An articulated pavement structure

Abstract

The present invention relates to the technical field of road construction, and provides an articulated pavement structure, comprising a carriageway slab and a transverse track beam arranged on the bottom surface of the carriageway slab; the transverse track beam is arranged at the joint of two adjacent carriageway slabs; the two sides of the transverse track beam are respectively hinged to the carriageway slabs at their corresponding ends; the hinged rotation axis is along the transverse direction of the carriageway slab; the bottom surface of the transverse track beam is used to connect the base layer; there is a gap between the bottom surface of the carriageway slab and the base layer. The use of the articulated pavement structure can solve the problem that the existing pavement structure will undergo corresponding irregular deformation when facing irregular settlement, thereby causing poor vehicle trafficability and reduced safety.

Description

Technical Field

[0001] The invention relates to the technical field of road construction, in particular to an articulated pavement structure. Background Art

[0002] The existing pavement structure generally includes a subbase layer, a base layer and a surface layer from bottom to top; the surface layer is located at the top of the entire pavement structure, used to directly bear vehicle loads and environmental effects, and is usually made of a densely filled concrete layer or asphalt layer; the base layer and subbase layer are located below the surface layer, used to bear the load from the surface layer and disperse this load to the structure below, and are usually paved with cement, lime or soil and stone.

[0003] When the base layer settles, the existing pavement structure often deforms in accordance with the base layer settlement due to its low stiffness. The base layer settlement is often random, including settlement along the longitudinal direction of the pavement structure and settlement along the lateral direction of the pavement structure, which causes the pavement structure to undergo random deformation in both the longitudinal and lateral directions. The lateral deformation will cause the vehicle to repeatedly tilt left and right, which has a greater impact on the comfort and passability of the vehicle, and in severe cases may even cause safety accidents such as skidding and sideslipping. Summary of the invention

[0004] The purpose of the present invention is to solve the problem that the existing pavement structure will undergo corresponding irregular deformation when facing irregular settlement, thereby causing poor vehicle trafficability and reduced safety, and to provide an articulated pavement structure.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is:

[0006] An articulated pavement structure comprises a carriageway slab and a transverse track beam arranged on the bottom surface of the carriageway slab; the transverse track beam is arranged at the joint of two adjacent carriageway slabs; both sides of the transverse track beam are respectively hinged to the carriageway slabs at their corresponding ends; the hinged rotation axis is along the transverse direction of the carriageway slab; the bottom surface of the transverse track beam is used to connect to the base layer; there is a distance between the bottom surface of the carriageway slab and the base layer.

[0007] With reference to the prior art, the carriageway slabs are continuously arranged along the longitudinal direction of the road to allow vehicles or people to pass and bear the loads from the vehicles or people; gaps are left between adjacent carriageway slabs to avoid mutual interference during rotation; the specific size of the reserved gap depends on the specific arrangement of the hinges and the shape of the two ends of the carriageway slab; the carriageway slabs can adopt a variety of structures such as reinforced concrete structure or pure steel structure according to actual needs; the number of carriageway slabs depends on actual road needs.

[0008] It should be noted that the hinge between the carriageway slab and the transverse track beam is a clearance fit with reference to the prior art. Therefore, the hinge between the carriageway slab and the transverse track beam does not bear load, but only serves to limit the displacement of the carriageway slab relative to the transverse track beam along the transverse and longitudinal direction of the road, so that the carriageway slab only rotates relative to the transverse track beam. The contact between the carriageway slab and the transverse track beam can be chamfered or filled with elastic materials to avoid obstruction to the rotation of the carriageway slab relative to the transverse track beam.

[0009] The pavement structure of this scheme includes a carriageway slab and a transverse track beam. A transverse track beam is arranged at the joint of two adjacent carriageway slabs to support the carriageway slabs, that is, the transverse track beams are distributed at intervals along the longitudinal direction of the carriageway slabs; at the same time, when this scheme is securely set on the base layer, there is a gap between the carriageway slab and the base layer, that is, the carriageway slab contacts the base layer through the transverse track beams arranged at intervals along its longitudinal direction, rather than directly contacting the base layer.

[0010] When irregular settlement occurs in the base layer, since the carriageway slab of this scheme does not directly contact the base layer, but contacts the base layer through the transverse track beams arranged at intervals along its longitudinal direction, the deformation of the carriageway slab is determined by the deformation of the transverse track beams and the relative positions of the transverse track beams.

[0011] When settlement occurs in the area where no transverse track beam is set in the base layer, the settlement has no effect on the transverse track beam, so the carriageway slab will not deform;

[0012] When settlement occurs in the area where the transverse track beam is located, the transverse track beam can resist the settlement along the transverse direction of the carriageway slab through its transverse stiffness along the carriageway slab, and is therefore not prone to local transverse deformation due to the transverse settlement of the carriageway slab, thereby not causing the carriageway slab to deform in the transverse direction. For settlement along the longitudinal direction of the carriageway slab, when the settlement causes the relative position change of multiple transverse track beams, the present scheme can adapt to the change in the relative position of each transverse track beam by causing a corresponding rotation of each carriageway slab relative to the transverse track beam.

[0013] In summary, when facing random settlement, this scheme can filter the settlement along the lateral direction of the carriageway slab and the settlement occurring outside the area where the transverse track beam is located, and adapt to the random settlement along the longitudinal direction of the road by rotating each carriageway slab relative to the transverse track beam, thereby avoiding repeated left and right tilting of the vehicle due to the random deformation of the carriageway slab along its lateral direction, and reducing the impact of the random deformation of the carriageway slab along its longitudinal direction on driving, thereby ensuring the comfort, passability and safety of the vehicle.

[0014] Based on the same principle, when faced with random upwarping of the base layer, this scheme can also filter out the upwarping along the transverse direction of the roadway slab, and only cause deformation following the upwarping along the longitudinal direction of the roadway slab.

[0015] This solution can also change the distribution of the transverse track beams by adjusting the longitudinal dimensions of the carriageway slab, so that the transverse track beams avoid areas prone to settlement or areas with severe settlement, thereby better adapting to environments prone to settlement.

[0016] At the same time, in this solution, the carriageway slab is not in direct contact with the base layer. On the one hand, it can reduce the upper paving of the pavement structure, such as the heat transferred to the base layer through the carriageway slab after the black asphalt absorbs heat, and the space between the carriageway slab and the base layer can be ventilated, thereby accelerating the heat dissipation of the base layer and avoiding the accumulation of heat in the base layer and causing potential diseases, such as freezing and thawing of the base layer; on the other hand, this solution can also reduce the construction demand for the base layer. Specifically, in the area where the transverse track beam is not set, the construction requirements of the base layer can be reduced; the space between the carriageway slab and the base layer is also suitable for inspection personnel or equipment to enter in order to carry out maintenance operations.

[0017] The carriageway slab and transverse track beam of this scheme adopt a combined structure, which can also facilitate the use of prefabricated structures for both the carriageway slab and the track beam, thereby improving the prefabrication rate of this scheme and reducing the construction workload at the construction site. For example, it can reduce the workload of tying steel bars and pouring concrete, making this scheme easier to adapt to harsh terrains where it is difficult to carry out large-scale construction sites, such as plateau areas.

[0018] As a preferred embodiment of the present invention, it also includes a joint support structure; the joint support structure is arranged at the joint of two adjacent driving lane slabs; the joint support structure is located on the side of the driving lane slab away from the transverse track beam; the joint support structure is used to support vehicles or pavement; one end of the joint support structure is slidably connected to the driving lane slab at the corresponding end, and the sliding direction of the sliding connection is along the longitudinal direction of the corresponding driving lane slab; the other end of the joint support structure is hinged to the driving lane slab at the corresponding end, and the rotation axis of the hinge is along the transverse direction of the corresponding driving lane slab.

[0019] For example, when the front end of the joint support structure is slidingly connected to the road slab located at its front end along the longitudinal direction of the road slab, the sliding direction of the sliding connection is along the longitudinal direction of the road slab located at the front end of the joint support structure; when the rear end of the joint support structure is hinged to the road slab located at its rear end, the direction of the hinged rotation axis is along the transverse direction of the road slab located at the rear end of the joint support structure.

[0020] Sliding connections and hinges can adopt a variety of styles according to the prior art, such as pulleys, slide rails, and hinges, but it is necessary to avoid designing a structure that loses its supporting function when the joint support structure rotates or slides. If a too narrow slide rail is directly used, it will be difficult to provide support.

[0021] The joint support structure can be the same width as the carriageway slab, thereby completely covering the joint between the carriageway slabs; or it can only cover a portion of the joint according to actual needs.

[0022] When irregular settlement occurs in the base layer and causes the carriageway slab to rotate relative to the transverse track beam, the length of the line connecting the corresponding two points on the two adjacent carriageway slabs will change except for the hinged axis. Specifically, if the carriageway slabs at both ends of one of the transverse track beams are deflected downward, the length of the line connecting the points on the top surfaces of the two carriageway slabs will gradually increase, that is, the joint width of the two carriageway slabs will gradually increase at the top of the carriageway slabs. If the joint support structure of the present scheme is not provided, when the vehicle travels on the top surface of the carriageway slab, this phenomenon will have an adverse effect on the comfort, passability and driving safety of the vehicle. Similarly, if the joint support structure of the present scheme is not provided, when pavement is provided above the carriageway slab, this phenomenon will cause the pavement to bear additional tensile and compressive stresses, thereby causing the pavement to be easily damaged at the joint.

[0023] In this solution, a joint support structure is provided at the joint of the carriageway slab, and one end of the joint support structure is slidably connected to the carriageway slab at the corresponding position, and the other end is hinged to the carriageway slab at the corresponding position; when irregular settlement occurs in the base layer and causes the carriageway slab to rotate relative to the transverse track beam, the joint support structure can adapt to the size change of the joint through sliding and rotating, and keep its two ends respectively connected to the corresponding carriageway slabs, thereby providing support for vehicle driving or paving, and reducing the impact of the relative angle change of each carriageway slab on vehicle driving or paving.

[0024] As a preferred embodiment of the present invention, the number of the joint support structures at the joint of two adjacent driving lane slabs is greater than one; and the joint support structures are arranged at intervals along the lateral direction of the driving lane slabs.

[0025] The joint support structure can be the same width as the carriageway slab, thereby completely covering the joint between the carriageway slabs; or it can only cover a portion of the joint according to actual needs.

[0026] For the joints between every two roadway slabs, this solution connects multiple joint support structures, thereby relatively reducing the width of each joint support structure, and then relatively reducing the length of the rotating shaft in each joint support structure, making it less likely for the rotating connection to get stuck due to deformation of the rotating shaft, and the joint support structure to be unable to adapt to the relative angle changes between two adjacent roadway slabs.

[0027] As a preferred embodiment of the present invention, the distance between two adjacent joint support structures is Dt, and Dt≥3 cm.

[0028] The upper limit of Dt depends on actual needs. For example, if asphalt pavement is required on the carriageway slab, Dt≤10cm to avoid unsupported voids in the asphalt pavement.

[0029] This solution limits the distance between two adjacent joint support structures, thereby preventing the two adjacent joint support structures from interfering with each other and getting stuck.

[0030] As a preferred embodiment of the present invention, a mounting groove corresponding to the joint support structure is provided on the upper surface of the driving lane slab; the joint support structure is installed in the mounting groove; when the joint support structure is installed in the mounting groove, the height of the upper surface of the joint support structure is lower than or flush with the height of the upper surface of the driving lane slab.

[0031] This solution can prevent the joint support structure from protruding from the surface of the roadway slab, thereby avoiding the joint support structure from affecting the driving of vehicles or the construction of paving.

[0032] As a preferred solution of the present invention, the carriageway slab is a reinforced concrete member; a steel bottom plate is provided on the bottom surface of the carriageway slab.

[0033] The connection between the steel base plate and the roadway slab can be made with reference to the prior art, and shear connectors such as studs and shear nails can be used.

[0034] This scheme is to form a steel-concrete composite beam by a reinforced concrete carriageway slab and a steel bottom plate; and for the specific structure of this scheme, the carriageway slab and the transverse track beam are combined into a simply supported beam, the top of the carriageway slab is under compression, and the bottom is under tension; therefore, a steel bottom plate is selected to be set on the bottom surface of the carriageway slab, so that the steel structure bears the tensile stress, and the concrete carriageway slab bears the compressive stress, which makes full use of the higher tensile strength of the steel structure and the higher compressive strength of the concrete, and has a high safety factor; therefore, compared with a pure steel structure or a reinforced concrete structure, this scheme can relatively reduce the size of the carriageway slab, thereby reducing the consumption of manufacturing materials and reducing costs.

[0035] As a preferred solution of the present invention, the height of the cross section of the driving lane slab is T, and T decreases from the middle to both ends of the driving lane slab along the longitudinal direction of the driving lane slab.

[0036] The cross-sectional height of the roadway slab is the thickness of the roadway slab in the vertical direction.

[0037] In this solution, for a single roadway slab, the thickness is along its longitudinal direction, thick in the middle and small at both ends; the specific cross-sectional shape can be various, such as a broken line shape or a fish belly shape with a high middle and low ends.

[0038] This solution can reduce the deadweight of the carriageway slab, save materials and reduce costs.

[0039] As a preferred solution of the present invention, a rubber pad is provided between a surface of the transverse track beam facing the driving lane slab and the driving lane slab.

[0040] This solution is to set a rubber pad between the transverse track beam and the carriageway slab. On the one hand, when the carriageway slab rotates relative to the transverse track beam, the rubber pad can maintain a close fit between the carriageway slab and the transverse track beam through its elastic deformation, thereby avoiding the situation where the contact area becomes smaller due to the change in the posture of the carriageway slab relative to the transverse track beam; on the other hand, the rubber pad can also prevent the longitudinal track beam and the transverse track beam from directly contacting and wearing each other.

[0041] The rubber pads also help reduce the noise generated when vehicles pass through the joints between two adjacent roadway slabs during driving.

[0042] As a preferred solution of the present invention, an enlarged base is provided at one end of the transverse track beam away from the driving lane slab; the cross-sectional area of ​​the enlarged base along the horizontal plane is larger than the cross-sectional area of ​​the transverse track beam along the horizontal plane.

[0043] The enlarged base can be two parts of an integrated component with the transverse track beam, or can be two separate components. The specific size and shape of the enlarged base depends on the specific conditions and loads of the base below it.

[0044] This solution sets an enlarged base with an enlarged horizontal cross-sectional area for the transverse track beam, which can increase the area of ​​the contact part of this solution with the base layer and reduce the pressure applied to the base layer, thereby reducing the deformation of the roadbed due to the structural deadweight of this solution and the vehicle load transmitted from the transverse track beam.

[0045] As a preferred embodiment of the present invention, the distance between the roadway slab and the base layer is h; 80cm≤h≤150cm

[0046] This solution limits the distance between the carriageway slab and the base layer. This height can ensure that there is a sufficient distance between the carriageway slab and the base layer, thereby ensuring ventilation and heat dissipation of the base layer and preventing heat accumulation in the base layer. At the same time, this height is also sufficient for inspection personnel to enter the space between the carriageway slab and the base layer to perform maintenance operations.

[0047] As a preferred embodiment of the present invention, a pin shaft is provided on the transverse track beam; the driving lane plate includes a stepped pin hole; the pin shaft is rotatably connected to the stepped pin hole; a receiving groove is provided on the side wall of the pin shaft, and a movable clamp is movably connected in the receiving groove; an elastic part is provided between the movable clamp and the receiving groove, and the movable clamp can extend from the receiving groove and abut against the stepped surface of the stepped pin hole under the drive of the elastic part.

[0048] One or more movable clamps can be set on a single pin shaft; the movable clamp can be connected to the inner wall of the storage groove by means of rotational connection or sliding connection, or it can be simply limited to the inner wall of the storage groove, as long as it can extend from the storage groove under the drive of the elastic part; the elastic part can take various forms such as coil springs and rubber blocks depending on the specific arrangement.

[0049] This solution can be used to ensure a stable connection between the pin shaft and the roadway plate, and prevent the pin shaft from being separated from the roadway plate.

[0050] As a preferred solution of the present invention, the top surface of the carriageway slab is also provided with asphalt paving.

[0051] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0052] 1. When faced with random settlement, this solution can filter out the settlement along the lateral direction of the roadway slab and the settlement outside the area where the lateral track beam is located, and adapt to the random settlement along the longitudinal direction of the road by rotating each roadway slab relative to the lateral track beam, thereby avoiding repeated left and right tilting of the vehicle due to the random deformation of the roadway slab along its lateral direction, and reducing the impact of the random deformation of the roadway slab along its longitudinal direction on driving, thereby ensuring the comfort, passability and safety of the vehicle. Based on the same principle, when faced with random camber of the base layer, this solution can also filter out the camber along the lateral direction of the roadway slab, and only cause deformation that follows the camber along the longitudinal direction of the roadway slab.

[0053] 2. This solution can also change the distribution of the transverse track beams by adjusting the longitudinal dimensions of the carriageway slab, so that the transverse track beams avoid areas prone to settlement or areas with severe settlement, thereby better adapting to environments prone to settlement.

[0054] 3. In this solution, the carriageway slab is not in direct contact with the base layer. On the one hand, it can reduce the upper paving of the pavement structure, such as the heat transferred to the base layer through the carriageway slab after the black asphalt absorbs heat, and the space between the carriageway slab and the base layer can be ventilated, thereby accelerating the heat dissipation of the base layer and avoiding the accumulation of heat in the base layer and causing potential diseases, such as freezing and thawing of the base layer; on the other hand, this solution can also reduce the construction requirements for the base layer. Specifically, in the area where the transverse track beam is not set, the construction requirements of the base layer can be reduced; the space between the carriageway slab and the base layer is also suitable for inspection personnel or equipment to enter for maintenance operations.

[0055] 4. The carriageway slab and transverse track beam of this scheme adopt a combined structure, which can also facilitate the use of prefabricated structures for both the carriageway slab and the track beam, thereby improving the prefabrication rate of this scheme and reducing the construction workload on the construction site. For example, it can reduce the workload of tying steel bars and pouring concrete, making this scheme easier to adapt to harsh terrains where it is difficult to carry out large-scale construction sites, such as plateau areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 is a schematic longitudinal section diagram of an articulated pavement structure of the present invention;

[0057] Figure 2 It is a partially enlarged schematic diagram of a longitudinal section of an articulated pavement structure of the present invention;

[0058] Figure 3 It is a partial three-dimensional structural schematic diagram of an articulated pavement structure of the present invention;

[0059] Figure 4 It is a schematic diagram of the three-dimensional structure at the base of the pin shaft;

[0060] Figure 5 is a partial cross-sectional schematic diagram of the pin shaft;

[0061] Figure 6 It is a three-dimensional structural schematic diagram of the joint support structure;

[0062] Figure 7 It is a three-dimensional exploded schematic diagram of the joint support structure;

[0063] Icons: 1- transverse track beam; 3- pin shaft; 4- joint support structure; 5- asphalt pavement; 6- rubber pad; 11- enlarged base; 21- driving lane plate; 23- steel bottom plate; 31- movable clamp; 32- pin shaft base; 41- toothed plate sliding track plate; 42- rotating connecting plate; 43- slider toothed plate. DETAILED DESCRIPTION

[0064] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0065] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0066] Example 1

[0067] like Figure 1As shown, the articulated pavement structure adopted by the present invention comprises a carriageway slab 21 and a transverse track beam 1 arranged at the bottom of the carriageway slab 21; the carriageway slab 21 is continuously arranged along the longitudinal direction of the pavement; the transverse track beam 1 is arranged at the joint of two adjacent carriageway slabs 21, so as to support the carriageway slab 21 from the bottom of the carriageway slab 21; the two ends of the transverse track beam 1 along the longitudinal direction of the road are respectively hinged to the carriageway slabs 21 at both ends, and the rotation axis of the hinge is along the transverse direction of the carriageway slab 21; the bottom of the transverse track beam 1 is connected to the upper surface of the base layer.

[0068] Specifically, the roadway slab 21 is a reinforced concrete member, and as Figure 2 As shown, a steel bottom plate 23 is provided on the bottom surface of the driving lane slab 21, so that the driving lane slab 21 and the steel bottom plate 23 are combined into a steel-concrete composite structure; pin holes are respectively provided on both sides of the front end and the rear end of the driving lane slab 21 along its longitudinal direction, which are used to be hinged with the transverse track beam 1; the steel bottom plate 23 is connected to the bottom surface of the driving lane slab 21 through a shear-resistant connector such as a bolt, and the thickness of the steel bottom plate 23 is Tb, 6mm≤Tb≤10mm; and for this embodiment, the longitudinal section of the driving lane slab 21 is a fish belly shape, that is, the thickness of the driving lane slab 21 is small at both ends and large in the middle along its longitudinal direction; the length of a single driving lane slab 21 along its longitudinal direction is Lt, 4m≤Lt≤5m, thereby avoiding the driving lane slab 21 being too short to cause the transverse track beam 1 to be too dense, and avoiding the driving lane slab 21 being too long to cause the transverse track beam 1 to be too large in size.

[0069] A gap is still left between two adjacent roadway plates 21 to avoid mutual interference between the two adjacent roadway plates 21 when the roadway plates 21 rotate relative to the transverse track beam 1 .

[0070] like Figure 2 and Figure 3 As shown, the transverse track beam 1 has a larger dimension in the transverse direction of the roadway slab 21 than the dimension in the same direction of the roadway slab 21, and both ends of the transverse track beam 1 in the transverse direction of the roadway slab 21 exceed the edge of the roadway slab 21, so that the roadway slab 21 can be fully supported in the transverse direction of the roadway slab 21, ensuring that the whole composed of the roadway slabs 21 has sufficient rigidity in the transverse direction of the roadway slab 21; the portions of the transverse track beam 1 at both ends exceeding the edge of the roadway slab 21 are provided with a pin base 32, on which a pin 3 is provided, so that the transverse track beam 1 is hingedly connected through the pin 3; specifically, as shown in FIG. Figure 4 and Figure 5As shown, the side wall of the pin shaft 3 in this embodiment is provided with a plurality of centrally symmetrical receiving grooves, in which a movable clamp 31 is rotatably connected, and an elastic part is connected between the movable clamp 31 and the receiving groove, and the elastic part is configured to be able to drive the movable clamp 31 to extend out of the receiving groove; correspondingly, the pin hole on the driving lane plate 21 is a stepped pin hole, and its diameter increases in the direction approaching the center of the driving lane plate 21, so that when the pin shaft 3 is inserted into the stepped pin hole from the outside of the bicycle lane plate 21, the movable clamp 31 can be driven by the elastic part to extend from the receiving groove and abut against the inner wall of the stepped pin hole to prevent the pin shaft 3 from falling off from the pin hole; the stepped pin hole is obtained by pre-embedding a steel pipe when prefabricating the driving lane plate 21, so as to avoid the concrete cracking and damage at the stepped pin hole during use; the length of the pin shaft 3 extending into the driving lane plate 21 is greater than or equal to 35 cm.

[0071] A rubber pad 6 is also provided on one side of the transverse track beam 1 facing the driving lane slab 21, so that the transverse track beam 1 contacts the driving lane slab 21 through the rubber pad 6 rather than directly contacting it; after the driving lane slab 21 is installed on the transverse track beam 1, the thickness of the rubber pad 6 is greater than or equal to 1 cm.

[0072] The dimension of the transverse track beam 1 along the longitudinal direction of the driving lane slab 21 is Lb. For this embodiment, Lb gradually increases from 40 cm to 90 cm from top to bottom, thereby forming a cross-sectional shape with a small top and a large bottom, wherein the lower enlarged portion serves as an enlarged base 11, which can reduce the pressure applied to the base layer by this embodiment; it should be noted that although Figure 2 As shown, the enlarged base 11 and the transverse track beam 1 are marked separately, but for this embodiment, the enlarged base 11 and the transverse track beam 1 are an integrated component.

[0073] An asphalt pavement 5 is also provided on the upper surface of the carriageway slab 21 , and both the asphalt pavement 5 and the carriageway slab 21 are prefabricated components, thereby facilitating on-site construction and helping to improve the processing quality of the asphalt pavement 5 and the carriageway slab 21 .

[0074] When irregular settlement occurs in the base layer, this solution can resist deformation of the base layer along the transverse direction of the road, and adapt to deformation along the longitudinal direction of the road by rotating each lane slab 21 relative to the transverse track beam 1, thereby converting the random settlement of the base layer into deformation of the lane slab 21 along its longitudinal direction.

[0075] Example 2

[0076] On the basis of Example 1, Figure 2 , Figure 3 , Figure 6 and Figure 7As shown, the present embodiment further comprises a plurality of joint support structures 4 arranged on the top surface of the carriageway slab 21; the joint support structures 4 are arranged at the joints of each carriageway slab 21; one end of the joint support structure 4 is slidably connected to the carriageway slab 21 at the corresponding end, and the sliding direction of the sliding connection is along the longitudinal direction of the corresponding carriageway slab 21; the other end of the joint support structure 4 is hinged to the carriageway slab 21 at the corresponding end, and the rotation axis of the hinge is along the transverse direction of the corresponding carriageway slab 21.

[0077] Specifically, the joint support structure 4 includes a slider tooth plate 43, one end of which is provided with a rotating shaft and the other end is provided with a slide plate; correspondingly, the two ends of the driving lane 21 along its longitudinal direction are respectively provided with a tooth plate sliding track plate 41 and a rotating connecting plate 42, wherein as Figure 7 As shown, the toothed plate sliding track plate 41 is provided with a groove for sliding connection with the slide plate, and the rotating connecting plate 42 is provided with a hole for hinged connection with the rotating shaft; and the driving lane plate 21 is provided with mounting grooves at corresponding positions of the toothed plate sliding track plate 41 and the rotating connecting plate 42, and the toothed plate sliding track plate 41 and the rotating connecting plate 42 are installed in the corresponding mounting grooves, and their upper surfaces do not exceed the upper surface of the driving lane plate 21; when each driving lane plate 21 is continuously arranged along its longitudinal direction, as shown in FIG. Figure 2 As shown in the figure, for the joint between every two adjacent driving lane plates 21, one end of the joint has a toothed plate sliding track plate 41 and the other end has a rotating connecting plate 42; the two ends of the slider toothed plate 43 are respectively connected to the corresponding toothed plate sliding track plate 41 or the rotating connecting plate 42.

[0078] Since the slider tooth plate 43 needs to bear the load from the vehicle, for this embodiment, the thickness of the slider tooth plate 43 is greater than or equal to 10 mm.

[0079] For this embodiment, a plurality of joint support structures 4 are connected to the joints between every two adjacent driving lane slabs 21. The joint support structures 4 at the same joint are arranged at intervals along the lateral direction of the driving lane slab 21. The spacing between adjacent joint support structures 4 is Dt, 3cm≤Dt≤10cm, thereby avoiding interference between adjacent joint support structures 4 during deformation due to a small spacing, and avoiding formation of unsupported voids during laying of asphalt pavement 5 due to a large spacing. Specifically, the length of a single joint support structure 4 along the lateral direction of the driving lane slab 21 is 1m.

[0080] Example 3

[0081] On the basis of Embodiments 1 and 2, the distance between the roadway slab 21 and the base layer is h, 80 cm ≤ h ≤ 150 cm.

[0082] This embodiment is suitable for situations where it is necessary to prevent heat accumulation in the base layer. It can ensure that the carriageway slab 21 is suspended at a sufficient height by the transverse track beam 1, thereby reducing the heat transferred from the carriageway slab 21 to the base layer, and the space between the carriageway slab 21 and the base layer can be ventilated, thereby accelerating the heat dissipation of the base layer and avoiding the accumulation of heat in the base layer and causing potential diseases; at the same time, the height can also enable inspection personnel to enter the space between the carriageway slab 21 and the base layer to carry out maintenance work.

[0083] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An articulated pavement structure, characterized in that: It comprises a carriageway slab (21) and a transverse track beam (1) arranged on the bottom surface of the carriageway slab (21); the transverse track beam (1) is arranged at the joint between two adjacent carriageway slabs (21); both sides of the transverse track beam (1) are respectively hinged to the carriageway slabs (21) at their corresponding ends; the hinged rotation axis is along the transverse direction of the carriageway slab (21); the bottom surface of the transverse track beam (1) is used to connect to a base layer; there is a gap between the bottom surface of the carriageway slab (21) and the base layer; It also comprises a joint support structure (4); the joint support structure (4) is arranged at the joint of two adjacent roadway slabs (21); the joint support structure (4) is located on a side of the roadway slab (21) away from the transverse track beam (1); the joint support structure (4) is used to support a vehicle or pavement; one end of the joint support structure (4) is slidably connected to the roadway slab (21) at the corresponding end, and the sliding direction of the sliding connection is along the longitudinal direction of the corresponding roadway slab (21); the other end of the joint support structure (4) is hinged to the roadway slab (21) at the corresponding end, and the rotation axis of the hinge is along the transverse direction of the corresponding roadway slab (21); The height of the cross section of the roadway slab (21) is T, and T decreases from the middle to both ends of the roadway slab (21) in the longitudinal direction of the roadway slab (21); The transverse track beam (1) is provided with a pin shaft (3); the driving lane plate (21) comprises a stepped pin hole; the pin shaft (3) is rotatably connected to the stepped pin hole; a side wall of the pin shaft (3) is provided with a receiving groove, and a movable clamp (31) is movably connected in the receiving groove; an elastic part is provided between the movable clamp (31) and the receiving groove, and the movable clamp (31) can extend from the receiving groove and abut against the stepped surface of the stepped pin hole under the drive of the elastic part.

2. An articulated pavement structure according to claim 1, characterized in that: The number of the joint support structures (4) at the joint of two adjacent roadway slabs (21) is greater than one; and the joint support structures (4) are arranged at intervals along the lateral direction of the roadway slabs (21).

3. The articulated pavement structure according to claim 1, characterized in that: The upper surface of the roadway slab (21) is provided with a mounting groove corresponding to the joint support structure (4); the joint support structure (4) is installed in the mounting groove; when the joint support structure (4) is installed in the mounting groove, the height of the upper surface of the joint support structure (4) is lower than or flush with the height of the upper surface of the roadway slab (21).

4. An articulated pavement structure according to any one of claims 1 to 3, characterized in that: The carriageway slab (21) is a reinforced concrete member; a steel bottom plate (23) is provided on the bottom surface of the carriageway slab (21).

5. An articulated pavement structure according to any one of claims 1 to 3, characterized in that: A rubber pad (6) is provided between a surface of the transverse track beam (1) facing the roadway slab (21) and the roadway slab (21).

6. An articulated pavement structure according to any one of claims 1 to 3, characterized in that: An enlarged base is provided at one end of the transverse track beam (1) away from the roadway slab (21); the cross-sectional area of ​​the enlarged base along the horizontal plane is larger than the cross-sectional area of ​​the transverse track beam (1) along the horizontal plane.

7. An articulated pavement structure according to any one of claims 1 to 3, characterized in that: The distance between the roadway slab (21) and the base layer is h; 80cm≤h≤150cm.

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