crossroad with or without barrier requirements. Between the dividing strips and the road surface, a curb is generally arranged between the sidewalk and the road surface, and in addition, a traffic island and a safety island are all provided with the curb.

Curb is commonly used for municipal road, in road construction, will generally install curb at road surface edge to separate adjacent afforests etc. The road grade in rural areas is low, because the cost limit is generally not provided with a cement stabilized base layer, in the construction of the road in rural areas without a cement stabilized base layer, the compaction degree of the inner side of the curb cannot be effectively ensured, so that the road surface is settled to different degrees.

As described in the background art, the pavement layers of many roads cannot be fully compacted due to the close contact with the curb, and the pavement layers can be caused to have sedimentation phenomenon at the parts close to the curb after long-term use.

Referring to fig. 1 and 2, a road structure 100 provided in an embodiment of the present utility model can solve the above-mentioned problems, and will be described in detail.

Referring to fig. 1 and 2, the road structure 100 includes a base layer 110, a curb 120, and a pavement layer 130;

The base layer 110 is provided with a groove 111, the curb 120 is accommodated in the groove 111, and the pavement layer 130 is located on the upper side of the base layer 110 and spaced from the curb 120.

The pavement structure 100 can fully compact the pavement layer 130 by spacing the pavement layer 130 from the curb 120, thereby avoiding insufficient compaction due to too close a distance to the curb 120. The roadway structure 100 may also reduce the probability of collision of the machine equipment with the curb 120 during compaction construction, thereby reducing mechanical damage and accidental injury to the curb 120. The road structure 100 can also avoid the occurrence of ribs and gaps on the contact surface when the pavement layer 130 is tightly attached to the curb 120, thereby improving the aesthetic property.

It should be noted that, the curb 120 is generally disposed on two sides of the pavement layer 130, so as to facilitate the blocking of greening on two sides. Correspondingly, the number of grooves 111 is also two. In addition, the pavement layer 130 generally has a certain extension length, so the extension length of the corresponding groove 111 should be kept similar to that of the pavement layer 130, and the curb 120 is generally formed by arranging a plurality of rectangular stones along the groove 111 in sequence.

And, the distance between the kerb 120 and the pavement layer 130 is a, wherein a is more than or equal to 25cm and less than or equal to 35cm. Specifically, the setting pitch of the curb 120 and the pavement layer 130 may be 25cm, 27cm, 29cm, 30cm, 31cm, 33cm, 35cm, and the specific setting pitch thereof is not limited.

In addition, the pavement layer 130 is asphalt concrete. Asphalt concrete is a mixture prepared by manually selecting mineral aggregate with a certain grading composition, crushed stone or crushed gravel, stone dust or sand, mineral powder and the like, and mixing the mineral aggregate with road asphalt material with a certain proportion under a strict control condition. The asphalt concrete mainly has the advantages that: (1) high strength; (2) no seam, flatness; (3) the driving noise is small; (4) small dust in travelling crane; (5) high driving comfort level; and (6) quick repair.

Referring to fig. 1 and 2, the road structure 100 further includes a first stabilizing layer 140, at least a portion of the first stabilizing layer 140 is accommodated in the groove 111 and abuts against the inner side of the curb 120. The pavement structure can improve the stability of the curb 120 in the groove 111 by arranging the first stabilizing layer 140 in the groove 111, so as to prevent the curb 120 from easily toppling towards the inner side.

In this embodiment, in order to ensure that the curb 120 can be smoothly placed into the groove 111, the size of the notch of the groove 111 is generally larger than the size of the curb 120, so that a certain gap exists between the curb 120 and the sidewall of the groove 111, and the first stabilizing layer 140 can be filled in the gap, so that the stability of the relative positions of the curb 120 and the groove 111 can be ensured.

In this embodiment, the cross section of the groove 111 is trapezoidal, and the cross section of the curb 120 is rectangular. In other embodiments of the present utility model, the cross section of the groove 111 may be rectangular, triangular, semicircular, etc., the cross section of the curb 120 may be trapezoidal, triangular, semicircular, etc., and the specific cross sectional shapes of the groove 111 and the curb 120 are not limited.

Notably, the curb 120 is typically disposed on both sides of the curb 130, with the interior side of the curb 120 referring to the side of the curb 120 that is proximate to the curb 130 and the exterior side of the curb 120 referring to the side of the curb 120 that is distal from the curb 130.

Referring to fig. 1 and 2, at least a portion of the first stabilizing layer 140 is located on the upper side of the base layer 110, and by locating a portion of the first stabilizing layer 140 on the upper side of the base layer 110, it is possible to strengthen the structure of the area between the pavement layer 130 and the curb 120, and it is also convenient to form a coherent structure with the first stabilizing layer 140 located in the groove 111, so as to further improve the support on the inner side of the curb 120.

Referring to fig. 1, the first stabilizing layer 140 is cement stabilized gravel. Specifically, cement stabilized gravel refers to a 1:9 mixture of cement and graded gravel, typically after homogenization, spread, rolled, and cured. The action principle is as follows; graded broken stone is used as aggregate, a certain amount of cementing materials and enough mortar volume are adopted to fill gaps of the aggregate, and paving and compacting are carried out according to the embedding and extruding principle. The compactness is close to compactness, the strength mainly depends on the principle of embedded locking between broken stones, and meanwhile, the mortar has enough mortar volume to fill gaps of aggregate. Its initial strength is high, and its strength can be quickly formed into plate body with the age, so that it has high strength, good impermeability and freezing resistance.

Referring to fig. 1, the road structure 100 further includes a second stabilizing layer 150, the second stabilizing layer 150 is located on the upper side of the first stabilizing layer 140, and the second stabilizing layer 150 is disposed between the curb 120 and the pavement layer 130. The pavement structure 100 is configured to cooperate with the first stabilizing layer 140 by providing a second stabilizing layer 150 to enhance stability to the location between the pavement layer 130 and the curb 120.

And, the thickness of the second stabilizer layer 150 is b, wherein b is 3 cm.ltoreq.b.ltoreq.6 cm. Specifically, the second stabilizer layer 150 may be provided at a thickness of 3cm, 4cm, 5cm, 6cm, etc., and the specific thickness thereof is not limited.

In addition, the material of the second stabilizing layer 150 is cement concrete. Cement concrete is a material prepared by using cement as a cementing material, combining granular aggregate, water, partial admixture and admixture according to a certain proportion, uniformly stirring, compacting, shaping, curing and hardening. The cement concrete mainly has the following advantages: (1) high strength; (2) good durability; (3) good plasticity; (4) high reliability.

It is worth noting that cement concrete belongs to rigid materials, cement stabilized gravel belongs to semi-rigid materials, and the cement stabilized gravel and the semi-rigid materials are contacted with each other to solve the problem of insufficient compactness common at the position close to the curb, so that the phenomenon of sedimentation at the position close to the curb can be avoided.

Referring to fig. 1, the road structure 100 further includes a back support layer 160, and the back support layer 160 abuts against a side of the curb 120 away from the pavement layer 130. The road structure 100 is used for supporting the outer side of the curb 120 by providing the back support layer 160, so as to ensure the structural stability of the outer side of the curb 120. Specifically, the material of the backing layer 160 may be mortar.

In summary, the road structure 100 provided by the embodiment of the utility model has at least the following advantages:

(1) The pavement structure 100 can fully compact the pavement layer 130 by spacing the pavement layer 130 from the curb 120, so as to avoid insufficient compaction due to too close distance to the curb 120;

(2) The first stabilizing layer 140 is cement stabilized gravel, belongs to semi-rigid materials, the second stabilizing layer 150 is cement concrete, belongs to rigid materials, can compensate the problem of insufficient compactness common at the position close to the curb, and can further avoid sedimentation phenomenon at the position close to the curb.

(3) The road structure 100 can avoid the occurrence of ribs and gaps on the contact surface when the road surface layer 130 is tightly attached to the curb 120, and the aesthetic property can be improved;

(4) The roadway structure 100 may also reduce the probability of collision of the machine equipment with the curb 120 during compaction operations, thereby reducing mechanical damage and accidental injury to the curb 120.

The foregoing is merely illustrative of the present utility model, and the present utility model is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present utility model should be included in the present utility model. Therefore, the protection scope of the present utility model shall be subject to the protection scope of the claims.

Claims

1. A roadway structure comprising:

A base layer (110), a curb (120), and a pavement layer (130);

The base layer (110) is provided with a groove (111), the curb stone (120) is accommodated in the groove (111), and the pavement layer (130) is positioned on the upper side of the base layer (110) and is spaced from the curb stone (120).

2. The road structure according to claim 1, characterized in that it further comprises a first stabilizing layer (140), at least part of the first stabilizing layer (140) being housed in the recess (111) and abutting against the kerb stone (120).

3. The road structure according to claim 2, characterized in that at least part of the first stabilizing layer (140) is located on the upper side of the base layer (110).

4. A road structure according to claim 3, characterized in that the first stabilizing layer (140) is cement stabilizing gravel.

5. A road construction according to claim 3, characterized in that the road construction further comprises a second stabilizing layer (150), the second stabilizing layer (150) being located on the upper side of the first stabilizing layer (140), the second stabilizing layer (150) being arranged between the kerb stone (120) and the road layer (130).

6. The roadway structure of claim 5, wherein the second stabilizing layer (150) has a thickness b, wherein 3cm +.b +.6 cm.

7. The road structure according to claim 5, characterized in that the material of the second stabilizing layer (150) is cement concrete.

8. The road structure of any one of claims 1-7, further comprising a back support layer (160), the back support layer (160) abutting against a side of the curb (120) remote from the road surface layer (130).

9. The road structure according to any one of claims 1-7, characterized in that the distance between the kerb stone (120) and the pavement layer (130) is a, wherein 25cm +.a +.35 cm.

10. The road structure according to any one of claims 1-7, characterized in that the road surface layer (130) is asphalt concrete.