Research On Construction Technology Of Skid Resistance And Noise Reduction For Concrete Pavement In Highway Tunnel

Currently the technology of skid resistance and noise reduction for concrete pavement in tunnel has no exact rules, the tunnel structure design and site construction is mostly based on ordinary cement concrete pavement, which results in many problems exist in the operation of pavement. Due to the construction of tunnel pavement without taking into account the effect of the unique internal environmental factors in the tunnel on its skid resistance, and that the closure of the tunnel is not conducive to the sound diffusion that result in the noise pollution, so that the successfully running tunnel appear all kinds of traffic accidents and road surface diseases. In view of these two aspects of the safety of the tunnel pavement and noise control, propose different requirements about the tunnel pavement materials and structure design. Based on this, this paper carried out study on the skid resistance and noise reduction for the highway tunnel concrete pavement.Based on Wang Jiaba tunnel in Wu Guan Express way to carry out research, firstly, according to the specific environment of the concrete pavement in the tunnel and that the traditional system of grain structure are not suitable to it, analyze the project profile inside the tunnel and lay out a scheme for building test section, the scheme is about choosing pavement structural type and skid resistance and noise reduction process of the road surface.Secondly, study the construction technology and construction quality control of three anti-slide and reducing noise pavement of grooved pavement, exposed aggregate concrete pavement and polymer modified cement concrete pavement, and to test smoothness, compactness and strength of the successfully paved road to verify whether it meet the requirements specification. And detect the skid resistance and noise of the experimental section, the detection of skid resistance is mainly including sideway force coefficient detection and the Longitudinal Force Coefficient detection, test noise of three pavement of different texture using with-the-car sound intensity method, and statistic the detecting data, analyze the skid resistance and noise reduction effect of the three pavements.Finally considering many factors, such as skid resistance, noise reduction, using life and economic benefits to comprehensively evaluate the construction technology of skid resistance and noise reduction of three kinds of skid resistance and noise reduction concrete pavement, propose comprehensive evaluation method based on Topsis for the skid resistance and noise reduction concrete pavement, comparatively analyze the pros and cons of these three kinds of pavement.The results show that:(1) The groove construction of cement concrete pavement should be standardized, and the groove equipment should be checked timely. In the construction of cement concrete pavement by slip-form paving, the slip-form paving construction in full section should be used as far as possible, and to ensure the mixing ability of the building is match to the paving capacity of the stalls paver. In the process of exposed stone pavement construction by three roller shaft, the surplus mortar should be promptly removed in the point of the stop and the start, after cleaning, use concrete to make up for that in the lower place, and then use leveling shaft to statically rolling leveling, until the flatness meet the requirements, and the thickness of the mortar surface is uniform. At the same time, ensure the mixing efficiency and the quality of mixing of the cement concrete. PCC surface construction technology is effective, paving a molding operation, can fully meet the requirements of pavement performance.(2) In terms of the lateral force, the skid resistance force of the road surface follows, the transverse groove <the longitudinal groove <exposed aggregate concrete. For groove concrete pavements, galling can increase the skid resistance force of the pavement, the sideway force ratio of the longitudinal carving groove pavement is significantly higher than the lateral carving groove pavement, longitudinal gradient highway in tunnel should try to use longitudinal grooving. On longitudinal force, the friction coefficient of longitudinal force for dew stone concrete pavement was significantly higher than that of the other various types of concrete pavement; polymer modified cement concrete pavement have abundant surface texture of macro and micro, and it has good wear resistance, durability and waterproof performance; after galling treatment, the friction coefficient of the longitudinal force for cement concrete is higher than that of pavement that texturing groove after galling, and the friction coefficient of longitudinal force for transverse grooved pavement are higher than that of the longitudinal carving groove road.(3) The noise of PCC surface layer is higher than that of exposed aggregate concrete pavement by 1~2db, lower than that of the groove cement concrete pavement by 3~5db, and is similar to that of the ordinary asphalt pavement. At the same time, due to polymerization of the polymer and the thin film formed by hydration of cement bond the coarse aggregate closely, which formed the dense spatial reticulated structure together, which makes the PCC pavement excellent mechanics performance, durability and wear resistance, it is an excellent pavement surface layer worth to be used in the pavement of highway tunnel.(4) Using Topsis method to comprehensively evaluate the skid resistance and noise reduction concrete pavement, evaluation results show that, the merits of the order with the synthesis evaluation of the texture of the concrete pavement is as follows: polymer modified concrete(PCC) pavements > exposed aggregate cement concrete pavement(EACCP) > longitudinal carving groove > transverse grooved > aspect to the groove. The types of highway cement concrete pavement should be preferred to choose PCC, secondly is exposed aggregate concrete. When the cement concrete using the type of the groove texture, it should give priority to the longitudinal grooving, secondly is the transverse groove, with respect to the transverse groove, vertical and horizontal groove can improve the sideway force coefficient by 6%~10%, but because it increases the difficulty of construction, the effect of it with the comprehensive evaluation is on the worst, it is not recommended.