A pavement slab installation structure and construction method for on-site overlay construction

Abstract

A pavement slab installation structure and construction method for on-site overlay construction. The precast track templates on both sides of the base pavement extend along the length direction. The binder injected from the grouting holes of the precast track templates forms a leveling bonding layer bonded between the precast track templates and the base pavement. A cast-in-place section is poured on the base pavement, and the cast-in-place section is connected to the precast track templates on both sides to form an integral structure. An adjusting device for adjusting the installation height of the precast track templates is installed on the precast track templates. After the precast track templates of the pavement slab installation structure for on-site overlay construction are installed first and then become an organic whole with the cast-in-place section, the leveling bonding layer can effectively improve the bonding strength between the precast track templates and the base pavement. Using the precast track templates as the isolation between adjacent pavement slabs and providing the walking function for construction equipment, combined with the rapidly curing material cast in place on site, the full-width synchronous large-area construction of the base pavement can be efficiently completed in a relatively short time.

Description

Technical Field

[0001] The present invention relates to the technical field of road surface construction and maintenance, and in particular to a road surface panel installation structure and a construction method for on-site paving construction, which is suitable for construction and maintenance projects of airport road surfaces, steel bridge decks, squares, etc. Background Art

[0002] With the development of transportation and civil aviation, the original airport design standard load requirements have increased, and the long-term use of the field road has caused damage, such as road slab fractures, broken joints, and potholes. In addition, the climate is warming and the temperature rises, which makes the structural bearing capacity decay and the performance of use decrease. The most common practice for large-scale maintenance of airport concrete pavement, especially to increase the load of the road slab, is to add a certain thickness of cement or asphalt concrete overlay layer on the surface of the old road slab, which is usually called "covering" or "overlay". When overlaying asphalt on the airport pavement, the surface layer is generally divided into three layers, from top to bottom, they are the upper layer, the middle layer, and the lower layer, and the total thickness is controlled at about 20 cm. One typical overlay structure is 5 cm thick SMA-13 ​​asphalt concrete + 6.5 cm thick AC-13 + 6.5 cm thick AC-13 from top to bottom, with a total thickness of 18 cm. Asphalt concrete overlay needs to be completed in three stages, with a long cycle and cumbersome methods. At the same time, due to the material properties of asphalt, after a period of operation at the airport, it is easy to loosen, water damage, wheel rutting and other diseases, and even serious peeling diseases, which pose certain safety hazards. For example, an airport in central China has a 3200m×45m runway, and a 21cm asphalt blanket is added. The total area is 144,000 square meters. The flight was suspended for 126 days. Soon after it was put into operation, it began to suffer from diseases such as bulging and shifting. Due to the superposition of high temperature, heavy rain and other reasons, many airports such as Brazil, Indonesia, and Shenyang have rolled up a large area of ​​the asphalt overlay under the negative pressure of the aircraft taking off, posing a serious threat to aircraft and aviation safety. If cement concrete blanket is used, due to the long hardening and condensation time of cement concrete, a 28-day curing cycle is required according to the specification, and it is impossible to achieve non-stop construction. The paving temperature of asphalt mixture is usually 160℃, the construction environment temperature is required to be above 5℃, and the construction temperature of cement concrete should be controlled above 5℃ and below 35℃. These conditions greatly limit the construction time in high-latitude areas, making the construction period in high-latitude areas shorter. In winter, when the temperature is low, cement concrete cannot be fully hydrated and asphalt cannot be constructed. When asphalt is overlaid, the adhesion is low, and the material strength and elastic modulus are far apart. When concrete is overlaid, the new and old layers cannot be superimposed. Therefore, neither of them can bond with the original road surface to form an overall performance that is combined into one.

[0003] In the airport pavement covering project, unlike asphalt materials, concrete materials must fit the old pavement perfectly, be poured in compartments according to the established size, and set expansion joints and contraction joints between the slabs. If the integral pouring method is adopted, cracking, pulling off and other damages are prone to occur above the joints, and given the wide width of the airport runway, the existing construction equipment cannot achieve one-time full-width paving operations. The traditional practice is to install steel formwork before construction, and then pour concrete in compartments, remove the formwork after curing, and then pour the adjacent slabs. In general, the formwork needs to be erected and removed, and the full width cannot be constructed at one time. The construction period is long, and the runway must be closed for construction, which affects airport operations.

[0004] In addition, with the development of transportation, the construction of bridges, especially super-large steel bridges, has advanced by leaps and bounds. The original design standards and technical quality are facing major challenges. Among them, the pavement of steel bridges is the core part of the traffic system. In the worst operating environment, the pavement structure will often suffer from various serious premature damages within the design service life, which will have a major impact on the safety and efficiency of normal transportation. Large steel bridges are mostly built on rivers, rivers, and valleys. Once damaged, arterial traffic will be tense or paralyzed. Therefore, it is very important to choose a steel bridge deck paving technology with excellent material performance, scientific and reasonable structure, and fast and efficient construction. At present, the traditional steel bridge deck paving system can be roughly divided into three types: cast asphalt concrete paving system (GA), modified asphalt paving system (SMA), and epoxy resin asphalt concrete paving system (EA). These systems have the following problems: First, they are prone to damage: bridge deck pavement will bend and deform under the action of vehicle load, shear, wind force, etc., especially the upper part of the U-rib on the bridge deck, which is subjected to the most repeated bending. The thin thickness of the top plate leads to unstable stress and large deformation of the pavement layer, which is prone to fatigue cracking and other diseases; in order to reduce the dead load of the bridge, the steel bridge deck pavement is thinner than the concrete bridge deck pavement, which has a greater cohesive force challenge and is prone to shear displacement and other diseases; the steel bridge deck has low roughness and the smooth surface poses a great challenge to the bonding performance of the interface, which is prone to delamination and other diseases; due to the excellent thermal conductivity of steel and the steamer effect inside the box girder, the steel bridge deck can reach more than 70 degrees Celsius in summer, which poses a great challenge to the high temperature performance of the pavement material and is prone to cracking, rutting and other diseases. The above diseases affect both vehicle traffic safety and the service life of the bridge. Secondly, the construction time is long and the construction conditions are harsh. Most steel bridges are located in important traffic sections. In order to quickly deliver them to traffic or reduce the impact on normal traffic, the paving or repair of steel bridge decks usually requires a long time. However, traditional paving is cast in layers, and each layer requires multiple rounds of interlayer bonding surface treatment, paving, and curing. Each process takes a long time, and it is difficult to build new ones or repair them in a short time. Moreover, the asphalt paving temperature is usually 160°C, which requires high-temperature mixing on site, high-temperature transportation, high-temperature paving and rolling, so it cannot be constructed under low temperature conditions in winter, which greatly limits the construction period of steel bridge deck paving. For example, a prefabricated and assembled steel-UHPC lightweight composite bridge deck structure and construction method disclosed in the Chinese invention patent application with application number CN202410620199.1 (publication number CN 118326815 A) provides a prefabricated and assembled steel-UHPC lightweight combination. The prefabricated and assembled steel-UHPC lightweight combination is a "combined bridge structure". It forms a "segmental beam" by welding and pouring UTPC (high-strength concrete), shear studs + steel mesh, steel components, etc., and then transports them to the construction site to assemble the segmental beams into a whole bridge by welding, bolting, etc., rather than the "bridge deck pavement structure" in the conventional concept. Its damage is also the damage of the "main body" of the bridge. Summary of the invention

[0005] The first technical problem to be solved by the present invention is to provide a road panel installation structure capable of realizing on-site overlay construction of a large area of ​​full-width road surface in view of the above-mentioned existing technical status.

[0006] The second technical problem to be solved by the present invention is to provide a construction method for a pavement panel installation structure that can be used for large-area paving at airports and achieve rapid construction without stopping flights, in view of the above-mentioned existing technical status.

[0007] The third technical problem to be solved by the present invention is to provide a construction method for a steel bridge deck panel installation structure that is a rigid-flexible combination of a rigid cast-in-place section and a flexible prefabricated track formwork and meets the requirements of multi-dimensional deformation and stress release generated by the bridge under the action of external forces, in response to the above-mentioned existing technical status.

[0008] The technical solution adopted by the present invention to solve the above-mentioned first technical problem is: a road panel installation structure for on-site paving construction, including a basic pavement, characterized in that: prefabricated track templates are installed on both sides of the basic pavement, the prefabricated track templates are extended and arranged along the length direction of the basic pavement, grouting holes are provided on the prefabricated track templates, and the adhesive injected from the grouting holes forms a leveling adhesive layer bonded between the prefabricated track template and the basic pavement, a cast-in-place section is cast on the basic pavement, the cast-in-place section is connected to the prefabricated track templates on both sides to form an integral structure, and an adjustment device for adjusting the installation height of the prefabricated track template is installed on the prefabricated track template.

[0009] In order to prevent the adhesive from flowing out to the outside of the prefabricated track template before solidification, the bottom of the prefabricated track template is equipped with blocking strips, which are supported on the base road surface. The adhesive injected from the grouting hole is limited between the blocking strips to form a leveling adhesive layer. The blocking strips are preferably made of elastic polymer strips and are pasted on the bottom of the prefabricated track template.

[0010] The prefabricated track template can have a variety of structures. Preferably, the prefabricated track template includes a main structure layer and an anti-skid layer arranged above the main structure layer. A skeleton for enhancing the bearing capacity of the prefabricated track template is embedded in the main structure layer. Thus, the anti-skid layer plays an anti-skid role on the surface of the road panel, and the skeleton plays a role in improving the structural strength of the prefabricated road panel, enhancing its overall strength and anti-deformation performance.

[0011] As an adjustment scheme for the prefabricated track template, the base road surface is a concrete road panel, the adjustment device includes an embedded steel plate, an expansion bolt, an elastic adjustment pad and an adjustment nut, the embedded steel plate is welded and fixed to the top of the frame, a leveling hole is opened on the prefabricated track template, an upper through hole aligned with the leveling hole is opened on the embedded steel plate, a countersunk hole connected to the upper through hole is opened on the top of the prefabricated track template, the expansion bolt is planted on the concrete road panel, the elastic adjustment pad is sleeved on the expansion bolt, the elastic adjustment pad is clamped between the prefabricated track template and the base road surface, a lower through hole is opened on the elastic adjustment pad, the expansion bolt passes through the lower through hole, the leveling hole and the upper through hole from bottom to top in sequence and extends into the countersunk hole, the adjustment nut is arranged in the countersunk hole and is threadedly connected to the expansion bolt. In this way, the deformation of the elastic adjustment pad is adjusted by rotating the adjustment nut, thereby adjusting the installation height of the prefabricated track template.

[0012] As another adjustment scheme for the prefabricated track template, the base road surface is a steel bridge deck, the adjustment device includes a support steel plate, a fixing bolt, an elastic adjustment pad and an adjustment nut, the support steel plate is welded and fixed to the top of the frame, a leveling hole is opened on the prefabricated track template, an upper through hole aligned with the leveling hole is opened on the support steel plate, a countersunk hole connected to the upper through hole is opened on the top of the prefabricated track template, the fixing bolt is fixed on the steel bridge deck, the elastic adjustment pad is sleeved on the fixing bolt, the elastic adjustment pad is clamped between the fixing bolt and the prefabricated track template, a lower through hole is opened on the elastic adjustment pad, the fixing bolt passes through the lower through hole, the leveling hole and the upper through hole from bottom to top in sequence and extends into the countersunk hole, the adjustment nut is arranged in the countersunk hole and is threadedly connected to the fixing bolt. In this way, the deformation of the elastic adjustment pad is adjusted by rotating the adjustment nut, thereby adjusting the installation height of the prefabricated track template.

[0013] As another adjustment scheme for the prefabricated track template, the adjustment device includes an embedded nut and a leveling bolt. The embedded nut is welded to the bottom of the frame. A leveling hole is opened on the prefabricated track template. The embedded nut is arranged directly below the leveling hole. The leveling bolt passes through the leveling hole from top to bottom and is threadedly connected to the embedded nut. The lower end of the leveling bolt passes through the embedded nut and is used to abut against the foundation road surface. In this way, the prefabricated track template is driven to move up and down by rotating the leveling bolt.

[0014] In order to prevent the lower end of the leveling bolt from directly abutting against the base road surface and thus damaging the base road surface, a leveling pad is installed on the base road surface, and the lower end of the leveling bolt abuts against the leveling pad.

[0015] It is further preferred that the prefabricated track template is cast after the embedded bolts are screwed into the embedded nuts, and the embedded bolts are removed after the prefabricated track template is cured and demoulded, thereby forming the leveling holes on the prefabricated track template. In this way, after the embedded bolts are removed, the leveling holes obtained are countersunk bolt holes. After the installation and vibration are completed, the countersunk bolt holes are filled with polymer adhesive to form an integral I-shaped structure with the lower leveling adhesive layer. The formed I-shaped structure serves to increase the bonding strength and shear strength between the prefabricated road panel and the base road surface.

[0016] Further preferably, the embedded bolts are plastic cylindrical head bolts.

[0017] The frame can be of various types, preferably, the frame is a steel mesh or a fiber mesh, and the frame is exposed on at least one side of the prefabricated track template. According to actual needs, one or more layers of fiber mesh or steel mesh can be provided.

[0018] Preferably, an elastic rubber sheet is installed on the side of the prefabricated track template where the frame is not extended. The elastic rubber sheet is preferably a foam rubber strip. After the prefabricated track template and the cast-in-place section are installed, the elastic rubber sheet is removed, a joint is formed between the cast-in-place section and the prefabricated track template, and the joint is filled with a caulking material, thereby releasing the shrinkage stress caused by thermal expansion and contraction, and avoiding irregular cracks.

[0019] The main structure layer is preferably cast with polyurethane concrete. Polyurethane concrete has the characteristics of excellent waterproof, anti-corrosion performance, rapid curing, excellent followability, fatigue resistance, etc., and has incomparable advantages over ordinary concrete. In addition, the main structure layer can also be made of inorganic cement concrete or other organic composite materials other than polyurethane, such as epoxy resin, furan resin, polyester resin and other materials.

[0020] In order to effectively increase the bonding force between the prefabricated track panel and the leveling adhesive layer and improve the shear resistance between the layers, the bottom of the prefabricated track template is formed to have a shear structure that matches the leveling adhesive layer. The shear structure can have various forms, such as an inner concave part or an outer convex part or a wavy structure, and other different forms of uneven structures can also be used, as long as the contact area between the prefabricated track panel and the leveling adhesive layer can be increased.

[0021] In order to facilitate the injection of the adhesive into the lower part of the prefabricated track formwork through the grouting holes, a grouting joint is installed on the grouting holes.

[0022] Further preferably, the basic pavement is an airport road panel, and one of the prefabricated track templates is installed on the left and right sides of an airport road panel, the length of the prefabricated track template is consistent with the length of the airport road panel, the cast-in-place section and the prefabricated track templates located on both sides of the cast-in-place section constitute a completed section, and the airport road panel that belongs to the same section as the completed section and has not been repaired is an unconstructed section, and a transition section is formed between the unconstructed section and the completed section, and a longitudinal ramp panel for overlapping transition is installed on the transition section. After the longitudinal ramp panel is set, it can be used for short-term takeoff and landing of aircraft to achieve the purpose of non-stop flight.

[0023] The longitudinal ramp panel can have a variety of different structures. Preferably, the longitudinal ramp panel is a prefabricated panel, which includes a vibration-damping and sound-absorbing panel, a steel pad, a structural layer and a ramp anti-skid layer from bottom to top. A vertical through hole is provided on the longitudinal ramp panel, and a planting bolt is planted on the transition section. The planting bolt passes through the vertical through hole and extends upward from the steel pad. An adjustable nut is installed on the upper end of the planting bolt, and the adjustable nut is pressed against the steel pad. By rotating the adjustable nut, the installation height of the longitudinal ramp panel can be adjusted to better meet the use requirements of aircraft take-off and landing.

[0024] Further preferably, after the longitudinal ramp panel is installed, a filler is filled in the vertical through hole to cover the adjustable nut. This arrangement can make the surface of the longitudinal ramp panel smooth and safer to use.

[0025] Further preferably, the longitudinal ramp panel has at least two spliced ​​slopes in the longitudinal direction, each spliced ​​slope has the same splicing angle, and elastic strips are installed on the butt joint sides of adjacent spliced ​​slopes. The elastic strips can play a buffering role between the two spliced ​​slopes.

[0026] The technical solution adopted by the present invention to solve the above second technical problem is: a construction method of a road panel installation structure for on-site paving construction, characterized in that the construction method is applied to airport road panels, and the construction method comprises the following steps:

[0027] S101. Surface treatment of the airport runway panels to be repaired;

[0028] S102, installing prefabricated track templates on both sides of the airport runway panel to be repaired, and the prefabricated track templates are spliced ​​in sequence along the length direction of the airport runway;

[0029] S103, performing cast-in-place construction, installing the longitudinal ramp panel after the construction is completed, and performing slope connection processing; injecting an adhesive into the grouting hole of the prefabricated track template, and forming a leveling adhesive layer after casting;

[0030] S104, vibrating and leveling the prefabricated track template;

[0031] S105, grouting is performed through the grouting holes. The grouting is completed before the leveling adhesive layer is cured. The grouting liquid and the uncured leveling adhesive layer grout are cured and formed synchronously. The prefabricated track template is firmly combined with the basic road surface to ensure the density of the structure and prevent the lack of grout and voids, so as to ensure the overall stability of the road panel.

[0032] S106. Remove the elastic rubber sheet on the non-frame side of the prefabricated track formwork, and form a joint between the cast-in-place section and the prefabricated track formwork after removal. Fill the joint with a caulking material to ensure that the joint is water-proof. There may be a variety of caulking materials, and preferably polyurethane, silicone, or polysulfide sealant or other materials are used.

[0033] Further preferably, in step S101, firstly, special repairs are carried out on the defects existing in the surface layer of the airport road panel, and then the surface of the airport road panel to be repaired is cleaned and dried, including by high-pressure water washing, shot blasting, milling and the like, to ensure that the foundation is intact and the surface paved road panels are firmly bonded.

[0034] Further preferably, in step S102, firstly, holes are drilled on the airport runway panel to be repaired, then expansion bolts are planted in the holes, and finally, the leveling holes of the prefabricated track template are aligned with the expansion bolts for positioning and installation.

[0035] Further preferably, in step S103, the thickness of the leveling adhesive layer is 5-50 mm, the material solidification time is ≤ 60 minutes, and the compressive strength of the leveling adhesive layer after casting is ≥ 25 MPa. The leveling adhesive layer has the characteristics of high toughness, super strong adhesion, leveling, high temperature self-repairing function, no shrinkage, high early strength, and can be cast in place.

[0036] Further preferably, in step S104, the leveling adhesive layer fills the shear structure and grouting holes at the bottom of the prefabricated track formwork due to the pressure and vibration of the prefabricated track formwork, and after the prefabricated track formwork and the leveling adhesive layer are tightly bonded, the elevation of the installed prefabricated track formwork is remeasured to detect the misalignment and make corrections.

[0037] Further preferably, in step S104, if leveling bolts are used for leveling, the leveling bolts are rotated to drive the prefabricated track template to move up and down. After the leveling bolts complete the leveling action, the leveling bolts are screwed out of the leveling holes, and then the leveling holes are post-grouting and sealed, or the leveling bolts are retained in the leveling holes and the leveling holes are post-grouting and sealed.

[0038] Further preferably, in step S103, polyurethane concrete or epoxy resin concrete or fast-curing cement concrete is spread in the cast-in-place section, and crushed stones are spread on the surface after forming to increase friction.

[0039] In order to achieve construction without stopping flights, this construction method first completes the construction of the cast-in-place section as planned within the specified time, and then installs the longitudinal ramp panels within the construction width for short-term aircraft takeoff and landing. During subsequent construction, the longitudinal ramp panels will be dismantled and the construction work will be repeated.

[0040] In order to improve construction efficiency, the cast-in-place sections are constructed in a staggered manner before and after construction or in parallel and synchronously.

[0041] The technical solution adopted by the present invention to solve the third technical problem is a construction method of a road panel installation structure for on-site paving construction, characterized in that the construction method is applied to a steel bridge deck, and the construction method comprises the following steps:

[0042] S201. Survey the quality of steel bridge deck and clean the surface;

[0043] S202, Shot blasting and rust removal of steel bridge deck;

[0044] S203, positioning and installing the prefabricated track templates to be installed. The prefabricated track templates are preferably installed at the markings on the left and right sides of the lane, and can also be installed in any width and spliced ​​in sequence along the extension direction of the lane;

[0045] S204, performing cast-in-place construction, injecting a bonding agent into the grouting holes of the prefabricated track template, and forming a leveling bonding layer after casting;

[0046] S205, vibrating and leveling the prefabricated track template; during vibration and leveling, the leveling adhesive layer automatically fills the shear structure and the injection hole due to the pressure and vibration of the prefabricated track template;

[0047] S206, grouting is performed through the grouting holes, and the grouting is completed before the leveling adhesive layer is cured. The grouting liquid and the uncured leveling adhesive layer slurry are cured and formed simultaneously.

[0048] Further preferably, the adjusting device of the construction method adopts fixing bolts and adjusting nuts. The fixing bolts are first welded or bonded to the steel bridge deck, and then the prefabricated track template is positioned on the corresponding fixing bolts. In step S206, the countersunk holes are also grouting, and the grouting liquid covers the adjusting nuts.

[0049] It is further preferred that the cast-in-place section and the prefabricated track formwork form a rigid-flexible grouping. With such an arrangement, the rigid cast-in-place section and the flexible prefabricated track formwork are preferably rigid-flexible combinations, which effectively enhances the functional hierarchical complementarity and stability of the steel bridge deck structure and meets the requirements of multi-dimensional deformation and stress release of the bridge under the action of external forces. In addition, by selecting reasonable cast-in-place materials, the cast-in-place section can also become a flexible section, while the prefabricated track formwork becomes a rigid section, which also becomes a rigid-flexible combination.

[0050] In order to self-repair microcracks, a material capable of self-repairing cracks in the leveling adhesive layer is added to the adhesive. The self-repairing material preferably uses Class III original fly ash or graphene / polymer composite materials. When exposed to a high temperature environment, the self-repairing material can self-repair microcracks and improve the mechanical properties and high temperature resistance of the structure.

[0051] Compared with the prior art, the advantages of the present invention are: the installation structure of the road panel for on-site paving construction can adjust the installation height of the prefabricated track formwork through an adjusting device, and the prefabricated track formwork is used to isolate adjacent road panels and provide a walking function for construction equipment. Combined with the fast-curing material cast on site, it is possible to efficiently complete the full-width synchronous large-area construction of the basic pavement in a short time. After the cast-in-place prefabricated track formwork is installed first, it does not need to be removed and becomes an organic whole with the cast-in-place section. The adhesive injected from the grouting hole forms a leveling bonding layer between the prefabricated track formwork and the basic pavement. When used for airport runway panel maintenance, the entire width of the runway can be constructed without stopping flights, and by introducing temporary slope templates, it is ensured that the airport can maintain normal operation during construction and achieve the goal of non-stop construction. When used for steel bridge deck paving, the precast track template is preferably located at the road marking, and the carriageway part is cast in situ. Large-area synchronous construction of the steel bridge deck can be efficiently achieved in a relatively short period of time. The deformation of the high-toughness precast track template at the marking can meet the needs of multi-dimensional deformation and stress release generated by the bridge under the action of external forces. The rigid-flexible combination of rigid cast-in-situ sections and flexible precast track templates can reduce or delay the occurrence of surface damage, which can significantly improve the functional grading complementarity and stability of the steel bridge deck structure, reduce the probability of maintenance, and effectively extend the service life of the serving steel bridge deck. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 This is a schematic diagram of the installation structure of the full-width airport runway panel according to the first embodiment of the invention;

[0053] Figure 2 for Figure 1 A cross-sectional view of the full width airport runway panel mounting structure is shown;

[0054] Figure 3 This is a schematic diagram of the structure of an airport runway panel with a longitudinal ramp panel according to the first embodiment of the present invention;

[0055] Figure 4 It is a schematic diagram of the structure of the cast-in-place section construction sequence staggered front and back according to the first embodiment of the present invention;

[0056] Figure 5 This is a schematic diagram of the partial structure of the prefabricated track template according to the first embodiment of the present invention;

[0057] Figure 6This is a structural cross-sectional view of a prefabricated track template according to Embodiment 1 of the present invention;

[0058] Figure 7 Another structural cross-sectional view of the prefabricated track template according to the first embodiment of the present invention;

[0059] Figure 8 This is a schematic diagram of the installation structure of the longitudinal ramp panel according to the first embodiment of the present invention;

[0060] Fig. 9 This is a schematic structural diagram of a prefabricated track template adjustment device according to Embodiment 1 of the present invention;

[0061] Fig.10 This is a structural cross-sectional view of the prefabricated track template in the first embodiment of the present invention in the formed state;

[0062] Fig.11 This is a structural cross-sectional view of the prefabricated track template in the demoulding state according to the first embodiment of the present invention;

[0063] Fig.12 This is a structural cross-sectional view of the prefabricated track template in the installation state according to the first embodiment of the present invention;

[0064] Fig.13 It is a structural schematic diagram of another adjusting device according to the first embodiment of the present invention;

[0065] Fig.14 This is a schematic diagram of the installation structure of the grouting joint according to the first embodiment of the present invention;

[0066] Fig.15 This is a schematic structural diagram of the shear-resistant structure of the first embodiment of the present invention as an outer convex part;

[0067] Fig.16 This is a schematic diagram of the steel bridge deck panel installation structure of the second embodiment of the present invention;

[0068] Fig.17 for Fig.16 A cross-sectional view of the steel bridge deck mounting structure shown;

[0069] Fig.18 This is a structural cross-sectional view of a prefabricated track template according to a second embodiment of the present invention;

[0070] Fig.19 Another structural cross-sectional view of the prefabricated track template of the second embodiment of the present invention;

[0071] Fig. 20 The schematic diagram of the structure of the shear-resistant structure of the second embodiment of the present invention is an outer convex part;

[0072] Fig.21 It is a structural schematic diagram of a prefabricated track template adjustment device according to the second embodiment of the present invention. DETAILED DESCRIPTION

[0073] The present invention is further described in detail below with reference to the accompanying drawings. Embodiment 1:

[0074] like Figures 1 to 5 As shown, the pavement panel installation structure for on-site paving construction of this embodiment includes a basic pavement 1 and a prefabricated track template 3. The prefabricated track template 3 is installed on both sides of the basic pavement 1 and extends along the length direction of the basic pavement 1. A cast-in-place section 5 is cast on the basic pavement 1. The prefabricated track template 3 is used as an isolation of adjacent pavement panels and serves as a template for the laying of the cast-in-place section. The cast-in-place section 5 is connected to the prefabricated track templates 3 on both sides to form an integral structure. After the prefabricated track template 3 is installed in advance, it does not need to be removed. Combined with the fast-curing material cast on site, it becomes an organic whole with the cast-in-place section 5, which can efficiently complete the full-width synchronous large-area construction of the airport pavement in a relatively short time. The prefabricated track template provides a walking function for construction equipment, and personnel and construction equipment can work on the prefabricated track template 3.

[0075] The prefabricated track formwork 3 is provided with grouting holes 33 and leveling holes 34. The adhesive injected from the grouting holes 33 forms a leveling adhesive layer 2 bonded between the prefabricated track formwork 3 and the base road surface 1. The adjustment device adjusts the installation height of the prefabricated track formwork 3 through the leveling holes 34. The bottom of the prefabricated track formwork 3 is formed to have a shear-resistant structure 39 that cooperates with the leveling adhesive layer 2. The shear-resistant structure 39 can effectively increase the bonding force between the prefabricated track formwork 3 and the leveling adhesive layer 2, and improve the shear resistance between the layers. The shear-resistant structure of this embodiment is a concave portion 35 that is concave at the bottom of the prefabricated road panel 3 and is semicircular. Fig.15 As shown, the shear structure 39 is a convex part protruding outward from the bottom of the prefabricated track template 3, and the convex part is also semicircular. In addition, the shear structure can also be in other different forms such as wave shape, trapezoidal shape, etc., as long as the contact area between the prefabricated track panel and the adjustable bonding layer is increased.

[0076] The grouting holes 33 are used as grouting holes and grouting holes at the same time. The grouting hole uses a material for leveling the bonding layer, such as Fig.14 As shown, a grouting joint 6 is installed on the grouting hole 33, and the grouting liquid flows into the leveling adhesive layer 2 through the grouting joint 6. The grouting should be completed in time before the leveling adhesive layer 2 is cured to achieve synchronous curing and forming an integrated structure, so that the prefabricated track template 3 and the basic road surface 1 are firmly combined to ensure the density of the structure, prevent the lack of grout and voids, and ensure the overall stability of the road panel.

[0077] like Figure 6 and Figure 7As shown, the prefabricated track template 3 can be standardized and batch-produced using an intelligent flow-type device. The prefabricated track template 3 is divided into two layers, the lower layer is the main structure layer 31, and the upper layer is the anti-skid layer 32. The main structure layer 31 is embedded with a skeleton 36 for enhancing the bearing capacity of the prefabricated track template 3. In this embodiment, the main structure layer 31 is cast with a high molecular mixture with excellent corrosion resistance, good weather resistance, and rapid curing. Inorganic cement concrete or organic composite materials such as polyurethane, epoxy resin, furan resin, polyester resin and the like can be used. Polyurethane concrete is preferably used for casting. Polyurethane concrete has the characteristics of excellent waterproof, anti-corrosion performance, rapid curing, excellent followability, and fatigue resistance, and has incomparable advantages over ordinary concrete. The bottom of the prefabricated track template 3 is equipped with a retaining bar 35 around the bottom, and the retaining bar 35 is supported on the base pavement 1. The adhesive injected from the grouting hole 33 is limited between the retaining bars 35 to form a leveling adhesive layer 2. The skeleton 36 of this embodiment is made of steel mesh, which can be one layer or two layers. In addition, the skeleton 36 can also be made of fiber mesh. The skeleton 36 plays a role in improving the structural strength of the prefabricated track template 3, enhancing its overall strength and anti-deformation performance. The skeleton 36 extends outward on one side of the prefabricated track template 3, and an elastic rubber plate 38 is installed on the side that does not extend out, and the elastic rubber plate 38 is preferably made of foam rubber strips.

[0078] like Figure 1 As shown, the basic pavement 1 of this embodiment is an airport runway panel. Taking an airport runway with a width of 45m as an example, the airport runway can be divided into 10 independent airport runway panels in the width direction of the airport runway. The width of each airport runway panel is 45m and the length is 5m. Correspondingly, the size of a single prefabricated track template is 0.3m×2.5m, that is, the length of the two prefabricated track templates 3 after being spliced ​​front and back is consistent with the length of the airport runway panel. The width of the cast-in-place section 5 is 4.2m, and the prefabricated track template 3 can be shared by the cast-in-place sections 5 on both sides, that is, the left half corresponds to the cast-in-place section 5 on the left, and the right half corresponds to the cast-in-place section 5 on the right. Therefore, 0.15+4.2+0.15=4.5, and its size is exactly consistent with the cast-in-place section 5.

[0079] The airport road slab paving construction method of this embodiment includes the following steps:

[0080] S101. Surface treatment of the airport road panel to be repaired: firstly, special repairs are carried out on the defects existing on the surface of the airport road panel, and then the surface of the airport road panel to be repaired is cleaned and dried;

[0081] S102, installing prefabricated track templates 3 on both sides of the airport runway panel to be repaired, and the prefabricated track templates 3 are spliced ​​in sequence along the length direction of the airport runway;

[0082] S103, construct the cast-in-place section 5, install the longitudinal ramp panel 7 after the construction is completed, and perform slope connection processing; inject adhesive into the grouting hole 33 of the prefabricated track template 3, and form a leveling adhesive layer 2 after casting; spread fast-curing materials such as polyurethane concrete or epoxy resin concrete or fast-curing cement concrete in the cast-in-place section 5, and spread crushed stones on the surface after forming to increase friction;

[0083] The thickness of the leveling adhesive layer 2 is preferably 5-50 mm, the material solidification time is ≤ 60 minutes, and the compressive strength of the leveling adhesive layer 2 after casting is ≥ 25 MPa; the material requirements for the leveling adhesive layer 2 are to use a leveling adhesive material with high toughness, high fluidity, no shrinkage, high early strength, good adhesion, cast-in-place, and high-temperature self-repairing functions;

[0084] S104, vibrate and level the prefabricated track template 3, so that the prefabricated track template 3 is in full contact with the leveling adhesive layer 2, and the initial leveling effect is achieved. Due to the pressure and vibration of the prefabricated track template 3, the leveling adhesive layer 2 fills the shear structure 39 and the grouting hole 33 at the bottom of the prefabricated track template 3. After the prefabricated track template 3 and the leveling adhesive layer 2 are tightly bonded, the elevation of the installed prefabricated track template 3 is re-measured to detect the misalignment and make corrections;

[0085] S105, grouting is performed through the grouting holes 33, and the grouting is completed before the leveling adhesive layer 2 is cured. The grouting liquid and the uncured grout of the leveling adhesive layer 2 are cured and formed synchronously; the compactness of the structure is ensured, and the lack of grout and the void phenomenon are prevented, so as to ensure the overall stability of the prefabricated track template 3;

[0086] S106, removing the elastic rubber plate 38 on the side of the prefabricated track formwork 3 without the frame 36, forming a joint 8 between the cast-in-place section 5 and the prefabricated track formwork 3 after the removal, and filling the joint 8 with a caulking material; there can be a variety of caulking materials, preferably polyurethane, silicone or polysulfide sealant.

[0087] A typical airport runway is 2.2 to 3.8 km long and cannot be paved in its entire width at once. It needs to be constructed in sections, with a temporary ramp structure between each section to ensure that aircraft can take off and land safely at any time during construction. This structure ensures the continuity of airport operations and will not be interrupted by construction.

[0088] like Figure 3 and Figure 4As shown, the cast-in-place section 5 and the prefabricated track templates 3 on both sides of the cast-in-place section 5 constitute a completed section, and the airport road panel that belongs to the same section as the completed section and has not been repaired is an unconstructed section 11. A transition section 12 is formed between the unconstructed section 11 and the completed section, and a longitudinal ramp panel 7 for overlapping transition is installed on the transition section 12. The inclination angle of the upper surface of the longitudinal ramp panel 7 relative to the horizontal plane is controlled to be about 2°, which meets the requirements of the airport.

[0089] like Figure 8 As shown, the longitudinal ramp panel 7 is temporarily anchored on the airport runway panel by bolts. Specifically, the longitudinal ramp panel 7 of this embodiment is a prefabricated panel, which includes a vibration-damping and sound-absorbing panel 71, a steel pad 72, a structural layer 73 and a ramp anti-skid layer 74 from bottom to top. A vertical through hole 75 is provided on the longitudinal ramp panel 7, and a planting bolt 76 is planted on the transition section 12. The planting bolt 76 passes through the vertical through hole 75 and extends upward from the steel pad 72. An adjustable nut 77 is installed at the upper end of the planting bolt 76, and the adjustable nut 77 is pressed against the steel pad 72. By rotating the adjustable nut 77, the installation height or inclination angle of the longitudinal ramp panel 7 can be adjusted to better meet the use requirements of aircraft take-off and landing. After the longitudinal ramp panel 7 is installed, the filler is filled in the vertical through hole 75 to cover the adjustable nut 77, so that the surface of the longitudinal ramp panel is smoother and safer to use. After the longitudinal ramp panel 7 is removed, the filling material needs to be dug out, and the longitudinal ramp panel 7 can be reused. In addition, the longitudinal ramp panel 7 has at least two spliced ​​slopes in the longitudinal direction, each splicing slope has the same slope angle, and the butt joint side surfaces of adjacent splicing slopes are installed with elastic strips 78. The elastic strip 78 plays a buffering role between the two splicing slopes.

[0090] The prefabricated track template 3 of this embodiment adopts a planting scheme, that is, in step S102, firstly, a hole is drilled on the airport runway panel to be repaired, then the expansion bolt 42 is planted in the hole, and finally the leveling hole 34 of the prefabricated track template 3 is aligned with the expansion bolt 42 for positioning and installation. As in steps S103 and S104, after the prefabricated track template 3 is installed, it needs to be leveled. Figure 2 and Fig. 9As shown, the adjustment device of this embodiment includes an embedded steel plate 41, an expansion bolt 42, an elastic adjustment pad 43 and an adjustment nut 44. The embedded steel plate 41 is welded and fixed on the top of the frame 36. A leveling hole 34 is opened on the prefabricated track template 3. An upper through hole aligned with the leveling hole 34 is opened on the embedded steel plate 41. A countersunk hole 37 connected to the upper through hole is opened on the top of the prefabricated track template 3. The expansion bolt 42 is planted on the concrete road panel. The elastic adjustment pad 43 is sleeved on the expansion bolt 42. The elastic adjustment pad 43 is clamped between the prefabricated track template 3 and the basic road surface 1. The elastic adjustment pad 43 is opened with a lower through hole. The expansion bolt 42 passes through the lower through hole, the leveling hole 34 and the upper through hole from bottom to top and extends into the countersunk hole 37. The adjustment nut 44 is arranged in the countersunk hole 37 and is threadedly connected to the expansion bolt 42. This adjustment structure is also suitable for occasions where the basic road surface is a concrete road panel. During the adjustment process, the adjusting nut 44 is always pressed on the embedded steel plate 41. It is only necessary to rotate the adjusting nut 44 to adjust the installation height of the prefabricated track template 3 through the deformation of the elastic adjusting pad 43. When the elastic adjusting pad 43 is pressed, the prefabricated track template 3 moves upward, and when the elastic adjusting pad 43 is released, the prefabricated track template 3 is reset upward. Generally, this height adjustment structure is suitable for occasions where the basic road surface 1 is relatively flat and the expansion bolts 42 can be implanted.

[0091] In this embodiment, the following adjusting device can also be used to adjust the installation height of the prefabricated track template 3, such as Fig.10 As shown, before pouring the prefabricated track formwork 3, the embedded bolt 410 is screwed into the embedded nut 47, and the embedded bolt 410 is a plastic cylindrical head bolt. Fig.11 As shown, after the prefabricated track template 3 is cured and demoulded, the embedded bolts 410 are removed, and the countersunk bolt holes obtained are the leveling holes 34. Fig.12 As shown, after the installation and vibration is completed, the countersunk bolt holes are filled with the same polymer adhesive as the leveling adhesive layer 2, so that it forms an integral I-shaped structure 21 with the lower leveling adhesive layer 2. The I-shaped structure 21 serves to increase the bonding strength and shear strength between the prefabricated track template 3 and the base pavement 1. Fig.13As shown, the adjustment device includes an embedded nut 47 and a leveling bolt 48. The embedded nut 47 is welded to the bottom of the frame 36. A leveling hole 34 is opened on the prefabricated track template 3. The embedded nut 47 is arranged directly below the leveling hole 34. The leveling bolt 48 passes through the leveling hole 34 from top to bottom and is threadedly connected to the embedded nut 47. The lower end of the leveling bolt 48 passes through the embedded nut 47 and is used to abut against the basic pavement 1. A leveling pad 49 is installed on the basic pavement 1, and the lower end of the leveling bolt 48 abuts against the leveling pad 49. The contact area between the leveling bolt 48 and the airport pavement panel to be repaired is increased by the leveling pad 49 to ensure that the original pavement is not damaged during the height adjustment process. When adjusting, you only need to rotate the leveling bolt 48 to drive the prefabricated track template 3 to move up and down. The adjustment is very convenient, and the adjustment process is automatically completed by the height adjustment device. After the height adjustment is completed, after the leveling adhesive layer 2 is solidified or reaches a state capable of bearing the weight of the road panel, it is preferred to screw the leveling bolts 48 out of the leveling holes 34, and then perform post-grouting and sealing on the leveling holes 34. Alternatively, it is also possible not to screw out the leveling bolts 48, and also perform post-grouting and sealing on the leveling holes 34.

[0092] According to the actual situation on site, the number, length and width of the prefabricated track template 3 and the cast-in-place section 5 are adjusted. First, the construction of the cast-in-place section 5 is completed within the specified time as planned, and then the longitudinal ramp panel 7 is installed within the construction width, and the slope of the longitudinal ramp panel is adjusted according to actual needs, so as to provide short-term take-off and landing of the aircraft without stopping the flight. When the subsequent construction is carried out, the longitudinal ramp panel 7 is disassembled and the construction operation is repeated. The cast-in-place section 5 is constructed by staggered construction before and after or synchronous construction at the same time. Considering the congestion on site, it is preferred to adopt staggered construction before and after. The paving length of the cast-in-place section 5 is determined by factors such as the construction environment, construction personnel, and construction machinery every day. This construction method can realize the synchronous non-stop construction of the left, middle, right or multiple or full-width field roads, greatly reducing the construction difficulty, improving the construction efficiency, and halving the paving width of the construction machinery to achieve the construction needs of a larger area. And the use of fast-curing materials instead of cement concrete can improve the overall performance of the pavement, ensure that the airport pavement has good flatness and roughness, can significantly improve the reliability of the airport pavement, reduce the probability of maintenance, and effectively extend the service life of the service pavement.

[0093] In summary, the on-site paving construction method of the airport road panel of this embodiment has the following significant advantages: First, it can provide a walking path and stable support for the construction equipment and build a construction operation platform; second, it can accurately reserve gaps at the joints of the original road panels to meet the expansion and contraction requirements of the road surface; third, the traditional track formwork installation and later dismantling model cannot meet the requirements of non-stop airport construction. The prefabricated track formwork structure of the present invention does not need to be dismantled later and has a permanent protective effect on the original road surface. This prefabricated track formwork structure integrates permanent structure, rigidity and flexibility, track function and construction platform function, and has the characteristics of rapid installation, no need for disassembly in the later stage, and excellent durability, which effectively overcomes the difficulties of large-width and full-width construction.

[0094] Embodiment 2:

[0095] like Figures 16 to 21 As shown, the basic pavement 1 of the pavement panel installation structure of this embodiment is a steel bridge deck, and the single prefabricated track template 3 preferably has a size of 0.3m×2.5m, and the width of the cast-in-place section is 3.45m. The total width of the two is 3.75m, which is consistent with the lane width. In addition, the prefabricated track template 3 is preferably at the road marking, and the carriageway part is cast in situ. The cast-in-place section 5 is preferably cast with a polyurethane concrete material. After the cast-in-place section 5 is completed, the prefabricated track template 3 does not need to be removed, and it becomes an organic whole with the cast-in-place section 5. During construction, the number and length of the prefabricated track template 3 and the width of the cast-in-place section 5 can be adjusted according to the actual needs of the site.

[0096] The construction method of the road panel installation structure of this embodiment includes the following steps:

[0097] S201. Survey the quality of the steel bridge deck and clean the surface; for example, check and clean the oil, water, welding slag and welding nodules on the bridge deck; check the flatness of the bridge deck, and arrange personnel to cut and polish the parts of the local steel box girder with poor flatness in advance;

[0098] S202, Steel bridge deck shot blasting and rust removal: After the steel bridge deck is shot blasted and rust removed, the cleanliness and roughness should be inspected. The cleanliness can be checked visually by comparing with the standard sample, and the roughness grade marked on the sample that is closest to the surface to be tested is used as the evaluation result. The humidity of the steel bridge deck should be ≤85%, and the cleanliness should reach Sa2.5 level;

[0099] S203, positioning and installing the prefabricated track template 3 to be installed. The prefabricated track template 3 is preferably installed at the markings on the left and right sides of the lane, and can also be installed in any width and spliced ​​in sequence along the extension direction of the lane;

[0100] S204, constructing the cast-in-place section 5, injecting a binder into the grouting hole 33 of the prefabricated track template 3, and forming a leveling bonding layer 2 after casting; the leveling bonding layer 2 can release stress, and a material capable of self-repairing cracks in the leveling bonding layer 2 is added to the binder; the self-repairing material preferably uses Class III original fly ash or graphene / polymer composite material, and when exposed to a high temperature environment, the self-repairing material can self-repair microcracks and improve the mechanical properties and high temperature resistance of the structure;

[0101] S205, vibrating and leveling the prefabricated track template 3;

[0102] S206, grouting is performed through the grouting holes 33, and the grouting is completed before the leveling adhesive layer 2 is cured. The grouting liquid and the uncured grout of the leveling adhesive layer 2 are cured and formed synchronously.

[0103] After completing the above steps, conduct a post-work inspection to verify the smoothness of the road surface.

[0104] In step S203, before installing the prefabricated track formwork 3, the fixing bolts 46 are first fixed to the steel bridge deck by means of the adhesive 9, and the two form a stable whole, and the fixing bolts 46 are no longer removed; then the prefabricated track formwork 3 is positioned on the corresponding fixing bolts 46; in step S206, the countersunk holes 37 are also grouted, and the grouting liquid covers the adjusting nuts 44.

[0105] The installation height of the prefabricated track formwork 3 of this embodiment also needs to be adjusted. The adjustment device of this embodiment includes a supporting steel plate 45, a fixing bolt 46, an elastic adjustment pad 43 and an adjusting nut 44. The supporting steel plate 45 is welded and fixed to the top of the skeleton 36. A leveling hole 34 is opened on the prefabricated track formwork 3. An upper through hole aligned with the leveling hole 34 is opened on the supporting steel plate 45. A countersunk hole 37 connected to the upper through hole is opened on the top of the prefabricated track formwork 3. The fixing bolt 46 is fixed on the steel bridge deck. The elastic adjustment pad 43 is sleeved on the fixing bolt 46. The elastic adjustment pad 43 is clamped between the fixing bolt 46 and the prefabricated track formwork 3. A lower through hole is opened on the elastic adjustment pad 43. The fixing bolt 46 passes through the lower through hole, the leveling hole 34 and the upper through hole from bottom to top in sequence and extends into the countersunk hole 37. The adjusting nut 44 is arranged in the countersunk hole 37 and is threadedly connected to the fixing bolt 46. The deformation of the elastic adjustment pad 43 is adjusted by rotating the adjustment nut 44 , thereby adjusting the installation height of the prefabricated track template 3 .

[0106] The construction method of this embodiment meets the requirements of multi-dimensional deformation and stress release of bridges, especially extra-large flexible steel bridges, under the action of external forces by deforming the high-toughness prefabricated track formwork at the marking line. Whether it is used for new construction or maintenance, it will not cause any changes or impacts on the original bridge structure and function. The rigid cast-in-place section 5 and the flexible prefabricated track formwork 3 are combined in a rigid and flexible manner to reduce or delay the occurrence of surface damage, which can significantly improve the functional grading complementarity and stability of the steel bridge deck structure, reduce the probability of maintenance, and effectively extend the service life of the steel bridge deck in service. In addition, this construction method can efficiently realize large-scale synchronous construction of steel bridge decks in a relatively short period of time.

[0107] The above description is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this field, without departing from the principle of the present invention, various modifications or improvements can be made to the present invention. For example, the prefabricated track formwork 3 can be prefabricated in the factory and installed on site, or it can be directly cast on site. For example, by selecting suitable casting materials, the cast-in-place section 5 can be made into a rigid section, and the prefabricated track formwork 3 can be made into a flexible section, also forming a rigid-flexible combination. The above schemes are all deemed to be within the protection scope of the present invention.

[0108] In the specification and claims of the present invention, terms indicating directions, such as "front", "rear", "up", "down", "left", "right", "side", "top", "bottom", etc., are used to describe various exemplary structural parts and elements of the present invention, but these terms are used here only for the purpose of convenience of description and are determined based on the exemplary orientations shown in the accompanying drawings. Since the embodiments disclosed in the present invention can be arranged in different directions, these terms indicating directions are only used as explanations and should not be regarded as limitations. For example, "up" and "down" are not necessarily limited to directions opposite to or consistent with the direction of gravity.

Claims

1. A road panel installation structure for on-site overlay construction, comprising a basic road surface (1), characterized in that: Prefabricated track templates (3) are installed on both sides of the basic pavement (1), and the prefabricated track templates (3) are arranged to extend along the length direction of the basic pavement (1). Grouting holes (33) are provided on the prefabricated track templates (3), and the adhesive injected from the grouting holes (33) forms a leveling adhesive layer (2) bonded between the prefabricated track template (3) and the basic pavement (1). A cast-in-place section (5) is cast on the basic pavement (1), and the cast-in-place section (5) is connected to the prefabricated track templates (3) on both sides to form an integral structure. An adjusting device for adjusting the installation height of the prefabricated track template (3) is installed on the prefabricated track template (3). The prefabricated track template (3) includes a main structural layer (31), and a skeleton (36) for enhancing the bearing capacity of the prefabricated track template (3) is pre-buried inside the main structural layer (31), and the skeleton (36) is exposed on at least one side of the prefabricated track template (3).

2. The road panel installation structure for on-site paving construction according to claim 1 is characterized in that: Baffles (35) are installed around the bottom of the prefabricated track template (3), and the baffles (35) are supported on the base road surface (1). The adhesive injected from the grouting holes (33) is limited between the baffles (35) to form a leveling adhesive layer (2).

3. The road panel installation structure for on-site paving construction according to claim 1 is characterized in that: The prefabricated track template (3) also includes an anti-slip layer (32) arranged above the main structure layer (31).

4. The road panel installation structure for on-site paving construction according to claim 3 is characterized in that: The basic road surface (1) is a concrete road panel, the adjustment device comprises an embedded steel plate (41), an expansion bolt (42), an elastic adjustment pad (43) and an adjustment nut (44), the embedded steel plate (41) is welded and fixed to the top of the frame (36), a leveling hole (34) is opened on the prefabricated track template (3), an upper through hole aligned with the leveling hole (34) is opened on the embedded steel plate (41), a countersunk hole (37) connected to the upper through hole is opened on the top of the prefabricated track template (3), the expansion bolt (42) is welded and fixed to the top of the frame (36), a leveling hole (34) is opened on the prefabricated track template (3), and an upper through hole (37) connected to the upper through hole is opened on the top of the prefabricated track template (3). (42) is planted on the concrete road panel, the elastic adjustment pad (43) is sleeved on the expansion bolt (42), the elastic adjustment pad (43) is clamped between the prefabricated track template (3) and the basic road surface (1), a lower through hole is opened on the elastic adjustment pad (43), the expansion bolt (42) passes through the lower through hole, the leveling hole (34) and the upper through hole from bottom to top in sequence and extends into the countersunk hole (37), the adjustment nut (44) is arranged in the countersunk hole (37) and is threadedly connected to the expansion bolt (42).

5. The road panel installation structure for on-site paving construction according to claim 3 is characterized in that: The basic pavement (1) is a steel bridge deck, the adjustment device comprises a supporting steel plate (45), a fixing bolt (46), an elastic adjustment pad (43) and an adjustment nut (44), the supporting steel plate (45) is welded and fixed to the top of the frame (36), a leveling hole (34) is opened on the prefabricated track template (3), an upper through hole aligned with the leveling hole (34) is opened on the supporting steel plate (45), a countersunk hole (37) connected to the upper through hole is opened on the top of the prefabricated track template (3), and the fixing bolt (46) is welded to the top of the frame (36). 46) is fixed on the steel bridge deck, the elastic adjustment pad (43) is sleeved on the fixing bolt (46), the elastic adjustment pad (43) is clamped between the fixing bolt (46) and the prefabricated track template (3), a lower through hole is opened on the elastic adjustment pad (43), the fixing bolt (46) passes through the lower through hole, the leveling hole (34) and the upper through hole from bottom to top in sequence and extends into the countersunk hole (37), the adjusting nut (44) is arranged in the countersunk hole (37) and is threadedly connected to the fixing bolt (46).

6. The road panel installation structure for on-site paving construction according to claim 3 is characterized by: The adjustment device comprises an embedded nut (47) and a leveling bolt (48); the embedded nut (47) is welded to the bottom of the frame (36); a leveling hole (34) is opened on the prefabricated track template (3); the embedded nut (47) is arranged directly below the leveling hole (34); the leveling bolt (48) passes through the leveling hole (34) from top to bottom and is threadedly connected to the embedded nut (47); the lower end of the leveling bolt (48) passes through the embedded nut (47) and is used to abut against the base road surface (1).

7. The road panel installation structure for on-site paving construction according to claim 6 is characterized in that: A leveling pad (49) is installed on the basic road surface (1), and the lower end of the leveling bolt (48) abuts against the leveling pad (49).

8. The road panel installation structure for on-site paving construction according to claim 6, characterized in that: After the embedded bolts (410) are screwed into the embedded nuts (47), the prefabricated track template (3) is cast, and after the prefabricated track template (3) is cured and demoulded, the embedded bolts (410) are removed, thereby forming the leveling holes (34) on the prefabricated track template (3).

9. The road panel installation structure for on-site paving construction according to claim 3 is characterized by: The skeleton (36) is a steel mesh or a fiber mesh.

10. The road panel installation structure for on-site paving construction according to claim 9, characterized in that: An elastic rubber plate (38) is installed on the side of the prefabricated track template (3) where the frame (36) does not extend.

11. The road panel installation structure for on-site paving construction according to claim 3, characterized in that: The main structural layer (31) is cast using polyurethane concrete.

12. The road panel installation structure for on-site paving construction according to claim 1, characterized in that: The bottom of the prefabricated track template (3) is formed to have a shear-resistant structure (39) that cooperates with the leveling adhesive layer (2).

13. The road panel installation structure for on-site paving construction according to claim 1, characterized in that: A grouting joint (6) is installed on the grouting hole (33).

14. The road panel installation structure for on-site paving construction according to claim 1, characterized in that: The basic pavement (1) is an airport road panel. A prefabricated track template (3) is installed on each of the left and right sides of an airport road panel. The length of the prefabricated track template (3) is consistent with the length of the airport road panel. The cast-in-place section (5) and the prefabricated track templates (3) located on both sides of the cast-in-place section (5) constitute a completed section. The airport road panel that belongs to the same section as the completed section and has not been repaired is an unconstructed section (11). A transition section (12) is formed between the unconstructed section (11) and the completed section. A longitudinal ramp panel (7) for overlapping transition is installed on the transition section (12).

15. The road panel installation structure for on-site paving construction according to claim 14, characterized in that: The longitudinal ramp panel (7) is a prefabricated panel, which comprises a vibration-damping and sound-absorbing panel (71), a steel pad (72), a structural layer (73) and a ramp anti-slip layer (74) from bottom to top. A vertical through hole (75) is provided on the longitudinal ramp panel (7), and a planting bolt (76) is planted on the transition section (12). The planting bolt (76) passes through the vertical through hole (75) and extends upward from the steel pad (72). An adjustable nut (77) is installed on the upper end of the planting bolt (76), and the adjustable nut (77) is pressed against the steel pad (72).

16. The road panel installation structure for on-site paving construction according to claim 15, characterized in that: After the longitudinal ramp panel (7) is installed, a filler is filled into the vertical through hole (75) to cover the adjustable nut (77).

17. The road panel installation structure for on-site paving construction according to claim 14, characterized in that: The longitudinal ramp panel (7) has at least two spliced ​​ramps along the longitudinal direction, each spliced ​​ramp has the same slope angle, and elastic strips (78) are installed on the butt-jointed sides of adjacent spliced ​​ramps.

18. A construction method for a road panel installation structure for on-site paving construction, characterized in that: The construction method is applied to the road panel installation structure according to any one of claims 14 to 17, and the base pavement (1) is an airport road panel. The construction method comprises the following steps: S101. Surface treatment of the airport runway panels to be repaired; S102, installing prefabricated track templates (3) on both sides of the airport runway panel to be repaired, and the prefabricated track templates (3) are spliced ​​in sequence along the length direction of the airport runway; S103, constructing the cast-in-place section (5), installing the longitudinal ramp panel (7) after the construction is completed, and performing slope connection processing; injecting an adhesive into the grouting hole (33) of the prefabricated track template (3), and forming a leveling adhesive layer (2) after casting; S104, vibrating and leveling the prefabricated track template (3); S105, performing grouting through the grouting hole (33), the grouting being completed before the leveling adhesive layer (2) is cured, and the grouting liquid and the uncured grout of the leveling adhesive layer (2) are cured and formed synchronously; S106, removing the elastic rubber sheet (38) on the exposed side of the prefabricated track formwork (3) without the frame (36), forming a joint (8) between the cast-in-place section (5) and the prefabricated track formwork (3), and filling the joint (8) with a caulking material.

19. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In the step S101, firstly, the defects existing on the surface layer of the airport pavement panel are specially repaired, and then the surface of the airport pavement panel to be repaired is cleaned and dried.

20. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In step S102, firstly, a hole is drilled on the airport runway panel to be repaired, then an expansion bolt (42) is planted in the hole, and finally, the leveling hole (34) of the prefabricated track template (3) is aligned with the expansion bolt (42) for positioning and installation.

21. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In the step S103, the thickness of the leveling adhesive layer (2) is 5-50 mm, the material solidification time is ≤ 60 minutes, and the compressive strength of the leveling adhesive layer (2) after casting is ≥ 25 MPa.

22. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In step S104, the leveling adhesive layer (2) fills the shear structure (39) and the grouting hole (33) at the bottom of the prefabricated track formwork (3) due to the pressure and vibration of the prefabricated track formwork (3). After the prefabricated track formwork (3) and the leveling adhesive layer (2) are tightly bonded, the elevation of the installed prefabricated track formwork (3) is re-measured to detect the misalignment and make corrections.

23. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In step S104, after the leveling bolt (48) completes the leveling action, the leveling bolt (48) is screwed out of the leveling hole (34), and then the leveling hole (34) is subjected to a post-grouting and plugging treatment, or the leveling bolt (48) is retained in the leveling hole (34) and the leveling hole (34) is subjected to a post-grouting and plugging treatment.

24. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: In step S103, polyurethane concrete or epoxy resin concrete or fast-curing cement concrete is spread in the cast-in-place section (5), and after being formed, crushed stones are spread on the surface to increase friction.

25. The construction method of the road panel installation structure for on-site paving construction according to claim 18, characterized in that: First, the cast-in-place section (5) is constructed as planned within the specified time, and then the longitudinal ramp panel (7) is installed within the construction width for short-term aircraft take-off and landing. When the subsequent construction is completed, the longitudinal ramp panel (7) is disassembled and the construction operation is repeated.

26. The construction method of the road panel installation structure for on-site paving construction according to claim 24, characterized in that: The cast-in-place section (5) is constructed in a staggered manner before and after construction or in parallel and synchronously.

27. A construction method for a road panel installation structure for on-site paving construction, characterized in that: The construction method is applied to the road panel installation structure according to claim 5, and the base road surface (1) is a steel bridge deck, and the construction method comprises the following steps: S201. Survey the quality of steel bridge deck and clean the surface; S202, Shot blasting and rust removal of steel bridge deck; S203, positioning and installing the prefabricated track template (3) to be installed, the prefabricated track template (3) is installed at the markings on the left and right sides of the lane to be repaired, and is spliced ​​in sequence along the extension direction of the lane; S204, constructing the cast-in-place section (5), injecting a bonding agent into the grouting hole (33) of the prefabricated track template (3), and forming a leveling bonding layer (2) after casting; S205, vibrating and leveling the prefabricated track template (3); S206, grouting is performed through the grouting hole (33), and the grouting is completed before the leveling adhesive layer (2) is cured. The grouting liquid and the uncured grout of the leveling adhesive layer (2) are cured and formed simultaneously.

28. The construction method of the road panel installation structure according to claim 27, characterized in that: First, the fixing bolts (46) are welded or bonded to the steel bridge deck, and then the prefabricated track template (3) is positioned on the corresponding fixing bolts (46); in step S206, the countersunk hole (37) is also grouted, and the grouting liquid covers the adjusting nut (44).

29. The construction method of the road panel installation structure according to claim 27, characterized in that: The cast-in-place section (5) and the prefabricated track formwork (3) form a rigid-flexible grouping.

30. The construction method of the road panel installation structure according to claim 27, characterized in that: The adhesive contains a material capable of self-repairing cracks in the leveling adhesive layer (2).

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