Construction method for repairing airport pavement slab without joint cutting

Abstract

The invention relates to the technical field of airport pavement slab construction, and particularly discloses a construction method for repairing an airport pavement slab without joint cutting, which comprises seven steps of dismounting an original pavement slab, arranging ribs, embedding a joint-cutting-free partition plate, pouring, pulling and pouring joints, galling and grooving, and checking repairing quality. And because the maintenance time required by the concrete is too long, the airport has to stop the air to repair the pavement slab.

Description

Technical Field

[0001] The invention relates to the technical field of airport road panel construction, in particular to a construction method for repairing airport road panels without cutting seams. Background Art

[0002] With the development of society and the improvement of national economic level, airplanes have become the first choice for most people to travel long distances. In order to meet market demand, the number of airplanes and flights has gradually increased. As the place where airplanes take off and land, airports are an important part of air transportation. However, as the airports have been used for a long time, some airports have suffered varying degrees of damage, such as aging, sanding, flatness decline, aging of caulking materials, texture wear, etc., which cannot meet the normal take-off and landing requirements of aircraft. Pavement damage poses a huge safety hazard to aircraft take-off and landing. At present, the treatment of common pavement problems can be roughly divided into three categories: the first is to repair the existing pavement, such as grinding the surface sand, spraying the surface curing agent, etc.; the second is to carry out local repairs on the basis of the existing pavement, cutting part of the thickness of the pavement panel, and re-covering it with a layer of concrete or high-strength thin layer mortar; the third category: according to the "Technical Specifications for Evaluation and Management of Civil Airport Pavements" (MH / T5024), typical disease types include cracks (longitudinal / horizontal / oblique cracks, broken plates or cross cracks, corner fractures), joint expansion cracks (Note: no grade), surface types (peeling / cracking / fine cracks, durability cracks), and repair of re-damage (small patches, large patches). If the degree of damage is evaluated as a severe level, in order to eliminate hidden dangers and achieve a risk closed loop, this type of disease is repaired and maintained in the form of replacing the panel: directly replace the airport pavement panel, remove the original damaged pavement panel of the airport, and re-construct and cast the pavement panel.

[0003] Among the above three types of treatment methods, the second and third types of treatment are more thorough, and their maintenance period is longer. However, the existing ordinary concrete construction technology requires at least one week of maintenance, and cannot achieve the mechanical indicators of the airport runway panels for use in a short period of time. As a result, when the airport runway panels are replaced and maintained, the repaired channel needs to be suspended for one week, which increases the operating pressure of the airport and the channel is not enough, causing great economic losses to the airport. Therefore, it is necessary to explore a high-efficiency, high-safety and high-quality airport runway panel repair method to achieve the purpose of repairing the airport runway panels without stopping flights. Summary of the invention

[0004] The purpose of the present invention is to provide a construction method for repairing airport runway panels without cutting, so as to solve the technical problem in the above-mentioned prior art of airport runway panel replacement and repair process that the airport has to suspend flights for repairs due to the long curing time required for concrete.

[0005] In order to solve the above problems, the technical solution adopted by the present invention is as follows: comprising the following steps:

[0006] Step 1: Remove the original road panel: Use mechanical hammering and cutting to break and remove the original road panel at the location to be repaired, and clean up the debris generated by the removal;

[0007] Step 2: Reinforcement: Set up reinforcement bars and steel mesh at the location to be repaired;

[0008] Step 3: burying the no-cutting partition board: burying the no-cutting partition board made of elastic material with heat preservation function at the edge of the adjacent board of the position to be repaired;

[0009] Step 4, pouring: first add coarse aggregate into the mixer, then add magnesium phosphate cement A and B, stir evenly, then add water and stir, stir evenly, pour in layers, and use a vibrating leveler to level each layer;

[0010] Step 5: Pull out and fill the seams: When the concrete reaches a certain strength, pull out the seam-free partitions and fill the gaps with silicone or modified silane joint materials;

[0011] Step 6, roughening and grooving: roughening and grooving are performed perpendicular to the wheel track direction of the runway panel when it is used, and ensure that it is perpendicular to the center line of the runway;

[0012] Step 7: Repair quality inspection: Carry out quality inspection on the appearance, strength and temporary panel difference of the completed road panels.

[0013] The beneficial effects of this embodiment are:

[0014] 1. The maintenance of ordinary concrete construction technology in the prior art requires at least one week, and it is impossible to achieve the mechanical indicators of plate replacement in a short period of time, resulting in the need to suspend flights for a week when replacing and maintaining the airport pavement panels. This increases the operating pressure of the airport, and the waterway is not enough for use, causing great economic losses to the airport. However, the pavement panels repaired in this application are constructed using magnesium phosphate cement, which has a short hardening time and high early strength. It can meet the requirements for opening to traffic 1 to 3 hours after pouring (the mechanical indicators of the pavement panels when open to traffic are flexural strength ≥3.5MP. Compressive strength ≥30MP, and bonding flexural strength ≥1.75MP). Therefore, construction can be carried out at night when there are fewer flights, and construction can be completed before flights, so there is no need to suspend flights, reducing the airport's operating pressure and economic losses caused by pavement panel damage.

[0015] 2. Magnesium phosphate cement has good adhesion, frost resistance, impermeability and wear resistance, and has good compatibility with ordinary concrete. It should be an ideal material for repairing airport road panels. However, there is a difficulty when it is applied to the construction of airport road panels: after the road panels are repaired, they will be repeatedly crushed by aircraft wheels. Unlike the old and new materials, they are prone to tiny cracks and fine gravel particles (FOD), which pose a safety hazard to aircraft. In order to solve this problem, the existing technology uses slits to cut the repaired road panels, and uses the gaps to separate the repaired patches from the adjacent original road panels to avoid mutual squeezing. At the same time, in order to avoid shrinkage cracks in the concrete, the slit cutting process needs to be completed when the compressive strength of the concrete is between 6 and 8 MPa. If the slit cutting is too early, the concrete strength is insufficient, resulting in damage to the joint edges and loose stones. If the slit cutting time is too late, the concrete has already completed solidification, and the concrete is prone to shrinkage cracks. In the prior art, the maintenance of concrete construction technology requires at least one week, and the time it is at 6-8MPa is long, so there is enough time for construction. However, after using magnesium phosphate cement, the time it is at 6-8MPa is 2-5min, which makes the construction time too short and often cannot be completed with quality and quantity. When the area is too large, it requires multiple people to cut the seams at the same time to complete it, which has high labor costs and no quality and safety guarantees. In the method of the present application, a seam-free partition is pre-buried, and later only the seam-free partition needs to be removed to form a reserved seam. The upper seam is rubber, which plays an isolation role. It has very weak adhesion to magnesium phosphate cement, which solves the problem of shrinkage cracks when the concrete loses plasticity and produces high strength. Therefore, it can meet the requirement of short seam cutting construction time when magnesium phosphate cement is used to repair airport road panels, and avoid the quality unreliability caused by cutting the seams too early or too late; at the same time, rubber has elasticity, which solves the problem of shrinkage and expansion during the hardening process of magnesium phosphate cement.

[0016] 3. In order to achieve the purpose of not stopping flights, the airport provides a very short time for repair construction (usually around 6 hours in the early morning), and the seam cutting construction requires a lot of time, resulting in very little construction time for other processes. If you want to achieve high efficiency, you cannot achieve high quality. The present application utilizes the idea of ​​seam-free partitions to reduce the seam cutting construction process, leaving more time for other processes, improving the detail processing of other processes, and thus improving the quality of construction. Therefore, the present application can complete the airport pavement repair construction with high efficiency, high quality, and high safety.

[0017] 4. After the road panel is repaired, in order to prevent rainwater from penetrating into the foundation along the cut seam and eroding the foundation, it is necessary to fill the cut seam with joint materials such as silicone or modified silane. However, in the prior art, the seams are cut by cutting, which will generate a large amount of dust. Although the dust will be cleaned before grouting in the later stage, some dust will still remain on the wall of the cut seam. The dust at the interface between the grouting material and the road panel affects the bonding strength between the two, resulting in the quality of the grouting being affected. However, the present application does not use the cutting process, so no dust is generated, and the quality of the grouting is better than that of the prior art.

[0018] 5. The present application omits the cutting process, thus avoiding noise pollution and dust pollution during the cutting process, and is therefore more environmentally friendly.

[0019] 6. In the prior art, the cut seam is produced by cutting, and the cutting process is carried out by workers operating the cutting machine. Affected by the workers' operating ability, there is a phenomenon of inaccurate cutting. Once the bevel is cut, if the cutting is not carried out along the boundary between the new and old road panels, there will be a phenomenon of part of the old concrete attached to the new road panel or part of the newly poured concrete attached to the old road panel. Since this part of the concrete block is a combination of the new and the old, there is a bonding interface, which is easily separated under pressure to form scattered small pieces, forming FOD, causing serious safety hazards. The construction is greatly affected by the workers. The present application does not have the problem of bevel cutting and inaccurate cutting, and its construction quality is not affected by the differences between workers. Compared with the prior art, the construction quality is higher and more stable.

[0020] 7. In the prior art, the slit is produced by cutting. During the cutting process, the cutting blade will disturb the concrete on the slit walls on both sides of the slit, which reduces the bonding strength between the stone and the concrete. In the later use process, the stone on the slit wall is easy to break away during repeated rolling to produce FOD, so its durability is not long. However, the present application uses a slit-free partition to prepare the slit, so it will not disturb the concrete on the slit wall, and the strength of the slit wall is higher. Therefore, it is more durable than the prior art.

[0021] 8. Use partitions to reserve cutting positions in advance, so that the repaired and poured magnesium phosphate cement road panels have to contact the partitions. Use partitions made of general materials, such as metal plates, which have fast heat transfer efficiency, so that the edge temperature of the poured magnesium phosphate is low and its strength increases slowly. When the strength of the road panel reaches the level that can be put into use, the strength of the cutting position is low, and because it is at a right-angle joint position, the force can be deformed toward the outer shape, and the stones are easily loosened to produce FOD, causing a safety hazard in flight. The present application uses a cutting-free partition with thermal insulation effect, and the thermal insulation performance of the cutting position is good, and its temperature is higher than the temperature of the surface of the poured road panel, and the strength increases quickly, so that the strength of the right-angle joint position is always higher than the surface strength of the road panel. When the road panel reaches the specified strength and can be used, the strength of the cutting position has exceeded the usable strength, thereby improving the edge quality, and therefore there is no safety hazard.

[0022] Furthermore, the seam-free partition is made of rubber material.

[0023] Furthermore, the seam-free partition is divided into an upper partition and a lower partition, the upper partition is made of rubber material, and the lower partition is made of foam material, and the upper partition and the lower partition are detachably connected as a whole.

[0024] Furthermore, a card joint is provided on the upper partition, a card interface is provided on the lower partition, and the width of the upper partition is smaller than the width of the lower partition.

[0025] Furthermore, the upper partition is provided with an edge chamfer. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a flow chart of the present invention,

[0027] Figure 2 Schematic diagram of the arrangement of the dowel rod of the present invention.

[0028] Figure 3 This is a schematic diagram of the structure of the seam-free partition of the present invention.

[0029] Figure 4 for Figure 3 Front view of

[0030] Figure 5 This is a schematic diagram of the installation of a seam-free partition during partial thickness repair according to the present invention.

[0031] Figure 6 This is a schematic diagram of the installation of the 135° bevel chamfered seam-free partition of the present invention.

[0032] Figure 7 This is a schematic diagram of the installation of the non-chamfered partition board of the present invention.

[0033] Figure 8 It is a schematic diagram of the installation of the arc-shaped chamfered and seam-free partition according to the present invention. DETAILED DESCRIPTION

[0034] The following is further described in detail through specific implementation methods:

[0035] The reference numerals in the drawings of the specification include: an upper partition plate 1 , a tenon 11 , an edge guard 12 , a chamfer 121 , a clamping cross plate 111 , a lower partition plate 2 , a mortise 21 , and a clamping groove 211 .

[0036] Implementation example Figure 1-2 Shown: A construction method for repairing airport road panels without cutting seams.

[0037] According to the degree of damage of the airport pavement panel, if it reaches the severe level according to the Technical Specifications for Evaluation and Management of Civil Airport Pavement, the whole panel will be replaced for repair. If it does not meet the standard, the thickness of the local part of the pavement panel will be repaired.

[0038] Step 1: Remove the original road panel: Use mechanical hammering and cutting to break and remove the original road panel at the location to be repaired, and clean up the debris generated by the removal;

[0039] Demolition of road panels that need to be repaired: Before demolishing the airport road panels, first use markings to select the airport road panels that need to be repaired, and clarify the boundaries that need to be broken. After the selection is completed, use crushing hammers, hydraulic crushers and other crushing equipment to break the airport road panels within the selection. The impact force of the crushing equipment breaks the cement floor into small pieces. The crushed concrete blocks are loaded into the dump truck by an excavator and transported to the outside. When entering the adjacent base layer, manual slag loading (into the excavator bucket) is used to reduce damage to the base layer and remove the demolished materials.

[0040] If after demolition, it is found that the base layer is loose, muddy, or soaked with water, the base layer should be treated: the base layer should be compacted by manual or mechanical compaction; when the base layer is too rigid, an asphalt sand pad should be set to level it, or a thicker geotextile should be used as an isolation layer; when the base layer is severely damaged, the base material can be removed and filled with freshly mixed concrete. Before filling, isolation materials should be laid on the base layer or asphalt should be sprayed or gravel should be spread for isolation, and the working surface should be moistened with water. After filling, the surface of the base layer should be leveled and a composite geomembrane or geotextile isolation layer should be set. The isolation layer should be flat and straight, and should not be cracked or wrinkled.

[0041] Step 2: Reinforcement: Set up reinforcement bars and steel mesh at the location to be repaired;

[0042] After removing the original road panel, the reinforcement is laid. Before laying the reinforcement, observe whether there is a force transmission rod or a tension rod between the original road panel and the adjacent road panel. If a force transmission rod or a tension rod is set, it should be restored to its original state. When restoring, drill holes on the side of the adjacent plate to bury the force transmission rod or tension rod ( Figure 2), the buried dowel rod and tie rod should be made of plain round steel bars and set in the middle of the plate thickness, but horizontally offset by 10 to 20 cm from the original dowel rod (tie rod) of the adjacent road panel. The tie rod should be made of threaded steel bars, with a recommended length of 70 cm and a diameter of 14 or 16. It should be added in the middle of the plate thickness and should be rust-proofed; the spacing of the tie rods is 50 cm, and the recommended minimum burial depth on one side is 30 cm; the distance between the outermost tie rod and the patch block boundary or the road surface joint should be between 25 and 35 cm; after installation, the deviation of the two ends of the tie rod should be less than 20 mm up and down and left and right. One end of the dowel rod should be coated with a thin layer of asphalt or a plastic sleeve; the dowel rod at the expansion joint should be sleeved at the asphalt-coated end, leaving a gap inside, filled with foam plastic, yarn head, etc., and the sleeve ends should be staggered; the distance between the dowel rod on the outermost side of the plate and the joint or free edge should be between 15 and 20 cm.

[0043] After the force transmission rod and the tie rod are restored, or when restoration is not required, a single or double layer steel mesh is set at the position of the road panel to be repaired. The single layer of steel bars should be set within the range of 1 / 3 to 1 / 2 of the plate thickness below the upper surface of the plate. When a double layer of steel mesh is used, the outermost steel bar should be about 10 cm away from the edge of the patch, and the thickness of the steel protection layer should be no less than 5 cm. The longitudinal and transverse steel bars should have the same diameter. If they are different, the difference should not be greater than 0.4 cm. The minimum clear distance between steel bars should not be less than 2 times the maximum particle size of the aggregate. Under the condition of meeting the requirements for steel bar spacing, smaller diameter steel bars should be used; steel bar overlap can be tied or welded, and the overlap position should be staggered; steel mesh should be pre-buried horizontally as much as possible, and the horizontal height difference on both sides should be controlled within ±1 cm.

[0044] Step 3: burying the no-cutting partition board: burying the no-cutting partition board made of elastic material with heat preservation function at the edge of the adjacent board of the position to be repaired;

[0045] A no-cutting partition is buried at the edge of the adjacent board at the position to be repaired to divide it and serve as an isolation. The cutting seam can be obtained after it is pulled out later.

[0046] like Figure 5 As shown in the figure, the non-cutting diaphragm for partial thickness removal and repair can be repaired with a single rubber strip. For the non-cutting diaphragm for road slab replacement and repair, the construction layout is as follows: Figure 6 , Figure 7 , Figure 8 As shown, the seam-free partition includes two parts: a rubber strip (upper seam) and a foam board (lower seam). The rubber strip and the foam board have a certain degree of compressibility, and their compressibility can be used to adjust the shrinkage and expansion of magnesium phosphate concrete during solidification.

[0047] The rubber strip of the upper seam has weak adhesion to the magnesium phosphate concrete, so after the magnesium phosphate cement solidifies, it is easy to pull out. The foam board of the lower seam is made of hard foam material, which has good adhesion to the magnesium phosphate cement and can bond the magnesium phosphate cement well.

[0048] This embodiment discloses a slit-free partition structure, and the slit-free partition of the present invention is not limited to this slit-free partition structure. Figure 3 , Figure 4 As shown, a seam-free partition structure includes an upper partition 1 and a lower partition 2. The upper partition 1 is a rubber strip, and the lower partition 2 is a foam board. A clamping joint is provided at the lower end of the upper partition 1. The clamping joint includes a tenon 11. The tenon 11 is an isosceles trapezoidal structure that is narrow at the bottom and wide at the top. A clamping cross plate 111 is provided on the tenon 11. In this embodiment, two groups of clamping cross plates 111 are arranged. The distances from the end faces of all the clamping cross plates 111 to the central axis of the upper partition 1 are consistent, but the tenon 11 is narrow at the bottom and wide at the top, so the protruding lengths from the tenon 11 are inconsistent.

[0049] A card interface is provided at the upper end of the lower partition 2, and the card interface includes a mortise 21. The mortise 21 is also an isosceles trapezoidal structure that is wide at the top and narrow at the bottom, and its size is consistent with the tenon 11, so the tenon 11 can just be inserted into the mortise 21, and a transverse card groove 211 that can accommodate the card-connecting cross plate 111 is provided on the mortise 21. The transverse card groove 211 corresponds to the card-connecting cross plate 111 one by one, and has the same shape and size. Therefore, when the tenon 11 and the mortise 21 are at the same height, the card-connecting cross plate 111 can be horizontally pushed into the transverse card groove 211 to complete the card connection.

[0050] The tenon 11 is a continuous whole structure along the lower end of the upper partition 1, and the mortise 21 is a continuous groove along the upper end of the lower partition 2. The width of the upper partition 1 is smaller than the width of the lower partition 2, and a slit is formed after pouring with the width of the upper part smaller than the width of the lower part.

[0051] A guard 12 is provided at the upper end of the upper partition 1. The upper top surface of the guard 12 is flush with the surface of the designed height of the poured concrete. Therefore, the upper top surface of the guard 12 can be used as a reference line for leveling during pouring. The length of the upper partition 1 is greater than the length of the cut. After installation, one end extends out of the boundary of the poured road panel. When the upper partition is pulled out later, the excess part can be used as a handle to pull it upward to pull out the upper partition as a whole. A guard chamfer 121 is provided at the connection position between the guard 12 and the main body of the upper partition 1. The chamfer 121 can be selected as a 135° bevel or an arc structure according to the site; the road panel is chamfered after pouring, avoiding secondary chamfering construction later.

[0052] Step 4, pouring: first add coarse aggregate into the mixer, then add magnesium phosphate cement A and B, stir evenly, then add water and stir, stir evenly, pour in layers, and use a vibrating leveler to level each layer;

[0053] When mixing concrete, add basalt coarse aggregate first, then add A and B materials, mix evenly and then add water to mix. The weight ratio of coarse aggregate, A material and B material is 1:0.7:0.7; the added water accounts for 7-10% of the total mass of AB materials. It can be adjusted according to the actual construction. To ensure the mixing quality of concrete, the mixing time of each plate is not less than 3 minutes. In order to reduce the cracks caused by the high temperature of magnesium phosphate cementitious material during the initial setting, the concrete is poured in layers. A three-roller vibrating and leveling machine with vibration removal is used in the process of vibrating concrete. When pouring the bottom layer of concrete, the vibration removal function is used for vibration, and the surface layer uses the vibration, leveling and slurry kneading functions. The spacing between the vibrating rods should not be greater than 0.5m. When the concrete is spread and leveled to a working surface of 1 meter, the vibrator can be started to prepare for vibration. The vertical distance between the end of the vibrating rod and the surface of the base layer is 60mm~100mm. Before the vibrator starts, it should vibrate at the end of the concrete for 2-3 minutes, then slowly start and start normal vibrating operation. The normal travel speed of the vibrator should not exceed 0.8m / min. When the vibrator is in operation, the vibration effect and bubble overflow should be observed, and each vibrating rod should be monitored for abnormal sounds, vibration stop or vibration leakage during operation. If abnormalities are found, the machine should be stopped immediately. During the vibration process, manual and flat vibrator leveling should be used.

[0054] For areas with tie rods and force transmission rods on the edge of the poured concrete, a hand-held insert vibrator should be used to assist in vibrating the areas that the self-discharging vibrator cannot vibrate. When using an insert vibrator for auxiliary vibration, the vibrating rod should be inserted quickly and lifted slowly. The moving distance of each rod should be less than 1.5 times its effective radius, and its distance from the adjacent slab edge should be less than 0.5 times the effective radius of the vibrator. It should also avoid contacting or disturbing the force transmission rod, tie rod, reinforcing steel bar, etc.

[0055] When vibrating the upper layer of concrete for layered paving, the vibrator should be inserted into the lower layer of concrete to a depth of about 50mm. When paving concrete in layers, it should be vibrated in layers, and the interval between the upper and lower layers should be shortened as much as possible. The vibration of the upper layer should be completed before the initial setting of the lower layer of concrete. The upper layer of concrete can be paved on the lower layer only after it has been vibrated and basically leveled.

[0056] Since the flatness of the replacement plate and the height difference of adjacent plate surfaces are controlled within 3mm, the poured concrete needs to be leveled and smoothed.

[0057] When the concrete is still in a plastic state, a ruler of not less than 3m in length should be used to check the surface flatness. Excess water and slurry on the surface should be removed. Low-lying areas on the surface should be immediately filled with concrete, compacted and re-finished. High areas on the surface should be removed and re-finished, and should not be dug deep.

[0058] The concrete surface should be plastered at least three times, and small stones and sand should be pressed into the board surface to eliminate sand holes and various uneven marks left on the board surface. Water or dry cement should not be sprinkled on the concrete surface when finishing.

[0059] During the coagulation process of magnesium phosphate materials, some small bubbles will be generated. In the process of bubbles rising, the black admixture added to the magnesium phosphate cement will be driven to float upward, forming floating black, and the color will be uneven after finishing. Therefore, a defoaming roller should be used to roll back and forth before finishing. This will make the bubbles in the magnesium phosphate cement float up, and the color will be uniform after finishing.

[0060] Since the viscosity of magnesium phosphate materials is much higher than that of ordinary concrete, the viscosity is too high for the trowel to slide when used for finishing, and it cannot be successfully smoothed. In addition, the initial setting to final setting of magnesium phosphate materials is very short, and fast finishing is required. Therefore, it is difficult to finish with a traditional trowel. Therefore, after defoaming with a defoaming roller, a smooth roller is used to roll the surface continuously for finishing.

[0061] The pouring, leveling and surface finishing processes should be closely connected.

[0062] Step 5: Pull out and fill the seams: When the concrete reaches a certain strength, pull out the seam-free partitions and fill the gaps with joint materials such as silicone or modified silane;

[0063] When the concrete reaches a certain strength, the no-cut partition is pulled out, and the lower partition of the no-cut partition is left in the concrete as a permanent burial (backing strip). After the no-cut partition is pulled out, use compressed air to thoroughly remove debris and dust in the joint to ensure that the joint groove should be clean and dry during the grouting construction. The grouting material is a joint material such as silicone or modified silane, and pressure equipment is used for grouting to ensure that the grouting material is full and dense and firmly bonded to the joint wall. The grouting is formed at one time and should not be filled in batches. During the construction process, the grouting material spilled on the board surface should be removed in time. Traffic should be closed before the grouting material dries. For chamfered joints and joints with grooved road surfaces perpendicular to the groove, the concave value of the grouting material surface below the surface layer surface should be 6mm-8mm, and the concave value of the grouting material surface below the surface layer surface for other joints should be 2mm-5mm. The above concave value should be smaller when grouting in summer and larger in other seasons.

[0064] Step 6, roughening and grooving: roughening and grooving are performed perpendicular to the wheel track direction of the runway panel when it is used, and ensure that it is perpendicular to the center line of the runway;

[0065] Step 7: Repair quality inspection: Carry out quality inspection on the appearance, strength and temporary panel difference of the completed road panels.

[0066] The appearance of the repaired pavement must not have defects such as lost edges and corners, exposed stones, honeycombs, rough surfaces, cracks, peeling, and sticky slurry. The groove body should be straight and complete, without burrs, and non-destructive testing equipment such as ultrasonic rebound testers should be used to test the compressive strength of the repaired position. The number of measuring points at one position must not be less than 3 points, and the average compressive strength must not be less than 30MPa.

[0067] A 3m ruler is used to measure the maximum gap between the slabs and the joints of adjacent slabs after on-site pouring and repair. The gap value measured by a 3m ruler is required to be no greater than 3mm, otherwise cement pavement grinding treatment is required.

[0068] The above is only an embodiment of the present invention, and the common knowledge such as the known specific structure and characteristics in the scheme is not described in detail here. It should be pointed out that for those skilled in the art, several deformations and improvements can be made without departing from the structure of the present invention, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A construction method for repairing airport road panels without cutting seams, characterized in that: The following steps are included: Step 1: Remove the original road panel: Use mechanical hammering and cutting to break and remove the original road panel at the location to be repaired, and clean up the debris generated by the removal; Step 2: Reinforcement: Set up reinforcement bars and steel mesh at the location to be repaired; Step 3: Bury the no-cutting partition board: bury the no-cutting partition board with thermal insulation and elastic material at the edge of the adjacent board to be repaired; Step 4, pouring: first add coarse aggregate into the mixer, then add magnesium phosphate cement A and B, stir evenly, then add water and stir, stir evenly, pour in layers, and use a vibrating leveler to level each layer; Step 5: Pull out and fill the seams: When the concrete reaches a certain strength, pull out the seam-free partitions and fill the gaps with joint materials such as silicone or modified silane; Step 6, roughening and grooving: roughening and grooving are performed perpendicular to the wheel track direction of the runway panel when it is used, and ensure that it is perpendicular to the center line of the runway; Step 7: Repair quality inspection: Carry out quality inspection on the appearance, strength and temporary panel difference of the completed road panels.

2. The construction method for repairing airport runway panels without cutting seams according to claim 1 is characterized in that: If the original road panel is provided with force transfer rods before the reinforcement is laid in step 2, after the original road panel is removed, holes need to be drilled on the sides of the adjacent panels at the repair position to pre-embed the force transfer rods.

3. The construction method for repairing airport runway panels without cutting seams according to claim 1 is characterized in that: The seam-free partition is made of rubber.

4. The construction method for repairing airport runway panels without cutting seams according to claim 1 is characterized in that: The seam-free partition is divided into an upper partition and a lower partition, the upper partition is made of rubber material, and the lower partition is made of foam material, and the upper partition and the lower partition are detachably connected as a whole.

5. The construction method for repairing airport runway panels without cutting seams according to claim 4 is characterized in that: The upper partition is provided with a card joint, the lower partition is provided with a card interface, and the width of the upper partition is smaller than the width of the lower partition.

6. The construction method for repairing airport runway panels without cutting seams according to claim 5 is characterized in that: The upper partition is provided with an edge chamfer.

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