Construction method of a steel bar support frame system based on road engineering

Abstract

The application discloses a construction method of a steel bar support frame system based on road engineering, and is characterized by comprising the following steps: S1, making frame standing steel bars: symmetrically bending the two ends of the steel bars upward into isosceles triangles, and making the two ends of the steel bars protrude 2-3 cm after being crossed, namely, making the frame standing steel bars; S2, cutting transverse steel bars and longitudinal steel bars; S3, arranging the transverse steel bars: uniformly and parallelly laying the transverse steel bars on a road base surface according to a laying interval d in a single-passage single-way longitudinal blocking area of the constructed road; S4, supporting the transverse steel bars; S5, binding the longitudinal steel bars; and S6, binding the transverse steel bars. The application solves the problems of high unevenness, easy collapse and deformation of the steel bar mesh and low construction efficiency in the traditional steel bar mesh installation process, so as to achieve the purposes of fine construction and exquisite building.

Description

Technical Field

[0001] This invention belongs to the field of road construction technology, and specifically relates to a construction method for a steel reinforcement support system based on road engineering. Background Technology

[0002] With my country's sustained and rapid economic growth, transportation infrastructure construction has made great strides. By the end of 2021, the total length of highways open to traffic nationwide reached 5.1981 million kilometers, including 161,000 kilometers of expressways, ranking first in the world; expressways cover more than 98% of cities with a population of over 200,000. However, with the increase in traffic volume and changes in vehicle composition, the damage caused to roads by overloaded vehicles is becoming increasingly serious. High-grade highways must have high-quality and high-performance pavements to adapt to the characteristics of heavy, large-scale, and high-volume road transportation.

[0003] Concrete pavements typically include ordinary concrete pavements, reinforced concrete pavements, continuously reinforced concrete pavements, prestressed concrete pavements, fiber-reinforced concrete pavements, and precast concrete pavements. Among these, continuously reinforced concrete pavements are hydraulic concrete pavements with continuous longitudinal and transverse reinforcement within the surface layer, without transverse contraction joints. This overcomes the drawback of excessive transverse joints in ordinary hydraulic concrete pavements, reducing structural factors that lead to pavement defects. It is designed by utilizing the good compressive strength of ordinary hydraulic concrete and fully leveraging the tensile strength of the reinforcing steel to improve the overall flexural tensile strength of the pavement structure. Continuously reinforced concrete pavements are widely used in practical engineering projects due to their advantages such as good integrity, long service life, and low maintenance costs.

[0004] The construction steps of continuously reinforced concrete pavement generally include construction preparation, end treatment, steel mesh fabrication, concrete placement, concrete paving, and curing. Among them, when fabricating the steel mesh, spacers and bench bars are usually used as supports, and then the transverse and longitudinal steel bars are tied and installed. However, the following problems exist: (1) When fabricating the steel mesh, the stability of the steel mesh support system is easily affected by the movement and trampling of workers and the stacking of construction tools. (2) During the steel bar tying process, the steel bar tying of a working face is usually composed of multiple scattered steel mesh pieces or skeletons. The resulting steel support system is easy to loosen and deform, and the installation height is uneven, which poses a risk of collapse. It usually requires multiple rework and repairs, resulting in low construction efficiency and high construction costs. (3) In the traditional construction process, a large number of spacers and bench bars are required, which easily leads to material waste. Summary of the Invention

[0005] To address the aforementioned issues and better control the installation height, spacing, and fixing firmness of reinforcing bars, thereby reducing waste of construction resources and saving project costs, this invention provides a construction method for a reinforcing bar support frame system based on road engineering. This method solves the problems of uneven height, easy collapse and deformation of reinforcing bar mesh, and low construction efficiency in the traditional reinforcing bar mesh installation process, thus achieving the goal of refined construction and exquisite building.

[0006] The present invention is achieved through the following technical solution.

[0007] A construction method for a steel reinforcement support system based on road engineering, characterized by the following steps:

[0008] S1. Making the reinforcing bars: Bend the two ends of the reinforcing bars upwards symmetrically into isosceles triangles, and make the two ends of the reinforcing bars protrude 2-3cm after crossing, thus making the reinforcing bars.

[0009] S2. Cutting of transverse and longitudinal reinforcing bars: The cutting length of transverse reinforcing bars is determined based on the width of a single lane of the road being constructed, and the thickness of the concrete cover is reserved at both ends of the transverse reinforcing bars; the cutting length of longitudinal reinforcing bars is determined based on the longitudinal block size of a single lane of the road being constructed, and the thickness of the concrete cover is reserved at both ends of the longitudinal reinforcing bars; the cutting quantity of transverse reinforcing bars is determined by the laying spacing d of the transverse reinforcing bars and the size of the longitudinal block area of ​​a single lane of the road being constructed; the cutting quantity of longitudinal reinforcing bars is determined by the laying spacing k of the longitudinal reinforcing bars and the width of a single lane of the road being constructed.

[0010] S3. Laying transverse reinforcement: In the longitudinal segmented area of ​​the single-lane road under construction, the transverse reinforcement is laid evenly and parallel on the road base surface according to the laying spacing d.

[0011] S4. Supporting transverse reinforcement: lift the transverse reinforcement at intervals of n in sequence, and weld multiple upright reinforcements vertically and evenly below it along its length, so that the upright reinforcements stably support the transverse reinforcement at this position on the road base surface, where n is 2d or 3d.

[0012] S5. Binding longitudinal reinforcement: Bind one longitudinal reinforcement to each end of the transverse reinforcement supported by the erected reinforcement in step S4, so that the transverse reinforcement supported by the erected reinforcement and the two longitudinal reinforcements are connected to form an integral frame; then, along the road width direction, bind the remaining longitudinal reinforcement evenly and parallel from the middle to both ends of the transverse reinforcement according to the laying spacing k.

[0013] S6. Tying transverse reinforcement bars: Along the road direction, lift the remaining transverse reinforcement bars placed on the road surface vertically from the middle to both sides, and tie them to the longitudinal reinforcement bars in sequence, thus completing the construction of the reinforcement support frame system.

[0014] As a specific technical solution, in step S1 of fabricating the reinforcing bars, the bottom edge length of the reinforcing bars is 16-25cm and the height is 15-18cm.

[0015] As a specific technical solution, in step S2, when cutting the transverse and longitudinal reinforcing bars, the thickness of the reinforcing bar protective layer is controlled to be 15-22cm at both ends of the transverse and longitudinal reinforcing bars.

[0016] As a specific technical solution, in step S4, supporting the transverse reinforcing bars, the erected reinforcing bars are welded at intervals of 40 to 60 cm along the length of the transverse reinforcing bars.

[0017] As a specific technical solution, in step S4, when supporting the transverse reinforcing bars and welding the erected reinforcing bars, the contact points of the welding should be firm, the weld should be full, free of slag, and should not damage the transverse reinforcing bars.

[0018] As a specific technical solution, in step S3, the transverse reinforcement is arranged, and the spacing d between the transverse reinforcements on the road base surface is 18-24cm; in step S5, the longitudinal reinforcement is tied, and the tying spacing k between the longitudinal reinforcements is 18-24cm.

[0019] As a specific technical solution, the erecting reinforcement bars are made of Ф8 steel bars; the transverse reinforcement bars and longitudinal reinforcement bars are made of Ф12 steel bars.

[0020] The present invention has the following beneficial effects:

[0021] 1. Safety: This invention uses erected reinforcing bars to support a portion of the transverse reinforcing bars at intervals. Longitudinal reinforcing bars are then tied and welded to both ends of the supported transverse reinforcing bars. This provides stable support for the subsequent tying and welding of the transverse and longitudinal reinforcing bars. The remaining longitudinal and transverse reinforcing bars are then tied separately, forming a stable and reliable reinforcing bar support system with strong load-bearing capacity and anti-overturning ability. The system will not be unstable or collapse due to local collisions, worker movement, or the stacking of construction tools. It also does not require maintenance or repair during construction and can effectively prevent mechanical injury safety risks during concrete pouring.

[0022] 2. Construction Efficiency: The steel reinforcement support system and its construction method in this invention are simple in process, the steel reinforcement components are small in size, the complete set of welded parts is easy to weld, easy to transport and install, has a wide range of applications, high construction efficiency, and the elevation and flatness are very easy to control. Traditional construction methods require 6 to 10 people per day to complete the steel reinforcement binding on one work surface. However, in this invention, from the material preparation and fabrication of the steel reinforcement components, the material preparation of the horizontal and vertical steel reinforcement, the arrangement of the horizontal steel reinforcement, the support of the horizontal steel reinforcement, to the binding of the vertical and horizontal steel reinforcement, only 3 to 4 people per half day are needed to complete the process, which greatly improves the construction efficiency. Moreover, there is no need to step on the steel mesh during the construction process, ensuring the installation quality.

[0023] 3. Economic efficiency: In the construction method of this invention, the erected reinforcing bars, transverse reinforcing bars, and longitudinal reinforcing bars can be calculated and designed according to the actual project needs, and can be put into production in one go, eliminating rework, repair, and maintenance. Compared with the traditional use of spacers, bench bars, and reinforcing bar binding methods, it reduces material input costs, as well as the corresponding labor and material inputs for maintenance and management, and reduces rework caused by dimensional inaccuracies during construction, saving a significant amount of construction costs. Attached Figure Description

[0024] Figure 1 This is a flowchart illustrating the construction process of the method of the present invention;

[0025] Figure 2 This is a front view of the step of supporting the transverse reinforcing bars in the method of the present invention;

[0026] Figure 3 This is a top view of the step of supporting the transverse reinforcing bars in the method of the present invention;

[0027] Figure 4 This is a left view of the step of supporting the transverse reinforcing bars in the method of the present invention;

[0028] Figure 5 This is a front view of the longitudinal reinforcement binding step in the method of the present invention;

[0029] Figure 6 This is a top view of the step of tying longitudinal reinforcing bars in the method of the present invention;

[0030] Figure 7 This is a left view of the step of tying longitudinal reinforcing bars in the method of the present invention;

[0031] Figure 8 This is a front view of the step of tying transverse reinforcing bars in the method of the present invention;

[0032] Figure 9 This is a top view of the step of tying transverse reinforcing bars in the method of the present invention;

[0033] Figure 10This is a left view of the step of tying transverse reinforcing bars in the method of the present invention;

[0034] The meanings of the markings in the above diagram are as follows: 1. Horizontal reinforcement bar; 2. Vertical reinforcement bar; 3. Stirring reinforcement bar; 4. Roadbed surface; 5. Block area. Detailed Implementation

[0035] The present invention will be further described below with reference to specific embodiments. It should be noted that the following embodiments are merely illustrative examples of the present invention, and all equivalent substitutions made by those skilled in the art in accordance with the spirit of the present invention fall within the protection scope of the present invention.

[0036] Example 1

[0037] For a construction method of a steel reinforcement support system based on road engineering, please refer to [link / reference]. Figure 1 It includes the following steps:

[0038] S1. Making the reinforcing bars: Bend the two ends of the reinforcing bars upwards symmetrically into isosceles triangles, and make the two ends of the reinforcing bars protrude 2-3cm after crossing, so as to form the support and welding point of the transverse reinforcing bar 1, thus making the reinforcing bars 3; the base length of the reinforcing bars is 16-25cm and the height is 15-18cm.

[0039] S2. Cutting of transverse and longitudinal reinforcing bars: The cutting length of transverse reinforcing bar 1 is determined according to the width of a single lane of the road being constructed, and a 15-22cm protective layer is reserved at both ends of transverse reinforcing bar 1; the cutting length of longitudinal reinforcing bar 2 is determined according to the longitudinal block size of a single lane of the road being constructed, and a 15-22cm protective layer is reserved at both ends of longitudinal reinforcing bar 2; the cutting quantity of transverse reinforcing bar 1 is determined by the laying spacing d of the transverse reinforcing bars and the size of the longitudinal block area 5 of a single lane of the road being constructed; the cutting quantity of longitudinal reinforcing bar 2 is determined by the laying spacing k of the longitudinal reinforcing bars and the width of a single lane of the road being constructed; preferably, the laying spacing d of transverse reinforcing bar 1 is 18-24cm, and the laying spacing k of longitudinal reinforcing bar 2 is 18-24cm;

[0040] S3. Arrange transverse reinforcement: In the single-lane longitudinal block area 5 of the road under construction, place transverse reinforcement 1 evenly and parallel on the road base layer 4 according to the laying spacing d.

[0041] S4. Supporting transverse reinforcement: Please refer to... Figures 2-4The transverse reinforcing bars 1 at intervals of n are lifted sequentially, and a vertical support reinforcing bar 3 is welded vertically below them at intervals of 40-60cm along their length. The support reinforcing bars 3 stably support the transverse reinforcing bars 1 at these positions on the road base surface. Here, n can be 3d or 4d. For ease of understanding, for example, if the number of transverse reinforcing bars 1 cut in the longitudinal segment 5 of a single lane of the road under construction is 27, when n is 3d, the 2nd, 5th, 8th, 11th, ..., 26th transverse reinforcing bars 1 can be lifted and welded with support reinforcing bars 3 for support along the longitudinal direction of the single lane of the road under construction. Alternatively, the 1st, 4th, 7th, 10th, ..., 25th transverse reinforcing bars 1 can be lifted and welded with support reinforcing bars 3 for support. When welding the support reinforcing bars 3, the transverse reinforcing bars 1 should be welded to the intersection of the top reinforcing bars of the support reinforcing bars 3, and the welded contact points should be firm, the weld should be full, free of slag, and should not damage the transverse reinforcing bars 1.

[0042] S5. Tying longitudinal reinforcement: Please refer to... Figures 5-7 In step S4, a longitudinal steel bar 2 is tied to each end of the transverse steel bar 1 supported by the erected steel bar 3, connecting the transverse steel bar 1 supported by the erected steel bar 3 with the two longitudinal steel bars 2 to form an integral frame. This ensures that the position of the supported transverse steel bar 1 remains unchanged and that it is connected to the two longitudinal steel bars 2 as a whole, facilitating the subsequent binding and fixing of the longitudinal steel bars. Then, the remaining longitudinal steel bars 2 are transported one by one to the single-lane longitudinal segment 5 of the road under construction, and the longitudinal steel bars 2 are evenly and parallelly tied from the middle to both ends of the transverse steel bar 1 along the road width direction according to the laying spacing k. Since the transverse steel bars 1 placed between the supported transverse steel bars 1 are still on the road base surface, workers can walk between the supported transverse steel bars 1 without stepping on the steel mesh. Furthermore, the longitudinal steel bars 2 are tied from the middle to both ends of the transverse steel bars 1 along the road width direction, which facilitates the binding of steel bars by the workers and improves construction efficiency.

[0043] S6. Tying transverse reinforcing bars: Please refer to... Figures 8-10 Along the road direction, the remaining transverse steel bars 1 placed on the road surface are lifted vertically one by one from the middle to both sides and tied to the longitudinal steel bars 2 in sequence, thus completing the construction of the steel bar support frame system. Although the longitudinal steel bars 2 have been tied and installed at this time, there is still space for stepping and standing between adjacent longitudinal steel bars 2. Workers can lift the remaining transverse steel bars 1 placed on the road surface vertically one by one from the middle to both sides along the length direction of the longitudinal steel bars 2 (road direction) and tie them to the longitudinal steel bars 2 in sequence. This eliminates the need to step on the steel mesh, thus ensuring that the installed steel bar support frame system is level and does not require frequent rework. It also facilitates multiple workers to work at the same time, which can greatly improve the construction efficiency of the steel bar support frame system.

[0044] Example 2

[0045] This embodiment illustrates the steps involved in road construction using the method of the present invention, specifically including:

[0046] S1. Fabrication of reinforcing bars: Using a reinforcing bar cutting machine, cut the reinforcing bars according to the provided detailed drawing. Bend the two ends of the reinforcing bars upwards symmetrically into isosceles triangles, and make the two ends of the reinforcing bars protrude 2-3cm after crossing, thus making reinforcing bars 3; wherein, the base of the reinforcing bars is 16cm long and the height is 16cm.

[0047] S2. Cutting of Horizontal and Longitudinal Reinforcing Bars: The cutting length of horizontal reinforcing bar 1 is determined according to the width of a single lane of the road being constructed. In this embodiment, the length of horizontal reinforcing bar 1 is 420cm, and a 20cm protective layer is reserved at both ends of horizontal reinforcing bar 1. The cutting length of longitudinal reinforcing bar 2 is determined according to the longitudinal block size of a single lane of the road being constructed. In this embodiment, the length of longitudinal reinforcing bar 2 is 960cm, and a 20cm protective layer is reserved at both ends of longitudinal reinforcing bar 2. The quantity of horizontal reinforcing bars 1 is determined by the laying spacing d of the horizontal reinforcing bars and the width of a single lane of the road being constructed. The dimensions of the single-lane longitudinal segment 5 are determined. In this embodiment, the number of transverse steel bars 1 in the single-lane longitudinal segment 5 of the constructed road is 27, and the laying spacing d of the transverse steel bars is 20cm. The number of longitudinal steel bars 2 is determined by the laying spacing of the longitudinal steel bars and the width of the single-lane road. In this embodiment, the number of longitudinal steel bars 1 in the single-lane longitudinal segment 5 of the constructed road is 21, and the laying spacing k of the longitudinal steel bars 2 is 20cm. In addition, the corresponding steel bar cutting length and quantity need to be calculated separately at manholes and bends.

[0048] S3. Arrange transverse reinforcement: In the single-lane longitudinal block area 5 of the road under construction, place transverse reinforcement 1 evenly and parallel on the road base surface 4 at a spacing of d = 20cm; to ensure accurate spacing, technicians can first draw scale lines on the base surface with a spacing of 20cm.

[0049] S4. Supporting transverse reinforcement: Please refer to... Figures 2-4 The transverse reinforcing bars 1 at intervals of n = 60 cm are lifted sequentially, and a vertical support reinforcing bar 3 is welded vertically at intervals of 60 cm directly below and along the length of the reinforcing bars 1, so that the support reinforcing bars 3 stably support the transverse reinforcing bars 1 at that position on the road base surface. In this embodiment, the 2nd, 5th, 8th, 11th, ..., 26th transverse reinforcing bars 1 are lifted and the support reinforcing bars 3 are welded for support. When welding the support reinforcing bars 3, the contact points of the weld should be firm, the weld should be full, there should be no weld slag, and the transverse reinforcing bars 1 should not be damaged.

[0050] S5. Tying longitudinal reinforcement: Please refer to... Figures 5-7In step S4, tie a longitudinal steel bar 2 to each end of the transverse steel bar 1 supported by the erected steel bar 3, so that the transverse steel bar 1 supported by the erected steel bar 3 and the two longitudinal steel bars 2 are connected to form an integral frame; then, along the road width direction, tie the remaining longitudinal steel bars 2 evenly and parallel from the middle to both ends of the transverse steel bar 1 at a laying spacing of k = 20cm.

[0051] S6. Tying transverse reinforcing bars: Please refer to... Figures 8-10 Along the road, the remaining transverse steel bars 1 placed on the road surface are lifted vertically from the middle to both sides and tied to the longitudinal steel bars 2 in sequence, thus completing the construction of the steel bar support frame system.

[0052] S7, tie rod, and transmission pole reinforcement installation

[0053] 1) Longitudinal Joint: The longitudinal joint adopts a flat joint with tie rods (Φ14 tie rods). For flat joint construction, holes for the tie rod positions should be pre-drilled on the formwork according to the design spacing. The tie rods are 70cm long and spaced 60cm apart. A 10cm layer of asphalt is applied in the middle. The longitudinal joint width is 0.6mm, and polyurethane is used for joint filling.

[0054] 2) Horizontal contraction joints: After the concrete has hardened, contractions should be cut in a timely manner. To reduce early cracking, the "skip-section method" can be used, that is, cut a joint every few slabs, and then saw each slab one by one. The depth of the cut should be 1 / 4 to 1 / 5 of the thickness of the concrete panel.

[0055] 3) Expansion Joint Installation: The movable end of the expansion joint dowel bar can be located at one end of the joint or staggered. The sleeve of the movable end of the dowel bar is made of metal or plastic. The maximum gap between the inner diameter of the sleeve and the dowel bar is 1.5mm, allowing the dowel bar to move freely. The sliding end of the dowel bar should be coated with asphalt twice and covered with polyethylene film to prevent the dowel bar from sticking to the concrete.

[0056] S8, Side mold installation

[0057] 1) Formwork Selection: Steel formwork is preferred. For non-standard areas such as intersections and small-scale projects, wooden formwork can be used. Its thickness should be 5cm (reduced to 3cm at curves), and its height should be consistent with the concrete thickness. Side and end formwork should have holes drilled according to the diameter, position, and spacing of the dowel bars and tie bars. The formwork should be free of defects, have sufficient rigidity, and the inner, top, and bottom surfaces should be smooth, flat, and straight, with local deformation not exceeding 3mm. During vibration, the maximum lateral deflection of the formwork should be less than 4mm, and the height should be consistent with the thickness of the concrete pavement slab, with an error not exceeding ±2mm. The tie bar holes in the longitudinal joint formwork should be accurately positioned. Before reuse, the previously removed formwork should be inspected. If any deformation or damage is found, it should be repaired to meet the requirements before use.

[0058] 2) Key points for formwork erection: Before erecting the formwork, the top elevation of the base layer, the cross slope of the road camber, and the presence of wear and damage on the base layer surface should be checked. If any defects are found, the base layer should be repaired to meet the requirements before erecting the formwork and paving concrete. The planar position and elevation of the formwork should meet the design requirements, and the error should be stricter than the allowable error for the quality acceptance of the concrete pavement slab. The formwork should be upright and stable, with tight and smooth joints. There should be no leakage of grout at the joints of the formwork and at the contact points with the base layer. Before pouring concrete, a release agent should be applied to the inside of the formwork.

[0059] S9, Concrete Pouring

[0060] 1) Before pouring, the base layer should be moistened with water, but there should be no standing water.

[0061] 2) Before pouring the concrete into the formwork, check the slump and control it within the slump range required by the mix proportion. Then, prepare test specimens to test the compressive and flexural strength of the concrete.

[0062] 3) During the pouring process, the interruption time should not exceed the initial setting time of the concrete.

[0063] 4) A designated person should be assigned to direct the unloading at the pouring site. The concrete should be evenly distributed according to the pouring width, thickness, and quantity of each truckload, and strict control should be exercised to ensure that there is no shortage of concrete. A slight surplus is acceptable, but not too much, to prevent it from being scraped outside the formwork. If there is a transport channel on the side of the working surface for concrete mixer trucks to travel, the concrete mixer trucks can be used for self-unloading. If there is no side transport channel, a truck-mounted concrete pump should be used for pouring.

[0064] 5) While pouring concrete, use an immersion vibrator to vibrate it. Insert the vibrator quickly and withdraw it slowly. Each insertion and vibration time should be about 20 to 30 seconds. The vibration should stop when the concrete no longer settles significantly, no air bubbles appear, and the surface starts to rise. Do not over-vibrate. The moving distance of the vibrator should not be greater than 50cm. The distance to the edge of the formwork should not be greater than 20cm. Avoid collisions with the formwork and reinforcing bars.

[0065] 6) Manual leveling should be used during vibration, and the formwork should be checked frequently. If there is any sinking, deformation, or loosening, it should be corrected in time.

[0066] 7) When leveling the concrete mixture, use a finely crushed (gravel) concrete mixture to fill the slab surface; pure mortar is strictly prohibited for filling and leveling. After vibration with a vibrator, level with a three-roller. During leveling, the top surface of the formwork must be kept clean, and the slab surface at the joints must be flat. The vibrating beam should be dragged longitudinally perpendicular to the centerline of the road surface, going back and forth 2-3 times to ensure that the surface is evenly and smoothly covered with slurry.

[0067] 8) Finishing. After the concrete has initially set, the surface should be compacted and leveled using a disc-type finishing machine 2-3 times, without finishing. After the finishing machine has finished its work, the edges and joints should be cleaned, the mortar removed, and any missing edges or corners repaired.

[0068] S10. Concrete Curing: After the concrete surface layer has reached its final set, use a cutting machine to cut transverse joints every 5 meters, with a joint depth of 2-5 cm. Simultaneously, cover with geotextile and water for curing for at least 7 days. No vehicles should pass through during the curing period to prevent insufficient strength from causing concrete cracking.

Claims

1. A construction method for a steel reinforcement support system based on road engineering, characterized in that... Includes the following steps: S1. Making the reinforcing bars: Bend the two ends of the reinforcing bars upwards symmetrically into isosceles triangles, and make the two ends of the reinforcing bars protrude 2-3cm after crossing, thus making the reinforcing bars. S2. Cutting of transverse and longitudinal reinforcing bars: The cutting length of transverse reinforcing bars (1) is determined according to the width of a single lane of the road under construction, and the thickness of the protective layer of reinforcing bars is reserved at both ends of the transverse reinforcing bars (1); The cutting length of longitudinal reinforcing bars (2) is determined according to the longitudinal block size of a single lane of the road under construction, and the thickness of the protective layer of reinforcing bars is reserved at both ends of the longitudinal reinforcing bars (2); The cutting quantity of transverse reinforcing bars (1) is determined by the laying spacing d of the transverse reinforcing bars and the size of the longitudinal block area (5) of a single lane of the road under construction; The cutting quantity of longitudinal reinforcing bars (2) is determined by the laying spacing k of the longitudinal reinforcing bars and the width of a single lane of the road under construction. S3. Arrange transverse reinforcement: In the longitudinal block area (5) of the single lane of the road under construction, place the transverse reinforcement (1) evenly and parallel on the road base surface according to the laying spacing d; S4. Supporting transverse reinforcement: The transverse reinforcement (1) at intervals of n is lifted in sequence, and multiple upright reinforcements (3) are welded vertically and evenly below it along its length, so that the upright reinforcements (3) support the transverse reinforcement (1) at this position on the road base surface. The value of n is 2d or 3d. S5. Binding longitudinal reinforcement: Bind one longitudinal reinforcement (2) to each end of the transverse reinforcement (1) supported by the erected reinforcement (3) in step S4, so that the transverse reinforcement (1) supported by the erected reinforcement (3) and the two longitudinal reinforcements (2) are connected to form an integral frame; then, along the road width direction, bind the remaining longitudinal reinforcement (2) evenly and parallel from the middle to both ends of the transverse reinforcement (1) according to the laying spacing k. S6. Binding transverse reinforcement: Along the road direction, lift the remaining transverse reinforcement (1) placed on the road surface vertically from the middle to both sides, and bind it to the longitudinal reinforcement (2) in sequence, thus completing the construction of the reinforcement support frame system.

2. The construction method of a steel reinforcement support system for road engineering as described in claim 1, characterized in that, In step S1, when the reinforcing bars are fabricated, the bottom edge of the reinforcing bars is 16-25cm long and the height is 15-18cm.

3. The construction method of a steel reinforcement support system for road engineering as described in claim 1, characterized in that, In step S2, when cutting the transverse and longitudinal reinforcing bars, the thickness of the protective layer of the reinforcing bars is controlled to be 15-22cm at both ends of the transverse reinforcing bars (1) and the longitudinal reinforcing bars (2).

4. The construction method of a steel reinforcement support system for road engineering as described in claim 1, characterized in that, In step S4, the supporting transverse steel bars are supported by welding one of the erected steel bars (3) every 40-60cm along the length of the transverse steel bars (1).

5. A construction method for a steel reinforcement support system based on road engineering as described in claim 1, characterized in that, In step S4, when the transverse reinforcing bars are supported and the reinforcing bars (3) are welded, the contact points of the weld should be firm, the weld should be full and free of slag, and the transverse reinforcing bars (1) should not be damaged.

6. A construction method for a steel reinforcement support system based on road engineering as described in claim 1, characterized in that, In step S2, when cutting the transverse and longitudinal reinforcing bars, the laying spacing d of the transverse reinforcing bars (1) is 18-24cm; in step S5, when tying the longitudinal reinforcing bars, the laying spacing k of the longitudinal reinforcing bars (2) is 18-24cm.

7. A construction method for a steel reinforcement support system based on road engineering as described in claim 1, characterized in that, The reinforcing bars are made of Ф8 steel bars; the transverse reinforcing bars (1) and longitudinal reinforcing bars (2) are made of Ф12 steel bars.

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