A road surface structure using a rigid roadbed

Abstract

The present invention relates to the technical field of road construction, and provides a pavement structure using a rigid roadbed, comprising a driving lane slab and a rigid roadbed arranged on the bottom surface of the driving lane slab; a corrugated steel plate is arranged at the bottom of the driving lane slab; the corrugated extension direction of the corrugated steel plate is along the longitudinal direction of the road; the rigid roadbed comprises a plurality of longitudinal beams and a plurality of end cross beams; the end cross beams are arranged in the transverse direction of the road; the end cross beams are spaced apart in the longitudinal direction of the road; the longitudinal beams are arranged in the longitudinal direction of the road; the two ends of the longitudinal beams are respectively connected to two adjacent end cross beams; the longitudinal beams are spaced apart in the transverse direction of the road; the top surface of the longitudinal beam is connected to the bottom surface of the corrugated steel plate. The use of the pavement structure using a rigid roadbed can solve the problem that the existing pavement structure will undergo corresponding random deformation when the base layer undergoes random settlement, thereby affecting the driving of vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of road construction, and in particular to a pavement structure adopting a rigid roadbed. Background Art

[0002] The pavement structure is an important part of road engineering, and its design and construction quality directly affect the service life, driving safety and operation efficiency of the road. Generally, the pavement structure mainly consists of a surface layer and a base layer. Among them, the surface layer is the part directly in contact with the vehicle tires and needs to have sufficient bearing capacity, durability and anti-skid performance; the base layer is the main bearing layer supporting the surface layer, bearing the vehicle load from the surface layer and dispersing it to the subgrade below.

[0003] However, in actual application scenarios, random settlement will occur in the base layer. For example, in frozen soil areas, affected by the characteristics of the frozen soil subgrade itself, the frozen soil subgrade is prone to frost heaving and thaw settlement, resulting in settlement of the subgrade within a short time after opening to traffic and repeated settlement; for soft soil subgrades, settlement will also occur after the subgrade drainage is stable and after opening to traffic. And the existing pavement structure has insufficient stiffness, and when the base layer undergoes random settlement, it is easy to follow the corresponding deformation of the base layer, resulting in poor pavement flatness, and further having an adverse impact on the driving comfort and safety of vehicles; therefore, the existing pavement structure needs to be repeatedly overlaid to ensure the flatness of the pavement, and the economy is poor. Summary of the Invention

[0004] The purpose of the present invention is to solve the problem that the existing pavement structure will undergo corresponding random deformation when the base layer undergoes random settlement, thereby affecting the driving of vehicles, and provide a pavement structure adopting a rigid roadbed.

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

[0006] A pavement structure adopting a rigid roadbed, comprising a driving lane slab and a rigid roadbed arranged on the bottom surface of the driving lane slab; a corrugated steel plate is arranged at the bottom of the driving lane slab; the corrugated extension direction of the corrugated steel plate is along the longitudinal direction of the road; the rigid roadbed comprises a plurality of longitudinal beams and a plurality of end cross beams; the end cross beams are arranged along the transverse direction of the road; the end cross beams are distributed at intervals along the longitudinal direction of the road; the longitudinal beams are arranged along the longitudinal direction of the road; both ends of the longitudinal beam are respectively connected to two adjacent end cross beams; the longitudinal beams are distributed at intervals along the transverse direction of the road; the top surface of the longitudinal beam is connected to the bottom surface of the corrugated steel plate; the bottom surfaces of the end cross beams and the longitudinal beams are both connected to the base layer.

[0007] Referring to the prior art, the driving lane slab can be in various forms, such as a concrete layer or a steel-concrete structure; the driving lane slab can be cast on the construction site of the project or prefabricated in the factory; the driving lane slab can generally be made by on-site casting or factory prefabrication. If the size of the driving lane slab is too large, a construction method such as prefabricating the longitudinal beam and the end cross beam separately and then assembling them on-site can be adopted.

[0008] The corrugation extension direction of the corrugated steel plate is along the longitudinal direction of the road, that is, the corrugated steel plate undulates up and down along the longitudinal direction of the road; the corrugated steel plate can be of various waveforms, such as a sine wave or a trapezoidal wave, as long as it can be combined with the driving lane slab to form a steel-concrete structure and can be connected to the top surface of the longitudinal beam; referring to the prior art, shear connectors such as stud bolts need to be inserted between the corrugated steel plate and the driving lane slab so that the corrugated steel plate and the concrete layer form a steel-concrete structure; various connection methods can be used for the connection between the corrugated steel plate and the longitudinal beam, such as using shear studs or welding the corrugated steel plate to the embedded metal parts in the longitudinal beam.

[0009] The specific dimensions of the longitudinal beam and the end cross beam, such as length, width, height, and distribution position, are determined according to the actual load conditions and requirements.

[0010] In this solution, a corrugated steel plate with a corrugation extension direction along the longitudinal direction of the road is arranged below the driving lane slab, so that the overall stiffness of this solution along the transverse direction of the road can be greatly enhanced; at the same time, a rigid roadbed composed of longitudinal beams and end cross beams is also arranged below the corrugated steel plate, making the overall structure of this solution rigid in both the transverse direction and the longitudinal direction of the road. In the face of random settlement of the base layer, this solution can overcome the deformation caused by random settlement through its own rigidity, maintain the flatness of the upper surface of the driving lane slab, thereby avoiding the adverse impact of random settlement of the base layer on the driving of the upper vehicles, ensuring the comfort and safety of driving, and further avoiding the situation of repeated paving and resulting in reduced economy in order to ensure the flatness of the upper surface of the driving lane slab.

[0011] As a preferred solution of the present invention, a limit groove corresponding to the trough of the corrugated steel plate in shape and position is arranged on the top surface of the longitudinal beam; the depth of the limit groove is Dw; the wave height of the corrugated steel plate is hw; Dw < hw.

[0012] The specific depth of the limit groove is determined according to the actual load conditions and specific requirements; for example, the depth of the limit groove can be limited to be less than the wave height of the waveform of the corrugated steel plate, so that there is a gap between the corrugated steel plate and the top surface of the longitudinal beam, which can be used for ventilation and heat dissipation.

[0013] This solution can make the corrugated steel plate more firmly connected to the top surface of the longitudinal beam, and the limit groove can play a guiding role in the corrugated steel plate during the assembly of the corrugated steel plate, thereby facilitating the positioning of the corrugated steel plate and improving the assembly efficiency.

[0014] As a preferred embodiment of the present invention, the thickness of the corrugated steel plate is Tw; Tw ≥ 8 mm.

[0015] This embodiment specifies the thickness of the corrugated steel plate, which can ensure that the corrugated steel plate and the concrete layer of the carriageway slab can jointly and reliably bear the traffic load.

[0016] As a preferred embodiment of the present invention, it further includes transverse beams; the transverse beams are arranged along the transverse direction of the road; both ends of the transverse beams are respectively connected to two adjacent longitudinal beams; the transverse beams are distributed at intervals along the longitudinal direction of the road; the corrugated steel plate is replaced with bottom cross beams; the bottom cross beams are arranged along the transverse direction of the road; one end of the bottom cross beam is connected to the bottom of the carriageway slab, and the other end of the bottom cross beam is connected to the top surfaces of the transverse beam and the longitudinal beam.

[0017] This embodiment uses a combination of bottom cross beams and transverse beams to replace the corrugated steel plate, which can also play a role in making the overall structure of this embodiment rigid in both the transverse and longitudinal directions of the road. Therefore, in the face of random settlement of the base layer, this embodiment can overcome the deformation caused by random settlement through its own rigidity, maintain the flatness of the upper surface of the carriageway slab, and further avoid the adverse impact of random settlement of the base layer on the driving of upper vehicles, ensuring the comfort and safety of driving; this embodiment can also avoid the situation of repeated paving and resulting in reduced economy in order to ensure the flatness of the upper surface of the carriageway slab.

[0018] As a preferred embodiment of the present invention, the position of the transverse beam corresponds to the joints of two adjacent carriageway slabs along the longitudinal direction of the road.

[0019] The height of the transverse beam is adjusted according to the actual stress situation, and its bottom surface can be in contact with the base layer or there can be a distance from the base layer.

[0020] The top surface of the transverse beam in this embodiment is directly connected to the bottom surface of the carriageway slab, and the position corresponds to the joints of two adjacent carriageway slabs, which can enhance the transverse stiffness of the overall carriageway slab, so that the four sides of each carriageway slab are supported, improving the stress of the carriageway slab, and further enhancing the bearing capacity of the carriageway slab.

[0021] As a preferred embodiment of the present invention, ventilation grooves are provided on the longitudinal beam; when the corrugated steel plate is provided at the bottom of the carriageway slab, the ventilation grooves are provided on the upper surface of the longitudinal beam and the position corresponds to the wave crests of the corrugated steel plate.

[0022] The position of the ventilation grooves can be set at various places on the longitudinal beam, as long as the air can be exchanged between the inner and outer sides of the rigid roadbed; the specific size and shape of the ventilation grooves are determined according to the actual geological conditions and climate conditions at the construction site, but attention should be paid to the weakening of the ventilation grooves on the rigid roadbed to ensure that the overall structural strength and stiffness of the rigid roadbed meet the design requirements.

[0023] When a corrugated steel plate is provided at the bottom of the carriageway slab, the ventilation groove is arranged on the upper surface of the longitudinal beam and corresponds to the wave crest of the corrugated steel plate in position, so that the gap from the bottom surface of the wave crest of the corrugated steel plate to the upper surface of the longitudinal beam can be utilized and combined with the ventilation groove to form a larger ventilation groove, thereby improving the heat dissipation efficiency.

[0024] In this solution, ventilation grooves are arranged on the longitudinal plates, enabling air to circulate between the interior of the space enclosed by the longitudinal beam and the end cross beam and the outside atmosphere, and further enabling the base layer below the space enclosed by the longitudinal beam and the end cross beam to dissipate heat through the ventilation grooves, avoiding heat accumulation in the base layer, and being applicable to the situation where freeze-thaw diseases need to be mitigated in frozen soil sections.

[0025] If the ventilation groove is set to a size allowing personnel to enter and exit, this solution can also facilitate maintenance personnel to enter the rigid track bed for inspection and maintenance work.

[0026] As a preferred solution of the present invention, both ends of the rigid track bed in the transverse direction of the road do not extend beyond the base layer; the longitudinal beams located at the leftmost and rightmost positions in the transverse distribution along the road are at least one meter away from the corresponding edges of the base layer.

[0027] This solution ensures that there is a certain distance between the edge of the longitudinal beam and the edge of the base layer, preventing the longitudinal beam from directly transferring the load to the weak area at the edge of the base layer.

[0028] As a preferred solution of the present invention, foundation piles are provided on the bottom surface of the end cross beam; the foundation piles are used to connect with the base layer.

[0029] The specific type selection, size, quantity and distribution position of the foundation piles depend on the actual load conditions. At the same time, attention should also be paid to the disturbance of the foundation geology by the pile holes of the foundation piles, and foundation piles that are too long should not be used.

[0030] In this solution, the end cross beam is connected to the base layer by foundation piles, with mature and reliable technology, which can provide reliable vertical bearing capacity for the rigid track bed and reduce the influence of base layer settlement on the rigid track bed.

[0031] As a preferred solution of the present invention, an enlarged bearing platform is provided on the bottom surface of the end cross beam; the cross-sectional dimension of the enlarged bearing platform in the horizontal plane is larger than the cross-sectional dimension of the end cross beam in the horizontal plane; the enlarged bearing platform is used to connect with the base layer.

[0032] The specific size of the enlarged bearing platform depends on the actual load conditions and the geological conditions at the construction site.

[0033] This solution selects the method of setting an enlarged bearing platform at the bottom of the end cross beam to support the end cross beam on the base layer. During construction, there is no need to drill holes in the base layer, which can avoid the disturbance to the base geology caused by drilling. Therefore, it is applicable to the situation where the geology is poor and excessive disturbance to the base layer is not allowed.

[0034] As a preferred solution of the present invention, a horizontal flange is provided at the bottom of the longitudinal beam; the horizontal flange is arranged along the length direction of the longitudinal beam.

[0035] The specific dimensions of the horizontal flange, such as length, thickness and width, as well as the distribution position, are determined according to the actual load conditions; the horizontal flange can be provided only on one side of the longitudinal beam along the transverse direction of the road, but it is preferably provided on both sides of the longitudinal beam along the transverse direction of the road to ensure equal strength on both sides of the longitudinal beam.

[0036] In this solution, a horizontal flange is provided at the bottom of the longitudinal beam. On the one hand, it can increase the contact area between the longitudinal beam and the base layer, thereby reducing the pressure at the contact between the base layer and the longitudinal beam and reducing the deformation of the base layer; at the same time, the horizontal flange can also increase the stiffness of the longitudinal beam along the longitudinal direction of the road, making the overall rigid roadbed of this solution have higher stiffness.

[0037] To sum up, due to the adoption of the above technical solutions, the beneficial effects of the present invention are as follows:

[0038] 1. In this solution, a corrugated steel plate with the corrugation extending direction along the longitudinal direction of the road is provided below the driving lane slab, which can greatly enhance the stiffness of the overall structure of this solution along the transverse direction of the road; at the same time, a rigid roadbed composed of longitudinal beams and end cross beams is also provided below the corrugated steel plate, making the overall structure of this solution rigid in both the transverse direction and the longitudinal direction of the road. When facing the random settlement of the base layer, this solution can overcome the deformation caused by random settlement through its own rigidity, maintain the flatness of the upper surface of the driving lane slab, thereby avoiding the adverse impact of the random settlement of the base layer on the driving of the upper vehicles, ensuring the comfort and safety of driving, and further avoiding the situation of repeated paving and resulting in reduced economy in order to ensure the flatness of the upper surface of the driving lane slab.

[0039] 2. This solution can set ventilation grooves on the longitudinal plate, enabling air to circulate between the interior of the space surrounded by the longitudinal beam and the end cross beam and the outside atmosphere, so that the base layer below the space surrounded by the longitudinal beam and the end cross beam can ventilate and dissipate heat through the ventilation grooves, avoiding the accumulation of heat in the base layer, and is applicable to the situation where it is necessary to slow down freeze-thaw diseases in frozen soil areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a three-dimensional structural schematic diagram of a road surface structure using a rigid roadbed in Embodiment 1;

[0041] Figure 2It is a three-dimensional structural schematic diagram of the rigid roadbed in Embodiment 1;

[0042] Figure 3 It is a three-dimensional structural schematic diagram of a road surface structure with a rigid roadbed in Embodiment 2;

[0043] Figure 4 It is a three-dimensional structural schematic diagram of the rigid roadbed in Embodiment 2;

[0044] Figure 5 It is a top view schematic diagram of a road surface structure with a rigid roadbed in Embodiment 2;

[0045] Figure 6 It is a side view schematic diagram of a road surface structure with a rigid roadbed in Embodiment 2;

[0046] Figure 7 It is a side view schematic diagram of a road surface structure with a rigid roadbed in Embodiment 2;

[0047] Icon: 1 - driving lane slab; 11 - concrete layer; 12 - asphalt paving; 2 - longitudinal beam; 21 - ventilation groove; 22 - limit groove; 3 - transverse beam; 31 - horizontal flange; 32 - transverse plate; 4 - end cross beam; 41 - foundation pile; 5 - corrugated steel plate; 6 - base course. Detailed implementation manners

[0048] The present invention will be described in detail below with reference to the accompanying drawings.

[0049] In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to 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.

[0050] Embodiment 1

[0051] As Figures 1 to 2 shown, a road surface structure with a rigid roadbed in this embodiment includes a driving lane slab 1 and a rigid roadbed provided on the bottom surface of the driving lane slab 1; the rigid roadbed includes a plurality of longitudinal beams 2, a plurality of transverse beams 3 and a plurality of end cross beams 4; the end cross beams 4 are arranged along the transverse direction of the road; the end cross beams 4 are distributed at intervals along the longitudinal direction of the road; the longitudinal beams 2 are arranged along the longitudinal direction of the road; both ends of the longitudinal beams 2 are respectively connected to two adjacent end cross beams 4; the longitudinal beams 2 are distributed at intervals along the transverse direction of the road; the bottom surfaces of the end cross beams 4 and the longitudinal beams 2 are both connected to the base course 6; the transverse beams 3 are arranged along the transverse direction of the road; both ends of the transverse beams 3 are respectively connected to two adjacent longitudinal beams 2; the transverse beams 3 are distributed at intervals along the longitudinal direction of the road; a bottom cross beam is provided at the bottom of the driving lane slab 1; one end of the bottom cross beam is connected to the bottom of the driving lane slab 1; the other end of the bottom cross beam is connected to the top surfaces of the transverse beam 3 and the longitudinal beam 2.

[0052] Specifically, the driving lane slab 1 includes a concrete layer 11 and an asphalt pavement 12; and the driving lane slab 1 is a prefabricated component; the length of each driving lane slab 1 along the longitudinal direction of the road is L, where 3m ≤ L ≤ 5m. The driving lane slab 1 in this solution can also be replaced with other forms, such as a driving lane slab 1 with a steel-concrete structure.

[0053] Such as Figure 2 As shown, each rigid roadbed in this embodiment includes three longitudinal beams 2 and thirteen transverse beams 3, thus forming a rigid roadbed with twenty-eight beam grids together with two end cross beams 4 located at both longitudinal ends of the longitudinal beams 2 along the longitudinal direction of the road; and for this embodiment, the position of each transverse beam 3 corresponds to the joint position of two adjacent driving lane slabs 1, that is, the distance Dh between two adjacent transverse beams 3 is 3m ≤ Dh ≤ 5m; the distance Df between the transverse beam 3 closest to the end cross beam 4 and the end cross beam 4 is 1.5m ≤ Df ≤ 2.5m; the transverse beam 3 is an I-shaped cross beam to increase its contact area with the driving lane slab 1 and the lower structure.

[0054] The rigid roadbed can be prefabricated and connected by prestress at the construction site of the project.

[0055] When it is necessary to further reduce the pressure generated by the rigid roadbed on the base layer 6, the size of the transverse beam 3 in the vertical direction can also be increased so that the top surface of the transverse beam 3 is connected to the bottom surface of the driving lane slab 1, and the bottom surface of the transverse beam 3 is connected to the base layer 6.

[0056] Such as Figure 1 And Figure 2 As shown, ventilation grooves 21 are provided on the top of all three longitudinal beams 2, and the position of the ventilation grooves 21 corresponds to the position of the beam grids; that is, fourteen ventilation grooves 21 are provided on the top of each longitudinal beam 2 in this solution, and the ventilation grooves 21 are arranged at intervals along the longitudinal direction of the road, and the specific arrangement corresponds to the position of the beam grids along the longitudinal direction of the road; specifically, the ventilation grooves 21 in this embodiment are trapezoidal in reverse, with the long side being 250cm, the short side being 160cm, and the height being 45cm to ensure sufficient ventilation effect and at the same time not affect the overall strength of the rigid roadbed.

[0057] For this embodiment, a foundation pile 41 is also provided at the bottom of the end cross beam 4 to transfer the load to the base layer 6 and provide vertical bearing capacity for the end cross beam 4; and foundation piles 41 with a smaller length are selected to avoid disturbing the geology of the base layer 6 by the pile holes of the foundation piles 41; if the geology of the base layer 6 at the construction site is not suitable for drilling pile holes to install the foundation piles 41, an enlarged bearing platform can also be provided at the bottom of the end cross beam 4 to avoid drilling the base layer 6 and disturbing the geology of the base layer 6 by the drilling.

[0058] Such as Figure 1 And Figure 2As shown, a horizontal flange 31 is also provided at the bottom of the longitudinal beam 2; the width of the horizontal flange 31 along the transverse direction of the road is greater than the width of the longitudinal beam 2 to increase the contact area between the rigid roadbed and the base course 6.

[0059] Embodiment 2

[0060] As Figures 3 to 6 shown, a pavement structure with a rigid roadbed in this embodiment includes a driving lane slab 1 and a rigid roadbed provided on the bottom surface of the driving lane slab 1; a corrugated steel plate 5 is provided at the bottom of the driving lane slab 1; the corrugation extending direction of the corrugated steel plate 5 is along the longitudinal direction of the road; the rigid roadbed includes a plurality of longitudinal beams 2 and a plurality of end cross beams 4; the end cross beams 4 are arranged along the transverse direction of the road; the end cross beams 4 are spaced apart along the longitudinal direction of the road; the longitudinal beams 2 are arranged along the longitudinal direction of the road; both ends of the longitudinal beam 2 are respectively connected to two adjacent end cross beams 4; the longitudinal beams 2 are spaced apart along the transverse direction of the road; the top surface of the longitudinal beam 2 is connected to the bottom surface of the corrugated steel plate 5; the bottom surfaces of the end cross beams 4 and the longitudinal beams 2 are both connected to the base course 6.

[0061] Specifically, the corrugation of the corrugated steel plate 5 is a trapezoidal wave, which has higher stiffness compared to other corrugations; its specific corrugation is as Figure 6 shown, in the figure, Lw = 75 cm, hw = 15 cm, α = 45°; the corrugated steel plate 5 is connected to the concrete layer 11 through shear studs to form a steel-concrete structure. And the thickness of the corrugated steel plate 5 is greater than or equal to 8 mm; taking the end of the corrugation of the corrugated steel plate 5 away from the base course as the wave crest, the thickness of the steel-concrete structure formed by its combination with the concrete layer 11 of the driving lane slab 1 is 25 cm at the wave crest of the corrugated steel plate 5 and 45 cm at the wave trough of the corrugated steel plate 5.

[0062] For this embodiment, a limiting groove 22 is also provided at the position on the top surface of the longitudinal beam 2 corresponding to the wave trough of the corrugated steel plate 5; the shape of the limiting groove 22 is an inverted trapezoid corresponding to the corrugation of the corrugated steel plate 5, and its depth dw = 10 cm, so that the corrugated steel plate 5 can be limited in the limiting groove 22; at the same time, since dw < hw, there is a gap between the bottom surface of the corrugated steel plate 5 and the top surface of the longitudinal beam 2, which can be used as a ventilation groove 21 for ventilation and heat dissipation; if it is necessary to further enhance the ventilation and heat dissipation effect, additional ventilation grooves 21 can also be provided on the side surface of the longitudinal beam 2 in this embodiment for ventilation; the specific shape, size and position of the ventilation groove 21 are determined according to actual needs, but it should not interfere with the limiting groove 22 so as to affect the positioning effect of the limiting groove 22 on the corrugated steel plate 5, and at the same time, it is necessary to ensure that the overall stiffness of the rigid roadbed is not affected.

[0063] The limiting groove 22 on the top surface of the longitudinal beam 2 can also be provided at the position corresponding to the wave crest of the corrugated steel plate 5, so that there is a larger gap between the limiting groove 22 and the bottom surface of the corrugated steel plate 5, which can be used as a large-size ventilation groove 21. Specifically, as Figure 7As shown, the waveform of the limit groove 22 is opposite to that of the corrugated steel plate 5, so as to form a hexagon serving as the large-size ventilation groove 21.

[0064] Since the corrugated steel plate 5 can greatly enhance the overall stiffness of this embodiment in the transverse direction of the road, there is no need to set the transverse beam 3 in this embodiment; for this embodiment, only a number of transverse plates 32 are arranged between two adjacent longitudinal beams 2, and both ends of the transverse plate 32 are respectively connected to the corresponding longitudinal beam 2; the transverse plates 32 are distributed at intervals along the longitudinal direction of the road, and the bottom surface of the transverse plate 32 is connected to the base layer; specifically, the dimensions of the transverse plate 32 in the longitudinal direction and the vertical direction of the road in this embodiment are 100 cm and 30 cm respectively.

[0065] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A road surface structure using a rigid roadbed, comprising a driving lane slab (1), characterized in that: It also comprises a rigid roadbed arranged on the bottom surface of the roadway slab (1); A corrugated steel plate (5) is provided at the bottom of the roadway slab (1); the corrugated steel plate (5) extends in the longitudinal direction of the road; The rigid roadbed comprises a plurality of longitudinal beams (2) and a plurality of end cross beams (4); the end cross beams (4) are arranged in the transverse direction of the road; the end cross beams (4) are spaced apart in the longitudinal direction of the road; the longitudinal beams (2) are arranged in the longitudinal direction of the road; two ends of the longitudinal beam (2) are respectively connected to two adjacent end cross beams (4); The longitudinal beams (2) are spaced apart in the transverse direction of the road; the top surface of the longitudinal beam (2) is connected to the bottom surface of the corrugated steel plate (5); the bottom surfaces of the end cross beams (4) and the longitudinal beams (2) are both connected to the base layer (6); The top surface of the longitudinal beam (2) is provided with a limiting groove (22) whose shape and position correspond to the trough of the corrugated steel plate (5); the depth of the limiting groove (22) is Dw; the wave height of the corrugated steel plate (5) is hw; Dw<hw; The longitudinal beam (2) is provided with a ventilation slot (21), and the ventilation slot (21) is arranged on the upper surface of the longitudinal beam (2) and at a position corresponding to the wave crest of the corrugated steel plate (5).

2. A pavement structure using a rigid roadbed according to claim 1, characterized in that: The thickness of the corrugated steel plate (5) is Tw; Tw ≥ 8 mm.

3. A pavement structure using a rigid roadbed according to any one of claims 1 to 2, characterized in that: Both ends of the rigid roadbed in the transverse direction of the road do not extend beyond the base layer (6); the longitudinal beams (2) located at the leftmost and rightmost ends in the transverse direction of the road are at least one meter away from the corresponding edges of the base layer (6).

4. A pavement structure using a rigid roadbed according to any one of claims 1 to 2, characterized in that: The bottom surface of the end cross beam (4) is provided with a foundation pile (41); the foundation pile (41) is used to be connected to the base layer (6).

5. A pavement structure using a rigid roadbed according to any one of claims 1 to 2, characterized in that: An enlarged pedestal is provided on the bottom surface of the end cross beam (4); the cross-sectional dimension of the enlarged pedestal along the horizontal plane is greater than the cross-sectional dimension of the end cross beam (4) along the horizontal plane; the enlarged pedestal is used to connect to the base layer (6).

6. A pavement structure using a rigid roadbed according to any one of claims 1 to 2, characterized in that: A horizontal flange (31) is provided at the bottom of the longitudinal beam (2); the horizontal flange (31) is provided along the length direction of the longitudinal beam (2).

Images