Construction method for transforming cement pavement
By vertically cutting grooves on the cement pavement, inserting steel pipes and laying steel bars, combining the construction methods of concrete and asphalt layers, the problems of roadbed settlement and pavement cracks are solved, the deformation and anti-slip properties of the pavement are improved, and the resistance to deformation and slippage of the pavement is extended. Lifespan and reduce maintenance costs.
Patent Information
- Application Number
- CN202411356786.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-27
- Publication Date
- 2024-12-27
AI Technical Summary
It is difficult for the prior art to effectively control roadbed settlement, prevent and control roadbed cracks and enhance the contact force between new roadbeds and old roadbeds when renovating cement pavements, resulting in uneven settlement of roadbed structures, insufficient reflective cracks and deformation resistance.
Use vertical cutting of grooves, insert steel pipes and arrange steel bars in it, pour concrete to form the bottom and top surface layers, combine with the intermediate transition layer, enhance the overall strength and deformation resistance of the pavement structure, and use the oblique insertion of steel pipes and steel bars to match evenly. Stress distribution, suppress settlement and cracks.
Effectively prevent and control uneven settlement of the road surface, enhance the rut resistance and slip resistance of the pavement structure, improve driving safety, extend the service life of the road surface, reduce maintenance costs, and significantly improve the fatigue resistance and high-temperature and low-temperature cracking capabilities of the pavement layer.
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of pavement structure construction, and in particular to a construction method for transforming a cement pavement. Background Art
[0002] With the continuous growth of my country's economy, the demand for roads has also increased. In the early days, cement pavement was widely used in China. It has the advantages of long service life, low maintenance cost, strong mechanical properties of compression resistance, bending resistance, and wear resistance. However, cement pavement also has some defects, such as: driving produces large vibration and noise, the road surface is prone to cracks, poor flatness, cracks and potholes are difficult to repair, poor heat and dust absorption ability, strong light refraction, and easy to cause visual fatigue.
[0003] In order to solve the above problems, cement pavement usually needs to be reconstructed, which often involves two issues: controlling the settlement of the roadbed after reconstruction, preventing and controlling road cracks, and cooperating between the new road surface and the old roadbed. The existing technology has many problems after the reconstruction of cement pavement, such as the occurrence of road surface reflection cracks, weak contact between the new road surface and the old roadbed, and the inability to solve the settlement of the roadbed after reconstruction.
[0004] Therefore, it is very important to seek a pavement structure and construction method that can effectively control the roadbed settlement after cement pavement reconstruction, prevent and treat pavement cracks, and enhance the collaborative working ability between the new pavement and the old roadbed. Summary of the invention
[0005] In order to solve the defects in the prior art, the present invention provides a construction method for transforming cement pavement. The present invention effectively prevents and treats cracks caused by uneven settlement at the junction of new and old pavements, suppresses settlement, evenly distributes stress, enhances the overall strength of the pavement structure, strengthens the deformation resistance and tensile resistance of the pavement, and enhances the overall performance and bearing capacity of the highway; the entire pavement structure has excellent anti-rutting performance, good pavement anti-skid performance, greatly improves driving safety, and has a longer pavement service life and low maintenance costs, and has a very broad application prospect and use value.
[0006] To achieve the above object, the present invention provides a construction method for transforming a cement pavement, comprising the following steps:
[0007] (1) Crush the cement layer of the old cement pavement that needs to be renovated and dig it out to the top of the roadbed;
[0008] (2) vertically cutting and grooving the old cement pavement after the crushing and excavation, wherein the length direction of the vertical cutting and grooving is a continuous S-shape along the driving direction of the pavement;
[0009] (3) inserting a plurality of steel pipes evenly and obliquely into the roadbed along the length direction of the vertically cut groove;
[0010] (4) arranging transverse and longitudinal steel bars in the horizontal direction in the vertically cut grooves;
[0011] (5) pouring new concrete into the steel pipe and the vertically cut groove to form the bottom surface layer of the renovated cement pavement;
[0012] (6) laying an intermediate transition layer on the bottom surface layer;
[0013] (7) Pour asphalt concrete on the intermediate transition layer to form the top surface layer of the modified cement pavement.
[0014] Preferably, in step (1), the excavated roadbed is cleaned and leveled to meet the requirements of subsequent construction steps.
[0015] In any of the above schemes, it is preferred that in step (2), the vertical cutting grooves are formed into 3-5 steps, and the steps on the left and right sides are symmetrical, the height of each step is 15-20 cm, the groove width at the top step is 80 cm, and the groove width of each subsequent step is 10 cm shorter than that of the previous step.
[0016] In any of the above schemes, it is preferred that in step (3), a plurality of pipe insertion pits are evenly dug along the length direction of the bottom of the vertically cut groove, and a steel pipe obliquely inserted into the roadbed is arranged in each pipe insertion pit. The peripheral wall of the steel pipe is provided with multiple layers of through holes, and the size of the through holes is larger than the diameter of the transverse and longitudinal steel bars to be arranged subsequently.
[0017] In any of the above schemes, it is preferred that in step (3), the angles at which adjacent steel pipes are inserted into the roadbed are symmetrically opposite, and the angles of the oblique insertion are 35-40° with the horizontal plane; the insertion depth of the steel pipe is to half the height of the roadbed, and the top of the steel pipe extends into the bottom layer that is subsequently formed.
[0018] In any of the above schemes, it is preferred that in step (4), the transverse steel bars are straight threaded steel bars with multiple layers evenly distributed above and below, and the multiple transverse steel bars in each layer are evenly spaced along the length direction of the vertical cut groove and both ends are inserted into the side walls of the vertical cut groove, and the transverse steel bars overlapping with the position of the steel pipe are inserted through its through hole.
[0019] In any of the above schemes, it is preferred that in step (4), the longitudinal steel bars are threaded steel bars, whose length form is compatible with the S-shape, and there are multiple layers evenly distributed above and below, and the multiple longitudinal steel bars in each layer are evenly spaced along the width direction of the vertical cut grooves, and are located on the upper part of the transverse steel bars of the same layer and tied and fixed thereto, and the longitudinal steel bars overlapping with the steel pipe position are inserted through other through holes, and the other through holes are located above the through holes inserted through the transverse steel bars of the same layer.
[0020] In any of the above schemes, preferably, in step (5), the bottom surface layer is made of medium-grained asphalt concrete with a thickness of 25-35 cm.
[0021] In any of the above schemes, preferably, in step (6), the intermediate transition layer is SBS modified asphalt with a thickness of 10-12 cm.
[0022] In any of the above schemes, preferably, in step (7), the top surface layer is constructed in three layers, each layer is 7-8 cm thick, and geogrid cloth is laid between adjacent layers.
[0023] Beneficial effects of the present invention:
[0024] 1. The present invention effectively prevents and treats cracks caused by uneven settlement at the junction of new and old pavements, inhibits settlement, evenly distributes stress, enhances the overall strength of the pavement structure, strengthens the pavement's resistance to deformation and tensile strength, and enhances the overall performance and bearing capacity of the highway; the entire pavement structure has excellent anti-rutting performance, good pavement anti-skid performance, greatly improves driving safety, and has a longer pavement service life and low maintenance costs, and has a very broad application prospect and use value.
[0025] 2. The construction method of the present invention can more effectively prevent reflective cracks on the road surface. By obliquely inserting the steel pipe into the foundation and pouring concrete therein, and coordinating with the longitudinal and transverse steel bars, the overall strength of the road surface structure is enhanced, while the ability of the road surface structure layer to resist fatigue cracking, high-temperature rutting and low-temperature shrinkage cracking is improved; the road surface structure layer is laid on the reinforced roadbed with a high degree of bonding, which increases the frictional resistance between the road surface structure layers and enhances the overall performance and bearing capacity of the highway; the overall road surface after the transformation has a good load transfer effect, enhances the overall bearing performance of the highway, and extends the service life of the highway.
[0026] 3. The present invention can improve the overall bearing capacity of the reconstructed pavement through the setting mode of vertical cutting and grooving, and can also effectively improve the interlayer bonding strength of the roadbed and pavement structure layer, thereby inhibiting the generation and expansion of reflective cracks. DETAILED DESCRIPTION
[0027] The technical solution of the present application will be described in detail below in conjunction with the specific implementation methods of the present application, but the following examples are only for understanding the present invention. The embodiments in the present application and the features in the embodiments can be combined with each other, and the present application can be implemented in a variety of different ways as defined and covered by the claims.
[0028] Example 1
[0029] A construction method for transforming a cement pavement comprises the following steps:
[0030] (1) Crush the cement layer of the old cement pavement that needs to be renovated and dig it out to the top of the roadbed;
[0031] (2) vertically cutting and grooving the old cement pavement after the crushing and excavation, wherein the length direction of the vertical cutting and grooving is a continuous S-shape along the driving direction of the pavement;
[0032] (3) inserting a plurality of steel pipes evenly and obliquely into the roadbed along the length direction of the vertically cut groove;
[0033] (4) arranging transverse and longitudinal steel bars in the horizontal direction in the vertically cut grooves;
[0034] (5) pouring new concrete into the steel pipe and the vertically cut groove to form the bottom surface layer of the renovated cement pavement;
[0035] (6) laying an intermediate transition layer on the bottom surface layer;
[0036] (7) Pour asphalt concrete on the intermediate transition layer to form the top surface layer of the modified cement pavement.
[0037] In the step (1), the excavated roadbed is cleaned and leveled to meet the requirements of subsequent construction steps.
[0038] In step (2), the vertical cutting grooves are formed into three steps, and the steps on the left and right sides are symmetrical. The height of each step is 20 cm, and the groove width at the top step is 80 cm. The groove width of each subsequent step is 10 cm shorter than that of the previous step.
[0039] In step (3), a plurality of pipe insertion pits are uniformly dug along the length direction of the bottom of the vertically cut groove, and a steel pipe obliquely inserted into the roadbed is arranged in each pipe insertion pit. The peripheral wall of the steel pipe is provided with multiple layers of through holes, and the size of the through holes is larger than the diameter of the transverse and longitudinal steel bars to be arranged subsequently.
[0040] In step (3), adjacent steel pipes are inserted obliquely into the roadbed at symmetrically opposite angles, and the oblique insertion angles are 35° with the horizontal plane; the insertion depth of the steel pipe is half the height of the roadbed, and the top of the steel pipe extends into the bottom layer formed subsequently.
[0041] In step (4), the transverse steel bars are straight threaded steel bars, with multiple layers evenly distributed above and below, and the multiple transverse steel bars in each layer are evenly spaced along the length direction of the vertical cut groove and both ends are inserted into the side walls of the vertical cut groove, and the transverse steel bars overlapping with the steel pipe position are inserted through its through holes.
[0042] In the step (4), the longitudinal steel bars are threaded steel bars, whose length form is adapted to the S-shape, and there are multiple layers evenly distributed above and below. The multiple longitudinal steel bars in each layer are evenly spaced along the width direction of the vertical cut grooves, and are located on the upper part of the transverse steel bars of the same layer and are tied and fixed thereto. The longitudinal steel bars overlapping the steel pipe position are inserted through other through holes, and the other through holes are located above the through holes inserted through the transverse steel bars of the same layer.
[0043] In the step (5), the bottom surface layer is made of medium-grained asphalt concrete with a thickness of 35 cm.
[0044] In the step (6), the intermediate transition layer is SBS modified asphalt with a thickness of 10 cm.
[0045] In step (7), the top surface layer is constructed in three layers, each layer is 8 cm thick, and geogrid cloth is laid between adjacent layers.
[0046] Example 2
[0047] A construction method for transforming a cement pavement comprises the following steps:
[0048] (1) Crush the cement layer of the old cement pavement that needs to be renovated and dig it out to the top of the roadbed;
[0049] (2) vertically cutting and grooving the old cement pavement after the crushing and excavation, wherein the length direction of the vertical cutting and grooving is a continuous S-shape along the driving direction of the pavement;
[0050] (3) inserting a plurality of steel pipes evenly and obliquely into the roadbed along the length direction of the vertically cut groove;
[0051] (4) arranging transverse and longitudinal steel bars in the horizontal direction in the vertically cut grooves;
[0052] (5) pouring new concrete into the steel pipe and the vertically cut groove to form the bottom surface layer of the renovated cement pavement;
[0053] (6) laying an intermediate transition layer on the bottom surface layer;
[0054] (7) Pour asphalt concrete on the intermediate transition layer to form the top surface layer of the modified cement pavement.
[0055] In the step (1), the excavated roadbed is cleaned and leveled to meet the requirements of subsequent construction steps.
[0056] In step (2), the vertical cutting grooves are formed into 5 steps, and the steps on the left and right sides are symmetrical. The height of each step is 15 cm, and the groove width at the top step is 80 cm. The groove width of each subsequent step is 10 cm shorter than that of the previous step.
[0057] In step (3), a plurality of pipe insertion pits are uniformly dug along the length direction of the bottom of the vertically cut groove, and a steel pipe obliquely inserted into the roadbed is arranged in each pipe insertion pit. The peripheral wall of the steel pipe is provided with multiple layers of through holes, and the size of the through holes is larger than the diameter of the transverse and longitudinal steel bars to be arranged subsequently.
[0058] In step (3), adjacent steel pipes are inserted obliquely into the roadbed at symmetrically opposite angles, and the oblique insertion angles are 40° with the horizontal plane; the insertion depth of the steel pipe is half the roadbed height, and the top of the steel pipe extends into the bottom layer formed subsequently.
[0059] In step (4), the transverse steel bars are straight threaded steel bars, with multiple layers evenly distributed above and below, and the multiple transverse steel bars in each layer are evenly spaced along the length direction of the vertical cut groove and both ends are inserted into the side walls of the vertical cut groove, and the transverse steel bars overlapping with the steel pipe position are inserted through its through holes.
[0060] In the step (4), the longitudinal steel bars are threaded steel bars, whose length form is adapted to the S-shape, and there are multiple layers evenly distributed above and below. The multiple longitudinal steel bars in each layer are evenly spaced along the width direction of the vertical cut grooves, and are located on the upper part of the transverse steel bars of the same layer and are tied and fixed thereto. The longitudinal steel bars overlapping the steel pipe position are inserted through other through holes, and the other through holes are located above the through holes inserted through the transverse steel bars of the same layer.
[0061] In the step (5), the bottom surface layer is made of medium-grained asphalt concrete with a thickness of 25 cm.
[0062] In step (6), the intermediate transition layer is SBS modified asphalt with a thickness of 12 cm.
[0063] In step (7), the top surface layer is constructed in three layers, each layer is 7 cm thick, and geogrid cloth is laid between adjacent layers.
[0064] In addition, in order to further improve the technical effect of the present invention, in this embodiment, each cross-section of the step is fully covered with a 3mm thick polymer material anti-cracking waterproof tape, the tensile strength of which is 700N / 50mm and the product elongation is 42%.
[0065] In the step (5), a 2.5 cm thick anti-crack protective layer is first laid on the top surface of the roadbed where no vertical cutting and grooving is performed, and the anti-crack protective layer is made of rubber-modified asphalt concrete, with an aggregate size range of 5.5-7.5 mm and an oil-stone ratio of 7.5%. Then, medium-grained asphalt concrete is poured to fill the steel pipe and the vertical cutting and grooving, and finally, the pouring is continued to form the bottom surface layer on the surface of the anti-crack protective layer on the top surface of the roadbed.
[0066] The top surface layer is made of SMA-13 asphalt concrete and is mixed with 1% by mass of steel fiber.
[0067] The S-shaped stepped vertical cutting groove of the present invention can better combine the roadbed and the pavement structure and avoid the joints of the pavement structure and the roadbed to be in the same vertical position, and avoid the occurrence of reflective cracks in the newly paved pavement layer. The present invention well reflects the strength increase of the pavement structure layer, is conducive to improving the durability of the pavement structure, simplifies the process and saves costs.
[0068] The interlacing and coordination of the steel pipe and the horizontal steel bars of the present invention can further reduce the influence of differential settlement of the roadbed on the pavement structure, and can play a role in strengthening the shear resistance; the use of anti-cracking waterproof tape made of polymer material can further eliminate or reduce the influence of vertical cutting and grooving on the pavement layer, reduce stress concentration, and improve the waterproof effect.
[0069] The invention is mixed with steel fiber, which can effectively improve the bending and tensile strength and crack resistance of the surface layer. The laying of the anti-cracking protective layer eliminates the diseases and hidden dangers caused by the splicing of the additional pavement layer, can solve the problems existing in the existing cement pavement, and also has the advantages of high overall strength, good driving comfort, and low maintenance cost.
[0070] Example 3
[0071] A construction method for transforming a cement pavement comprises the following steps:
[0072] (1) Crush the cement layer of the old cement pavement that needs to be renovated and dig it out to the top of the roadbed;
[0073] (2) vertically cutting and grooving the old cement pavement after the crushing and excavation, wherein the length direction of the vertical cutting and grooving is a continuous S-shape along the driving direction of the pavement;
[0074] (3) inserting a plurality of steel pipes evenly and obliquely into the roadbed along the length direction of the vertically cut groove;
[0075] (4) arranging transverse and longitudinal steel bars in the horizontal direction in the vertically cut grooves;
[0076] (5) pouring new concrete into the steel pipe and the vertically cut groove to form the bottom surface layer of the renovated cement pavement;
[0077] (6) laying an intermediate transition layer on the bottom surface layer;
[0078] (7) Pour asphalt concrete on the intermediate transition layer to form the top surface layer of the modified cement pavement.
[0079] In the step (1), the excavated roadbed is cleaned and leveled to meet the requirements of subsequent construction steps.
[0080] In step (2), the vertical cutting grooves are formed into 4 steps, and the steps on the left and right sides are symmetrical. The height of each step is 18 cm, and the groove width at the top step is 80 cm. The groove width of each subsequent step is 10 cm shorter than that of the previous step.
[0081] In step (3), a plurality of pipe insertion pits are uniformly dug along the length direction of the bottom of the vertically cut groove, and a steel pipe obliquely inserted into the roadbed is arranged in each pipe insertion pit. The peripheral wall of the steel pipe is provided with multiple layers of through holes, and the size of the through holes is larger than the diameter of the transverse and longitudinal steel bars to be arranged subsequently.
[0082] In step (3), adjacent steel pipes are inserted obliquely into the roadbed at symmetrically opposite angles, and the oblique insertion angles are 38° with the horizontal plane; the insertion depth of the steel pipe is half the roadbed height, and the top of the steel pipe extends into the bottom surface layer formed subsequently.
[0083] In step (4), the transverse steel bars are straight threaded steel bars, with multiple layers evenly distributed above and below, and the multiple transverse steel bars in each layer are evenly spaced along the length direction of the vertical cut groove and both ends are inserted into the side walls of the vertical cut groove, and the transverse steel bars overlapping with the steel pipe position are inserted through its through holes.
[0084] In the step (4), the longitudinal steel bars are threaded steel bars, whose length form is adapted to the S-shape, and there are multiple layers evenly distributed above and below. The multiple longitudinal steel bars in each layer are evenly spaced along the width direction of the vertical cut grooves, and are located on the upper part of the transverse steel bars of the same layer and are tied and fixed thereto. The longitudinal steel bars overlapping the steel pipe position are inserted through other through holes, and the other through holes are located above the through holes inserted through the transverse steel bars of the same layer.
[0085] In the step (5), the bottom surface layer is made of medium-grained asphalt concrete with a thickness of 30 cm. The poured medium-grained asphalt concrete first fills the steel pipe and the vertically cut grooves, and finally forms the bottom surface layer on the top surface of the roadbed.
[0086] In step (6), the intermediate transition layer is SBS modified asphalt with a thickness of 11 cm. The intermediate transition layer can absorb the load borne by the top surface layer to ensure the service life of the pavement structure.
[0087] In step (7), the top surface layer is constructed in three layers, each layer is 7.5 cm thick, and geogrid cloth is laid between adjacent layers.
[0088] In addition, in order to further improve the technical effect of the present invention, the rubber-modified asphalt concrete of the anti-cracking protective layer includes the following components in parts by weight: 20-22 parts of rubber-modified emulsified asphalt, 0.005-0.008 parts of chopped basalt fiber, 2-2.5 parts of cement, 25-30 parts of crushed stone with a particle size of 6-8 mm, 20-25 parts of crushed stone with a particle size of 3-5 mm, 20-30 parts of crushed stone with a particle size of 1-2 mm and 12-15 parts of water.
[0089] In addition to steel fibers, SMA-13 asphalt concrete includes the following components by weight: 60-70 parts of crushed stone with a particle size of 10-12 mm, 20-30 parts of crushed stone with a particle size of 3-5 mm, 8-10 parts of limestone powder and 5-8 parts of asphalt.
[0090] According to the "Highway Engineering Asphalt and Asphalt Mixture Test Procedure" JTG E20-2011 and related test methods, the modified pavement in this embodiment is tested, and the average dynamic stability is 42360-42450 times / mm, the average fatigue life is 4.10-4.25 million times, and the friction swing value is 97-98BPN. The above values are all better than the existing technology by more than 30% on average. Therefore, the anti-rutting performance and fatigue life of the cement pavement modified by the method of the present invention are significantly improved.
[0091] It can be seen from the above embodiments that the present invention effectively prevents and treats cracks caused by uneven settlement at the junction of new and old pavements, inhibits settlement, evenly distributes stress, enhances the overall strength of the pavement structure, strengthens the pavement's resistance to deformation and tensile strength, and enhances the overall performance and bearing capacity of the highway; the entire pavement structure has excellent anti-rutting performance, good pavement anti-skid performance, greatly improved driving safety, longer pavement service life, and low maintenance costs, and has a very broad application prospect and use value.
[0092] The construction method of the present invention can more effectively prevent reflective cracks on the road surface. By obliquely inserting the steel pipe into the foundation and pouring concrete therein, and cooperating with the longitudinal and transverse steel bars, the overall strength of the road surface structure is enhanced as a whole, and at the same time, the ability of the road surface structure layer to resist fatigue cracking, high-temperature rutting and low-temperature shrinkage cracking is improved; the road surface structure layer is laid on the reinforced roadbed with a high degree of bonding, which increases the frictional resistance between the road surface structure layers and enhances the overall performance and bearing capacity of the highway; the overall road surface after the transformation has a good load transfer effect, enhances the overall bearing performance of the highway, and extends the service life of the highway.
[0093] The present invention can improve the overall bearing capacity of the reconstructed pavement through the arrangement of vertical cutting grooves, and can also effectively improve the interlayer bonding strength of the roadbed and pavement structure layers, thereby inhibiting the generation and expansion of reflective cracks.
[0094] The above is only a preferred embodiment of the present invention, and does not limit the present invention in other forms. Any technician familiar with the profession may use the above disclosed technical content to change or modify it into an equivalent embodiment with equivalent changes. However, any simple modification, equivalent change and modification made to the above embodiment according to the technical essence of the present invention without departing from the technical solution of the present invention still belongs to the protection scope of the technical solution of the present invention.
Claims
1. A construction method for renovating a cement pavement, characterized in that: The following steps are involved: (1) Crush the cement layer of the old cement pavement that needs to be renovated and dig it out to the top of the roadbed; (2) vertically cutting and grooving the old cement pavement after the crushing and excavation, wherein the length direction of the vertical cutting and grooving is a continuous S-shape along the driving direction of the pavement; (3) inserting a plurality of steel pipes evenly and obliquely into the roadbed along the length direction of the vertically cut groove; (4) arranging transverse and longitudinal steel bars in the horizontal direction in the vertically cut grooves; (5) pouring new concrete into the steel pipe and the vertically cut groove to form the bottom surface layer of the renovated cement pavement; (6) laying an intermediate transition layer on the bottom surface layer; (7) Pour asphalt concrete on the intermediate transition layer to form the top surface layer of the modified cement pavement.
2. The construction method for renovating a cement pavement according to claim 1, characterized in that: In the step (1), the excavated roadbed is cleaned and leveled to meet the requirements of subsequent construction steps.
3. The construction method for renovating a cement pavement according to claim 1 or 2, characterized in that: In step (2), the vertical cutting grooves are formed into 3-5 steps, and the steps on the left and right sides are symmetrical. The height of each step is 15-20 cm, and the groove width at the top step is 80 cm. The groove width of each subsequent step is 10 cm shorter than that of the previous step.
4. The construction method for renovating cement pavement according to claim 3, characterized in that: In step (3), a plurality of pipe insertion pits are uniformly dug along the length direction of the bottom of the vertically cut groove, and a steel pipe obliquely inserted into the roadbed is arranged in each pipe insertion pit. The peripheral wall of the steel pipe is provided with multiple layers of through holes, and the size of the through holes is larger than the diameter of the transverse and longitudinal steel bars to be arranged subsequently.
5. The construction method for renovating cement pavement according to claim 4, characterized in that: In step (3), adjacent steel pipes are inserted obliquely into the roadbed at symmetrically opposite angles, and the oblique insertion angles are 35-40° with the horizontal plane; the insertion depth of the steel pipe is half the roadbed height, and the top of the steel pipe extends into the bottom surface layer formed subsequently.
6. The construction method for renovating a cement pavement according to claim 4 or 5, characterized in that: In step (4), the transverse steel bars are straight threaded steel bars, with multiple layers evenly distributed above and below, and the multiple transverse steel bars in each layer are evenly spaced along the length direction of the vertical cut groove and both ends are inserted into the side walls of the vertical cut groove, and the transverse steel bars overlapping with the steel pipe position are inserted through its through holes.
7. The construction method for renovating cement pavement according to claim 6, characterized in that: In the step (4), the longitudinal steel bars are threaded steel bars, whose length form is adapted to the S-shape, and there are multiple layers evenly distributed above and below. The multiple longitudinal steel bars in each layer are evenly spaced along the width direction of the vertical cut grooves, and are located on the upper part of the transverse steel bars of the same layer and are tied and fixed thereto. The longitudinal steel bars overlapping the steel pipe position are inserted through other through holes, and the other through holes are located above the through holes inserted through the transverse steel bars of the same layer.
8. The construction method for renovating cement pavement according to claim 7, characterized in that: In the step (5), the bottom surface layer is made of medium-grained asphalt concrete with a thickness of 25-35 cm.
9. The construction method for renovating a cement pavement according to claim 7 or 8, characterized in that: In the step (6), the intermediate transition layer is SBS modified asphalt with a thickness of 10-12 cm.
10. The construction method for renovating cement pavement according to claim 9, characterized in that: In step (7), the top surface layer is constructed in three layers, each layer is 7-8 cm thick, and geogrid cloth is laid between adjacent layers.