Assembly road supported by H-shaped steel beam lattice and provided with bonded prestress and construction method
Through the H-shaped steel beam lattice support structure and high-pressure grouting technology, the problems of imperfect prefabricated road standards and high costs have been solved, efficient and low-cost road construction has been achieved, load-bearing capacity and construction efficiency have been improved, and technical support has been provided for industry development.
Patent Information
- Application Number
- CN202510554730.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-29
- Publication Date
- 2025-07-04
AI Technical Summary
The promotion of prefabricated roads faces challenges such as imperfect standard systems, high initial costs, and insufficient industrial coordination. It requires technological innovation and standard system construction to promote the development of the industry towards intelligent manufacturing and green construction.
The H-shaped steel beam lattice support structure is adopted, combined with integrated prefabricated shear wall panels with curb beams, L-shaped steel hanging beams, steel mesh, prestressed bars and asphalt surface layers, and through modular design and factory prefabrication, combined with high-pressure grouting technology, a road structure with strong overall load-bearing capacity is formed.
It has achieved efficient construction of prefabricated roads, reduced marginal costs, improved the bearing capacity and construction efficiency of road structures, provided reliable technical standards, and provided technical support for the high-quality development of the industry.
Smart Images
Figure CN120250422A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of prefabricated roads, and specifically to an H-shaped steel beam lattice-supported bonded prestressed assembled road and a construction method therefor. Background Art
[0002] The prefabricated road construction technology is an important innovation direction in the global transportation infrastructure construction field in recent years. Through the construction mode of modular design, factory prefabrication and on-site rapid assembly, it is reshaping the traditional road construction process. This technical system reconstructs the entire life cycle of road engineering with industrial thinking, and promotes the transformation of transportation infrastructure towards high efficiency, environmental protection and sustainability through the deep integration of standardized component production, intelligent management platform and green construction concept. From the technical characteristics, prefabricated roads use precast concrete or composite material components as basic units, and form a road structure with sufficient bearing capacity by optimizing the connection structure and force system. In practical applications, prefabricated roads demonstrate multi-dimensional application values. Despite the significant advantages, the popularization of prefabricated roads still faces challenges such as imperfect standard systems, relatively high initial costs, and insufficient industrial collaboration. In the future, it requires the three-wheel drive of policy guidance, technological innovation and market demand: establishing a national technical standard system, cultivating a professional industrial worker team, and reducing marginal costs through large-scale application. With the deepening of the "dual carbon" strategy and the advancement of new urbanization construction, the prefabricated road construction technology will become the key starting point for the low-carbon transformation of transportation infrastructure, promoting the industry to develop towards a higher dimension of intelligent manufacturing and green construction. The present invention aims to form a relatively mature new structure, new process and new method for prefabricated road construction, innovate the structural design and optimize the construction process. Summary of the Invention
[0003] The purpose of the present invention is to provide an H-shaped steel beam lattice-supported bonded prestressed assembled road and a construction method therefor, so as to solve the problems raised in the background art.
[0004] To achieve the above object, the present invention provides the following technical solutions: A grid-supported bonded prestressed assembled road with H-shaped steel beams, comprising H-shaped steel beams, precast shear wall panels integrated with curb beams, L-shaped steel lifting beams, steel mesh sheets, prestressed tendons, cast-in-place concrete layers, and asphalt surface layers; The H-shaped steel beams are fixed to the underlying cushion through embedded anchor bolts, and the H-shaped steel beams are arranged longitudinally and transversely along the road alignment, presenting an overall grid form distribution; A funnel-shaped reserved hole is provided on the upper flange of the H-shaped steel beam, and the L-shaped steel lifting beam is fixed to the upper flange of the H-shaped steel beam by anchor bolts. A number of U-shaped grooves are provided on the short limb of the L-shaped steel lifting beam, and the steel mesh sheet is placed in the U-shaped grooves; Circular perforations are provided on the web of the H-shaped steel beam, and the prestressed tendons pass through the circular perforations on the web of the H-shaped steel beam, and both ends of the prestressed tendons are anchored at the web of the H-shaped steel beam; Precast shear wall panels integrated with curb beams are provided above adjacent two H-shaped steel beams, and grouting holes and slurry overflow holes are provided on the precast shear wall panels integrated with curb beams; A cast-in-place concrete layer is poured inside the cavity formed by the H-shaped steel beam, the precast shear wall panel integrated with the curb beam, and the foundation soil layer. There is asphalt glue in the joint between adjacent two precast shear wall panels integrated with curb beams, and an asphalt surface layer is provided above the precast shear wall panel integrated with the curb beam.
[0005] The present invention also discloses a construction method for a grid-supported bonded prestressed assembled road with H-shaped steel beams. The construction process flow includes foundation trench excavation, pouring cushion concrete --- hoisting and fixing of longitudinal and transverse H-shaped steel beams --- layout of prestressed tendon ducts, perforation of prestressed tendons --- on-site installation of L-shaped steel lifting beams --- segmental and grid-section interval hoisting of steel mesh sheets and fixed connection --- segmental and grid-section interval pouring of cast-in-place concrete layers, treatment of cast-in-place conversion sections --- segmental and grid-section interval hoisting of precast shear wall panels integrated with curb beams --- pouring of joint asphalt glue --- high-pressure grouting --- tensioning, anchoring, duct grouting and anchor sealing treatment of prestressed tendons --- post-treatment of foundation trenches, overall paving of asphalt surface layers.
[0006] Preferably, the specific technical solution content is as follows: Step S1: Foundation trench excavation, pouring cushion concrete: According to the construction plan, a total station is used to conduct overall survey and setting out of the road alignment, and construction is carried out in a sectional flow manner, with each construction section controlled within 200m - 300m; First, excavate the foundation trenches of the H-shaped steel beam lattice support system for each section on-site. In order to improve the local compressive strength of the foundation soil layer at the lower part of the foundation trench, the excavation depth of the foundation trench can be appropriately increased by 150mm - 200mm. After the foundation trench is excavated, a mixture of gravel, coarse sand, slag, fly ash, and cement is used for paving and compaction reinforcement in a certain proportion, and then a layer of cement slurry is paved on the upper part of the mixture reinforcement layer for further solidification treatment; The excavation width of the foundation trench should be 300mm - 400mm larger than the width of the flange plate of the H-shaped steel beam. The width of the cushion layer is not less than 500mm, the thickness of the cushion layer is 120mm, the concrete strength of the cushion layer is not less than C30, and a steel mesh is provided inside the cushion layer; In order to meet the accurate on-site hoisting and positioning of the H-shaped steel beam during the subsequent construction process, the embedded work of anchor bolts needs to be carried out according to the hoisting position of the corresponding H-shaped steel beam before the pouring of the cushion layer concrete. The adjacent two embedded anchor bolts are fixed with a perforated steel sheet. The bolt hole positions on the perforated steel sheet correspond to the positions of the embedded anchor bolts of the same position in the cushion layer, and the embedded positions of the anchor bolts also correspond one by one to the installation hole positions on the H-shaped steel beam to be hoisted. The maximum error in the plane position of the anchor bolts does not exceed 2mm, and the length of the anchor bolts should also meet the requirements for the hoisting, positioning, and fixing of the H-shaped steel beam; Step S2: Hoisting and fixing of longitudinal and transverse H-shaped steel beams: After the pouring of the cushion layer concrete of the foundation trench is completed, strengthen the maintenance. After accurately checking that the positions of the embedded anchor bolts of the same position and the positional relationship between the anchor bolts of adjacent spans are correct, the hoisting and fixing of the longitudinal and transverse H-shaped steel beams can be carried out; The on-site hoisting of the longitudinal and transverse H-shaped steel beams adopts the technical scheme of "sectional hoisting, flow operation, hoisting the longitudinal H-shaped steel beams first, and then the transverse H-shaped steel beams, controlling the road structure dimensions with the longitudinal H-shaped steel beams, and controlling the hoisting error of the structure with the transverse H-shaped steel beams". The on-site hoisting of the longitudinal and transverse H-shaped steel beams is carried out strictly in accordance with the construction organization arrangement, fixed as it is hoisted, tightened one by one with the anchor bolts, and strictly control the bottom installation elevation of the longitudinal and transverse H-shaped steel beams, that is, the top elevation of the cushion layer. Before on-site hoisting, the top elevation of the cushion layer at the hoisting position of the H-shaped steel beam to be hoisted should be rechecked, and the maximum error in the top elevation of the cushion layer is controlled within -3mm; At the intersection of the longitudinal H-shaped steel beam and the transverse H-shaped steel beam, an additional sealing steel plate with a reserved hole is set at the end of the transverse H-shaped steel beam and is connected and fixed to the web of the longitudinal H-shaped steel beam by bolts. Moreover, the end of the transverse H-shaped steel beam adopts a variable cross-section design. The variable cross-section width at the end of the transverse H-shaped steel beam remains unchanged, and its height is 3mm - 5mm smaller than the height of the web of the longitudinal H-shaped steel beam. The size of the additional sealing steel plate with a reserved hole is the same as the variable cross-section of the transverse H-shaped steel beam, and the thickness is not less than 16mm; After the on-site hoisting and fixing of the longitudinal and transverse H-shaped steel beams are completed, conduct process acceptance work section by section and keep acceptance records; Step S3: Layout of prestressed tendon ducts and perforation of prestressed tendons: The lattice-type road structure support system is formed by hoisting the H-shaped steel beams in both longitudinal and transverse directions. After the longitudinal and transverse H-shaped steel beams are hoisted and fixed, the prestressed tendon ducts in each module can be laid in segments, and the threading and fixing of the prestressed tendons can be carried out well. In order to better improve the modular assembly construction quality and later maintenance of the road structure, at least 3 prestressed tendons are arranged in each lattice support area. Each prestressed tendon passes through the reserved holes on the webs of the corresponding H-shaped steel beams and is temporarily fixed on the webs of the H-shaped steel beams at both ends. The bonded prestressing technology is adopted to lay the prestressed tendon ducts at the corresponding positions in the lattice space formed by the longitudinal and transverse H-shaped steel beams. The prestressed tendon ducts can be arranged by using metal corrugated pipes or plastic corrugated pipes. The ends of the prestressed tendon ducts are reliably butt-jointed with the webs of the H-shaped steel beams by means of steel sleeves, that is, the steel sleeves are fixed at the inner ends of the reserved holes on the webs of the H-shaped steel beams, and the prestressed tendons are temporarily fixed at the outer ends of the reserved holes on the webs of the H-shaped steel beams after passing through the steel sleeves. The arrangement of the prestressed tendon ducts should meet the structural stress requirements, and proper arch support fixation is carried out by using stirrup bars or steel bar fixing frames. The threading work of the prestressed tendons can be carried out after laying the corrugated pipes or before laying the corrugated pipes. For the cast-in-place conversion section nodes of the special-shaped intersection roads set at the road corners, the transverse prestressed tendons of the cast-in-place conversion section nodes of the special-shaped intersection roads are arranged horizontally on site, and the longitudinal prestressed tendons are arranged in a cross shape. The number of prestressed tendons is also not less than 4. The prestressed tendon ducts shall not collide with other steel bars in the cast-in-place conversion section. Before implementation, BIM technology is used for in-depth design and dynamic construction simulation. Step S4: On-site installation of the L-shaped steel lifting beam: In order to improve the overall bearing capacity of the road structure, a single-layer steel bar mesh is provided inside the road structure, and the four sides of the steel bar mesh are placed in the U-shaped grooves of the L-shaped steel lifting beam. The L-shaped steel lifting beam serves as the support point of the single-layer steel bar mesh. Therefore, the on-site installation of the L-shaped steel lifting beam should have sufficient strength and stiffness. The L-shaped steel lifting beam is suspended and fixed to the inner side of the upper flange of the H-shaped steel beam by anchor bolts, and a funnel-shaped anchor bolt perforation is provided at the upper flange of the H-shaped steel beam. The L-shaped steel lifting beams are fixed one by one on site. In order not to affect the positioning work of the integrated precast shear wall panel with the road curb beam on the upper part of the H-shaped steel beam in the subsequent process, the top end of the L-shaped steel lifting beam after being suspended and fixed by the anchor bolts should not exceed the top surface of the anchor bolt perforation at the upper flange of the H-shaped steel beam. The anchor bolts are locked by nuts inside the funnel-shaped anchor bolt perforations, and each fixed hole position is sealed with anti-corrosion grease. Step S5: Hoist the steel bar mesh in segments and lattice intervals and fix and connect them: After the L-shaped steel suspension beam is installed on-site, the work of hoisting the steel mesh sheets one by one in each section and grid structure area can be carried out; each steel mesh sheet on-site is first fabricated and formed in the PC factory or the project site. The spacing between the distributed steel bars of each steel mesh sheet is strictly implemented according to the requirements of the drawings. Each steel mesh sheet is fabricated and formed modularly, and directly hoisted and fixedly connected on-site as a finished product; the spacing between the distributed steel bars is the same as the U-shaped groove spacing on the L-shaped steel suspension beam. After each steel mesh sheet is formed, it is directly hoisted and supported in the U-shaped groove of the L-shaped steel suspension beam. The distributed steel bars are placed one by one inside the U-shaped groove. The middle of the steel mesh sheet is supported by a trapezoidal steel support, and the end is fixed to the L-shaped steel suspension beam by spot welding; during the process of hoisting and fixedly connecting the steel mesh sheets in each section and grid structure area, the prestressed tendons or prestressed tendon ducts that have been laid should not be disturbed, and the acceptance work of the concealed works of the steel bars in each section should be done well, and acceptance records should be left. Step S6: Pour the cast-in-place concrete layer in each section and grid structure area, and deal with the cast-in-place conversion section: According to the construction plan, organize flow construction. After the installation of the steel mesh sheets is completed, pour the cast-in-place concrete layer in each section and grid structure area. The pouring height of the cast-in-place concrete layer is based on the upper flange of the H-shaped steel beam, and it is advisable to pour to 30 mm - 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, and the cast-in-place concrete layer covers the steel mesh sheets; the cast-in-place concrete layer is poured in one go, using micro-expansion low-shrinkage fine aggregate concrete, and the concrete strength grade is not lower than C30, and no construction joints are left. Strengthen the concrete pouring and vibration work at the H-shaped steel beams around each grid structure area; for the treatment of the cast-in-place conversion section set on-site in sections, the width of each cast-in-place conversion section is preferably 2000 mm - 3000 mm. The stressed steel bars extending out of the precast shear wall panels integrated with the kerb beams at both ends of the cast-in-place conversion section are connected and grouted one by one using steel sleeves. The cutting length of the extending stressed steel bars should meet the design width requirements of the cast-in-place conversion section and the connection structure requirements of the steel sleeves, and the L-shaped steel suspension beam at the cast-in-place conversion section should be arranged continuously. The steel mesh sheets and the extending stressed steel bars are connected to form a double-layer and double-direction steel mesh at the cast-in-place conversion section, effectively strengthening the bearing effect of the assembled road structure system; for the trapezoidal cast-in-place conversion section set at the road corner, an irregular cross-road cast-in-place conversion section node is formed. After the concrete of the first construction section in each direction at the road intersection corner is poured and cured for more than 7 days, the concrete at the irregular cross-road cast-in-place conversion section node can be poured, and it is also poured in one go. The concrete strength at the irregular cross-road cast-in-place conversion section node should be increased by one grade. Step S7: Hoist the precast shear wall panels integrated with the kerb beams in each section and grid structure area: According to the technical solution, organize the flowing water construction. After the cast-in-place concrete layer is poured in each segmented and grid-structured area, including the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, strengthen the maintenance of the concrete; after the bottom elevation of the integrated precast shear wall panel with a curb beam is accurately checked and the hoisting is in place, the hoisting work of the integrated precast shear wall panel with a curb beam in the segmented and grid-structured area can be carried out; before hoisting the integrated precast shear wall panel with a curb beam, each precast component should be numbered, especially the integrated precast shear wall panel with a curb beam that needs to reserve grouting holes and overflow holes at the ends of each grid-structured area should be numbered and marked. If necessary, draw a plan layout of the precast components for segmented hoisting and do a good job in the technical disclosure of the hoisting work types; for the hoisting of two adjacent integrated precast shear wall panels with a curb beam at the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, special attention should be paid to protecting the extended stressed steel bars of the two adjacent integrated precast shear wall panels with a curb beam at the conversion section. From the perspective of structural design, after the hoisting of two adjacent integrated precast shear wall panels with a curb beam at the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, the extended stressed steel bars need to be connected by sleeve grouting one by one, with 100% of the sleeve grouting connections, and then the secondary concrete of the cast-in-place conversion section is poured, and relevant concealed works acceptance is done; Step S8: Pour asphalt glue into the board joints: After hoisting the integrated precast shear wall panel with a curb beam in the segmented and grid-structured area, it is necessary to fill the gaps between two adjacent integrated precast shear wall panels with a curb beam. The gap filling is carried out by the method of adding reinforcing steel bars and then pouring asphalt glue at one time. The added reinforcing steel bars are not less than 1 Φ12 grade III steel bars; the gap filling between two adjacent integrated precast shear wall panels with a curb beam provides greater energy consumption or resistance to temperature deformation for subsequent traffic. That is, in the above process, each integrated precast shear wall panel with a curb beam is fixedly connected to the H-shaped steel beam below it at the end, and the other end is hinged at the middle H-shaped steel beam, meeting the load-bearing requirements of the overall road structure; before pouring the asphalt glue for the board joints between two adjacent integrated precast shear wall panels with a curb beam on site, the board joints need to be cleaned. Each board joint is cleaned one by one with a high-pressure air gun, and there should be no large and hard stones or other objects stuck inside the board joints. During the treatment process, there should be dedicated personnel responsible for pouring the asphalt glue for the board joints to ensure that there is no debris in each board joint and reinforcing steel bars are added, do a good job in the process acceptance, and keep acceptance records; Step S9: High-pressure grouting: Since the cast-in-place concrete layer is poured 30 mm to 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, after hoisting the precast shear wall panel integrated with the kerb beam in the segmented and grid-structured areas, there will be a cavity with a thickness of the upper flange of the H-shaped steel beam + 30 mm to 50 mm between the cast-in-place concrete layer and the precast shear wall panel integrated with the kerb beam; According to the technical solution, after the precast shear wall panel integrated with the kerb beam is hoisted and in place in the segmented and grid-structured areas, the high-pressure grouting process can be carried out. Before high-pressure grouting, the transverse joints between two adjacent precast shear wall panels integrated with the kerb beam should be sealed with sealing rubber strips, and the rubber strips should be torn off after the grouting is completed to finish the grouting operation; There are grouting holes and overflow holes on the precast shear wall panels at the corners of each grid-structured area. During the on-site construction process, high-pressure grouting is carried out simultaneously on 3 of the grouting holes, and the operation stops after the overflow holes start to discharge slurry. High-strength, slightly expanding and low-shrinking grouting material should be used for on-site high-pressure grouting, and the secondary pressurization method should be used for supplementary grouting to improve the grouting fullness; For the high-pressure grouting work in the grid-structured areas around the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road, it should follow the principle of first completing the concrete pouring of the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road, and then carrying out the high-pressure grouting of the surrounding grid-structured areas; Step S10: Tensioning, anchoring, duct grouting and end sealing treatment of prestressed tendons: After the high-pressure grouting of the precast shear wall panel integrated with the kerb beam is completed and cured for at least 7 days, the tensioning and anchoring work of the prestressed tendons can be carried out; In order to strengthen the local concrete compressive strength of the prestressed tendons anchored at the end of the web of the H-shaped steel beam, during the perforation layout of the prestressed tendons, a steel sleeve is set at the perforation part of the web of the H-shaped steel beam. The steel sleeve passes through the reserved hole on the web of the H-shaped steel beam, and the prestressed tendon passes through the steel sleeve. There is also spiral steel around the steel sleeve to enhance the local compressive strength of the concrete at the anchorage end of the prestressed tendon; The prestressed tendons are tensioned symmetrically with an over-tensioning of 1.03σcom. During on-site construction, taking the cast-in-place transition section as the benchmark, the prestressed tendons near the cast-in-place transition section are tensioned first, from near to far, symmetrically; Adopting the bonded prestressed technology, the duct of the prestressed tendon is grouted in time after the prestressed tendon is tensioned, and the anchorage end is reliably sealed; Step S11: Post-treatment of the foundation trench and full paving of the asphalt surface layer: Carry out flow operation and repeat steps S1 to S10 until the construction of the road main structure is completed; For the gap between the H-shaped steel beam and the foundation trench at both ends of the road, according to the technical solution, fine aggregate concrete is used for filling, and earth backfilling is not allowed. The strength of the fine aggregate concrete used for the foundation trench backfilling is not less than C20, and it is poured in one go without construction joints; After the main structure construction is completed, the full paving of the asphalt surface layer can be carried out according to the road alignment and the road top elevation, and the project acceptance and filing can be organized.
[0007] Compared with the prior art, the beneficial effects of the present invention are as follows: The overall technical solution of the present invention follows the principle of "H-shaped steel beam lattice support, cast-in-place conversion section to strengthen nodes, integrated precast shear wall panels with curb beams for efficient hoisting, L-shaped steel lifting beams to assist in the placement of steel mesh, cross-laying of longitudinal and transverse bonded prestressing tendons, multi-hole high-pressure grouting, and full paving of asphalt surface course", combines engineering practice, strengthens the research and development and application of new technologies, constructs a new technology system, in order to form technical standards, and provides reliable technical support for the high-quality development of the road engineering technology field in China for the industry to reference. BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Figure 1 is a structural schematic diagram of the road of the present invention; Figure 2 is a schematic diagram of the cast-in-place conversion section; Figure 3 is Figure 1 a structural schematic diagram of the L-shaped steel lifting beam in Figure 4 is a schematic diagram of the node structure of the cast-in-place conversion section of the special-shaped cross road; Figure 5 is a construction process flow chart of the present invention; Reference numerals: H-shaped steel beam 1, anchor bolt 2, cushion 3, anchor bolt 4, L-shaped steel lifting beam 5, U-shaped groove 6, steel mesh 7, prestressing tendon 8, integrated precast shear wall panel with curb beam 9, grouting hole 10, overflow hole 11, asphalt surface course 12, asphalt glue 13. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0009] In the embodiment of the present invention, a bonded prestressed assembled road supported by an H-shaped steel beam lattice is disclosed. Its overall structure mainly includes an H-shaped steel beam 1, an integrated precast shear wall panel with a curb beam 9, an L-shaped steel lifting beam 5, a steel mesh 7, a prestressing tendon 8, a cast-in-place concrete layer and an asphalt surface course, as Figure 1 shown. The H-shaped steel beam 1 is fixed on the cushion 3 below it through the embedded anchor bolt 2. The H-shaped steel beam 1 is arranged longitudinally and transversely along the road alignment, and is distributed in a lattice form as a whole. A funnel-shaped reserved hole is provided on the upper wing plate of the H-shaped steel beam 1, and the L-shaped steel lifting beam 5 is fixed on the upper wing plate of the H-shaped steel beam 1 by using the anchor bolt 4. Refer to Figure 3, a number of U-shaped grooves 6 are provided on the short limb of the L-shaped steel hanging beam 5, the steel mesh sheet 7 is placed in the U-shaped grooves 6 on the short limb of the L-shaped steel hanging beam 5, circular perforations are provided on the web of the H-shaped steel beam 1, the prestressed tendon 8 passes through the circular perforations on the web of the H-shaped steel beam 1, and both ends of the prestressed tendon 8 are anchored at the web of the H-shaped steel beam 1. An integrated precast shear wall panel 9 with a curb beam is provided above adjacent two H-shaped steel beams 1. Grouting holes 10 and slurry overflow holes 11 are provided on the integrated precast shear wall panel 9 with a curb beam. A cast-in-place concrete layer is poured inside the cavity formed by the H-shaped steel beam 1, the integrated precast shear wall panel 9 with a curb beam and the foundation soil layer. There is asphalt glue 13 in the joint between adjacent two integrated precast shear wall panels 9 with a curb beam, and an asphalt surface layer 12 is provided above the integrated precast shear wall panel with a curb beam.
[0010] Refer to Figure 5 As shown, the construction method of the above assembled road is as follows: The construction process flow includes foundation trench excavation, pouring cushion concrete --- hoisting and fixing of longitudinal and transverse H-shaped steel beams --- layout of prestressed tendon ducts, perforation of prestressed tendons --- on-site installation of L-shaped steel hanging beams --- hoisting and fixed connection of steel mesh sheets in segmented and grid-structured areas --- pouring of cast-in-place concrete layers in segmented and grid-structured areas, treatment of cast-in-place transition sections --- hoisting of integrated precast shear wall panels with curb beams in segmented and grid-structured areas --- pouring of asphalt glue in the joints --- high-pressure grouting --- tensioning, anchoring, duct grouting and anchor sealing treatment of prestressed tendons --- post-treatment of the foundation trench, overall paving of the asphalt surface layer.
[0011] The key technical solution content of this construction process flow is as follows: Step S1: Foundation trench excavation, pouring cushion concrete According to the construction plan, a total station is used to conduct overall measurement and setting out of the road alignment, and construction is carried out in a sectional flow manner, with each construction section controlled within 200m to 300m. First, the foundation trenches of the H-shaped steel beam lattice support systems in each section of the site are excavated. In order to improve the local compressive strength of the foundation soil layer at the lower part of the foundation trench, the excavation depth of the foundation trench can be appropriately increased by 150mm to 200mm. After the foundation trench is excavated, a mixture of gravel, coarse sand, slag, fly ash, and cement is used for paving and compaction reinforcement in accordance with a certain ratio, and then a layer of cement slurry is paved on the upper part of the mixture reinforcement layer for further solidification treatment. The excavation width of the foundation trench should be 300mm to 400mm larger than the width of the flange plate of the H-shaped steel beam, the cushion width is not less than 500mm, the cushion thickness is 120mm, the cushion concrete strength is not less than C30, and a steel mesh is provided inside the cushion. In order to ensure the accurate on-site hoisting and positioning of the H-shaped steel beam during subsequent construction, the embedding work of anchor bolts needs to be carried out in accordance with the hoisting positions of the corresponding H-shaped steel beams before the cushion concrete is poured. The adjacent two embedded anchor bolts are fixed with a perforated steel sheet. The bolt hole positions on the perforated steel sheet correspond to the positions of the embedded anchor bolts of the same position in the cushion, and the embedded positions of the anchor bolts also correspond one by one to the installation hole positions on the H-shaped steel beam to be hoisted. The maximum error in the plane position of the anchor bolts does not exceed 2mm, and the length of the anchor bolts should also meet the requirements for the hoisting, positioning, and fixing of the H-shaped steel beam.
[0012] Step S2: Hoisting and fixing of longitudinal and transverse H-shaped steel beams After the cushion concrete of the foundation trench is poured and cured, and the positions of the embedded anchor bolts of the same position and the positional relationship between the anchor bolts of adjacent spans are accurately checked and found to be correct, the hoisting and fixing of the longitudinal and transverse H-shaped steel beams can be carried out. The on-site hoisting of the longitudinal and transverse H-shaped steel beams adopts the technical scheme of "sectional hoisting, flow operation, first hoisting the longitudinal H-shaped steel beams, and then hoisting the transverse H-shaped steel beams, using the longitudinal H-shaped steel beams to control the road structure dimensions and the transverse H-shaped steel beams to control the structure hoisting errors". The on-site hoisting of the longitudinal and transverse H-shaped steel beams is carried out strictly in accordance with the construction organization arrangement, fixed immediately after hoisting, tightened one by one using the anchor bolts, and strictly control the bottom elevation of the longitudinal and transverse H-shaped steel beams (i.e., the top elevation of the cushion). Before on-site hoisting, the top elevation of the cushion at the position where the H-shaped steel beam to be hoisted is to be placed should be rechecked, and the maximum error in the top elevation of the cushion is controlled within -3mm. At the intersection of the longitudinal H-shaped steel beam and the transverse H-shaped steel beam, an additional sealing steel plate with a reserved hole is provided at the end of the transverse H-shaped steel beam and is connected and fixed to the web of the longitudinal H-shaped steel beam by bolts. Moreover, the end of the transverse H-shaped steel beam adopts a variable cross-section design. The width of the variable cross-section at the end of the transverse H-shaped steel beam remains unchanged, and its height is 3mm to 5mm smaller than the height of the web of the longitudinal H-shaped steel beam. The size of the additional sealing steel plate with a reserved hole is the same as that of the variable cross-section of the transverse H-shaped steel beam, and the thickness is not less than 16mm. After the on-site hoisting and fixing of the longitudinal and transverse H-shaped steel beams are completed, the process acceptance work is carried out section by section, and acceptance records are kept.
[0013] Step S3: Layout of prestressed tendon ducts and threading of prestressed tendons The lattice-type road structure support system is formed by hoisting the longitudinal and transverse H-shaped steel beams. After the longitudinal and transverse H-shaped steel beams are hoisted and fixed, the prestressed tendon ducts within each module can be laid in sections, and the threading and fixing of the prestressed tendons can be carried out. In order to better improve the modular assembly construction quality and later maintenance of the road structure, at least 3 prestressed tendons are arranged in each lattice support area. Each prestressed tendon passes through the reserved holes on the webs of the corresponding H-shaped steel beams and is temporarily fixed on the webs of the H-shaped steel beams at both ends. Adopting the bonded prestressed technology, the prestressed tendon ducts are laid at the corresponding positions in the lattice space formed by the longitudinal and transverse H-shaped steel beams. The prestressed tendon ducts can be arranged using metal corrugated pipes or plastic corrugated pipes. The ends of the prestressed tendon ducts are reliably docked with the webs of the H-shaped steel beams by means of steel bar sleeves, that is, the steel bar sleeves are fixed at the inner ends of the reserved holes on the webs of the H-shaped steel beams, and the prestressed tendons are temporarily fixed at the outer ends of the reserved holes on the webs of the H-shaped steel beams after passing through the steel bar sleeves. The layout of the prestressed tendon ducts should meet the structural stress requirements and be properly arched and supported and fixed using stirrup bars or steel bar fixing frames. The threading of the prestressed tendons can be carried out after laying the corrugated pipes or before laying the corrugated pipes. For the special-shaped intersection road cast-in-place conversion section nodes (such as Figure 4 shown), the transverse prestressed tendons arranged at the special-shaped intersection road cast-in-place conversion section nodes are horizontal, and the longitudinal prestressed tendons are arranged in a cross pattern. The number of prestressed tendons is also not less than 4. The prestressed tendon ducts shall not collide with other steel bars within the cast-in-place conversion section. Before implementation, BIM technology is used for detailed design and dynamic construction simulation.
[0014] Step S4: On-site installation of L-shaped steel hanging beams In order to improve the overall bearing capacity of the road structure, a single-layer steel bar mesh is provided inside the road structure, and the four sides of the steel bar mesh are placed in the U-shaped grooves of the L-shaped steel hanging beams. As the support points of the single-layer steel bar mesh, the on-site installation of the L-shaped steel hanging beams should have sufficient strength and stiffness. The L-shaped steel hanging beams are suspended and fixed to the inner side edges of the upper flange plates of the H-shaped steel beams by anchor bolts, and funnel-shaped anchor bolt perforations are provided at the upper flange plates of the H-shaped steel beams. The L-shaped steel hanging beams are fixed one by one on-site. In order not to affect the positioning work of the integrated precast shear wall with the road curb beam above the H-shaped steel beams in the subsequent process, the top of the L-shaped steel hanging beam after being suspended and fixed by the anchor bolts should not exceed the top surface of the anchor bolt perforations at the upper flange plates of the H-shaped steel beams. The anchor bolts are locked with nuts inside the funnel-shaped anchor bolt perforations, and each fixed hole position is sealed with anti-corrosion grease inside.
[0015] Step S5: Hoist and fixedly connect the steel bar meshes in sections and lattice intervals After the L-shaped steel hanging beams are installed on-site, the work of hoisting the steel mesh sheets section by section and grid by grid can be carried out. Each steel mesh sheet on-site is first fabricated and formed in the PC factory or at the project site. The spacing between the distributed steel bars of each steel mesh sheet is strictly implemented in accordance with the requirements of the drawings. Each steel mesh sheet is fabricated and formed modularly, and is directly hoisted and fixedly connected as a finished product on-site. The spacing between the distributed steel bars is the same as the spacing of the U-shaped grooves on the L-shaped steel hanging beams. After each steel mesh sheet is formed, it is directly hoisted and supported in the U-shaped grooves of the L-shaped steel hanging beams. The distributed steel bars are successively placed inside the U-shaped grooves. The middle of the steel mesh sheet is supported by trapezoidal steel brackets, and the ends are fixed to the L-shaped steel hanging beams by spot welding. During the process of hoisting and fixedly connecting the steel mesh sheets section by section and grid by grid, the prestressed tendons or prestressed tendon ducts that have been laid should not be disturbed, and the acceptance work of the steel bar concealed works in each section should be done well, with acceptance records kept.
[0016] Step S6: Pour the cast-in-place concrete layer section by section and grid by grid, and deal with the cast-in-place conversion section According to the construction plan, organize flow construction. After the installation of the steel mesh sheets is completed, pour the cast-in-place concrete layer section by section and grid by grid. The pouring height of the cast-in-place concrete layer is based on the upper flange of the H-shaped steel beam, and it is appropriate to pour to 30 mm - 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, and the cast-in-place concrete layer covers the steel mesh sheets. The cast-in-place concrete layer is poured in one go, using slightly expanded low-shrinkage fine aggregate concrete, and the concrete strength grade is not lower than C30, and no construction joints are left. Strengthen the concrete pouring and vibration work at the H-shaped steel beams around each grid section. For the treatment of the cast-in-place conversion sections set on-site (as Figure 2 shown), the width of each cast-in-place conversion section is preferably 2000 mm - 3000 mm. The stressed steel bars extending out of the precast shear wall panels integrated with the kerb beams at both ends of the cast-in-place conversion section are connected one by one by steel bar sleeves and grouted. The cutting length of the stressed steel bars extending out should meet the requirements of the design width of the cast-in-place conversion section and the connection structure requirements of the steel bar sleeves. And the L-shaped steel hanging beams at the cast-in-place conversion section should be arranged continuously. The steel mesh sheets and the stressed steel bars extending out are connected to form a double-layer and double-direction steel mesh at the cast-in-place conversion section, effectively strengthening the bearing effect of the assembled road structure system. For the trapezoidal cast-in-place conversion section set at the road corner, an irregular cross-road cast-in-place conversion section node is formed (as Figure 4 shown). After the concrete in the first construction section in all directions at the road intersection corner is poured and cured for more than 7 days, the concrete at the irregular cross-road cast-in-place conversion section node can be poured, and it is also poured in one go. The concrete strength at the irregular cross-road cast-in-place conversion section node should be increased by one grade.
[0017] Step S7: Hoist the precast shear wall panels integrated with the kerb beams section by section and grid by grid According to the technical solution, organize the flow construction. After the cast-in-place concrete layer is poured in each segmented and grid-structured area, including the cast-in-place conversion section (as shown in Figure 2 ), and the node of the cast-in-place conversion section of the special-shaped intersection road (as shown in Figure 4 ), strengthen the maintenance of the concrete. After the bottom elevation of the integrated precast shear wall panel with curb beam in each segmented and grid-structured area is accurately rechecked and found correct, the hoisting work of the integrated precast shear wall panel with curb beam in the segmented and grid-structured area can be carried out. Before hoisting the integrated precast shear wall panel with curb beam, each precast component should be numbered. In particular, the integrated precast shear wall panel with curb beam that needs to reserve grouting holes and overflow holes at the ends of each grid-structured area should be numbered and marked. When necessary, draw the plane layout diagram of the precast components for segmented hoisting and do a good job in the technical disclosure of the hoisting work types. For the hoisting of two adjacent integrated precast shear wall panels with curb beam at the cast-in-place conversion section and the node of the cast-in-place conversion section of the special-shaped intersection road, special attention should be paid to protecting the extended stressed steel bars of the two adjacent integrated precast shear wall panels with curb beam at the conversion section. From the perspective of structural design, after the hoisting of two adjacent integrated precast shear wall panels with curb beam at the cast-in-place conversion section and the node of the cast-in-place conversion section of the special-shaped intersection road, the extended stressed steel bars need to be connected by sleeve grouting one by one, with 100% sleeve grouting connection, and then the secondary concrete of the cast-in-place conversion section is poured, and relevant concealed works acceptance is done.
[0018] Step S8: Pour asphalt glue into the slab joints After hoisting the integrated precast shear wall panel with curb beam in the segmented and grid-structured area, it is necessary to fill the gaps between two adjacent integrated precast shear wall panels with curb beam. The gap filling is carried out by the method of adding reinforcing steel bars and then pouring asphalt glue at one time. The added reinforcing steel bars shall not be less than 1 Φ12 grade III steel bars. The gap filling between two adjacent integrated precast shear wall panels with curb beam provides greater energy consumption or resistance to temperature deformation for subsequent traffic. That is, in the above process, each integrated precast shear wall panel with curb beam is fixedly connected to the H-shaped steel beam below it at the end, and the other end is hinged to the middle H-shaped steel beam, meeting the load-bearing requirements of the overall road structure. Before pouring the asphalt glue into the slab joints between two adjacent integrated precast shear wall panels with curb beam on site, the slab joints need to be cleaned. Each slab joint is cleaned one by one with a high-pressure air gun, and there should be no large and hard stones or other objects stuck inside the slab joints. During the treatment process, a special person is assigned to be responsible for pouring the asphalt glue into the slab joints to ensure that there is no debris in each slab joint and reinforcing steel bars are added, and do a good job in the process acceptance and keep the acceptance records.
[0019] Step S9: High-pressure grouting Since the cast-in-place concrete layer is poured to 30 mm to 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, after the precast shear wall panel integrated with the curb beam is hoisted in the segmented and grid-structured intervals, there will be a cavity with a thickness of the upper flange of the H-shaped steel beam + 30 mm to 50 mm between the cast-in-place concrete layer and the precast shear wall panel integrated with the curb beam. According to the technical solution, after the precast shear wall panel integrated with the curb beam is hoisted and positioned in the segmented and grid-structured intervals, the high-pressure grouting process can be carried out. Before high-pressure grouting, the transverse joints between two adjacent precast shear wall panels integrated with the curb beam should be sealed with sealant strips, and the sealant strips should be torn off after the grouting is completed to complete the grouting operation. Grouting holes and overflow holes are provided on the precast shear wall panels at the corners of each grid-structured interval. During the on-site construction process, high-pressure grouting is carried out simultaneously on 3 of the grouting holes, and the operation stops after the overflow holes start to discharge slurry. High-strength, slightly expanding and low-shrinking grouting material should be used for on-site high-pressure grouting, and the secondary pressurization method should be used for supplementary grouting to improve the grouting fullness. For the high-pressure grouting work in the grid-structured intervals around the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road, it should be ensured that the concrete pouring of the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road is completed first, and then the high-pressure grouting of the surrounding grid-structured intervals is carried out.
[0020] Step S10: Tensioning, anchoring, duct grouting and end anchorage sealing treatment of prestressed tendons After the high-pressure grouting of the precast shear wall panel integrated with the curb beam is completed and cured for at least 7 days, the tensioning and anchoring work of the prestressed tendons can be carried out. In order to strengthen the local concrete compressive strength of the prestressed tendons anchored at the end of the web of the H-shaped steel beam, during the perforation layout of the prestressed tendons, a steel sleeve is set at the perforation part of the web of the H-shaped steel beam. The steel sleeve passes through the reserved hole on the web of the H-shaped steel beam, and the prestressed tendon passes through the steel sleeve. A spiral steel bar is also provided outside the steel sleeve to enhance the local compressive strength of the concrete at the anchorage end of the prestressed tendon. The prestressed tendons are tensioned symmetrically with an over-tensioning of 1.03σcom. During on-site construction, taking the cast-in-place transition section as the reference, the prestressed tendons near the cast-in-place transition section are tensioned first, from near to far, symmetrically. The bonded prestressed technology is adopted, and the duct of the prestressed tendon is grouted in time after the tensioning of the prestressed tendon, and the end anchorage is reliably sealed.
[0021] Step S11: Post-treatment of the foundation trench and full paving of the asphalt surface layer Carry out flow operation and repeat steps S1 to S10 until the construction of the road main structure is completely finished. For the gaps between the H-shaped steel beams at both ends of the road and the foundation trench, according to the technical solution, fine aggregate concrete is used for filling, and earth backfilling is not allowed. The strength of the fine aggregate concrete used for the foundation trench backfilling is not less than C20, and it is poured in one go without construction joints. After the main structure construction is completed, the full paving of the asphalt surface layer can be carried out according to the road alignment and the top elevation of the road, and the project acceptance and filing are organized.
[0022] In summary, the overall technical solution of the present invention follows the principle of "H-shaped steel beam lattice support, cast-in-place conversion section to strengthen joints, efficient hoisting of integral precast shear wall panels with curb beams, L-shaped steel lifting beams to assist in the placement of steel mesh, cross-laying of longitudinal and transverse bonded prestressing tendons, high-pressure grouting at multiple holes, and comprehensive paving of asphalt surface course". Combining engineering practice, it strengthens the research and development and application of new technologies, constructs a new technology system, with a view to forming technical standards, providing reliable technical support for the high-quality development of the road engineering technology field in China for the industry to reference.
[0023] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.
Claims
1. A bonded prestressed assembled road supported by an H-shaped steel beam lattice, characterized in that: It includes H-shaped steel beams, integrated precast shear wall panels with curb beams, L-shaped steel lifting beams, steel mesh sheets, prestressed tendons, cast-in-place concrete layers and asphalt surface layers; the H-shaped steel beams are fixed on the underlying cushion by embedded anchor bolts, and the H-shaped steel beams are arranged longitudinally and transversely along the road alignment, presenting an overall lattice form; funnel-shaped reserved holes are provided on the upper flange of the H-shaped steel beam, and the L-shaped steel lifting beam is fixed on the upper flange of the H-shaped steel beam by anchor bolts. Several U-shaped grooves are provided on the short limb of the L-shaped steel lifting beam, and the steel mesh sheet is placed in the U-shaped grooves; circular perforations are provided on the web of the H-shaped steel beam, and the prestressed tendons pass through the circular perforations on the web of the H-shaped steel beam, and both ends of the prestressed tendons are anchored at the web of the H-shaped steel beam; integrated precast shear wall panels with curb beams are provided above adjacent two H-shaped steel beams, and grouting holes and slurry overflow holes are provided on the integrated precast shear wall panels with curb beams; a cast-in-place concrete layer is poured inside the cavity surrounded by the H-shaped steel beam, the integrated precast shear wall panel with curb beam and the foundation soil layer, there is asphalt glue in the joint between adjacent two integrated precast shear wall panels with curb beams, and an asphalt surface layer is provided above the integrated precast shear wall panel with curb beam.
2. Construction method of bonded prestressed assembled road supported by H-shaped steel beam lattice, characterized in that: The construction process flow includes foundation trench excavation, pouring cushion concrete --- hoisting and fixing of longitudinal and transverse H-shaped steel beams --- layout of prestressed tendon ducts, perforation of prestressed tendons --- on-site installation of L-shaped steel lifting beams --- hoisting and fixed connection of steel mesh sheets in sections and lattice-structured intervals --- pouring cast-in-place concrete layers in sections and lattice-structured intervals, treatment of cast-in-place conversion sections --- hoisting of integrated precast shear wall panels with curb beams in sections and lattice-structured intervals --- pouring asphalt glue into the joints --- high-pressure grouting --- tensioning, anchoring, duct grouting and anchor sealing treatment of prestressed tendons --- post-treatment of foundation trench, overall paving of asphalt surface layer.
3. The construction method according to claim 2, wherein: The specific technical solution content is as follows: Step S1: Foundation trench excavation, pouring cushion concrete: According to the construction plan, the road line type is measured and laid out as a whole using a total station, and the construction is carried out in sections, with each construction section controlled at 200m to 300m. First, the foundation trench of each section of the H-beam lattice support system on site is excavated. In order to improve the local compressive strength of the foundation soil layer under the foundation trench, the excavation depth of the foundation trench can be appropriately increased by 150mm to 200mm. After the foundation trench is excavated, crushed stone, coarse sand, slag, fly ash and cement are mixed in a certain proportion for paving and rolling reinforcement. Then a layer of cement slurry is laid on the upper part of the mixed material reinforcement layer for further solidification. The excavation width of the foundation trench should be 300mm to 400mm larger than the width of the H-beam flange plate, and the cushion layer width should not exceed 100mm. Less than 500mm, the cushion thickness is 120mm, the cushion concrete strength is not less than C30, and a steel mesh is provided inside the cushion; in order to meet the requirements of accurate on-site hoisting and positioning of H-shaped steel beams in the subsequent construction process, the anchor bolts shall be pre-buried according to the corresponding H-shaped steel beam hoisting position before pouring the cushion concrete. Two adjacent anchor bolts shall be pre-buried and fixed with perforated steel sheets. The bolt hole positions on the perforated steel sheets correspond to the pre-buried anchor bolt positions in the cushion, and the pre-buried positions of the anchor bolts correspond to the mounting hole positions on the H-shaped steel beams to be hoisted. The maximum error of the plane position of the anchor bolts shall not exceed 2mm, and the length of the anchor bolts shall also meet the requirements of hoisting, positioning and fixing of the H-shaped steel beams; Step S2: Lifting and fixing of vertical and horizontal bidirectional H-beams: After the pouring of the foundation trench cushion concrete is completed, the maintenance is strengthened, and the position of the embedded anchor bolts in the same position and the position relationship between the anchor bolts of adjacent spans are accurately checked, the vertical and horizontal bidirectional H-shaped steel beams can be hoisted and fixed; the vertical and horizontal bidirectional H-shaped steel beams on site adopt the "segmented hoisting, flow operation, first hoisting the longitudinal H-shaped steel beams, then hoisting the transverse H-shaped steel beams, using the longitudinal H-shaped steel beams to control the road structure size, and using the transverse H-shaped steel beams to control the structural hoisting error" technical solution. The vertical and horizontal bidirectional H-shaped steel beams are hoisted on site strictly in accordance with the construction organization arrangement, and are fixed as they are hoisted. The anchor bolts are tightened one by one to strictly control the bottom position elevation of the vertical and horizontal bidirectional H-shaped steel beams, that is, the elevation of the top surface of the cushion layer. The on-site hoisting Before the installation, the top elevation of the cushion layer at the H-beam to be hoisted should be checked, and the maximum error of the top elevation of the cushion layer should be controlled within -3mm; at the intersection of the longitudinal H-beam and the transverse H-beam, an additional sealing steel plate with reserved holes is set at the end of the transverse H-beam to be fixed to the web of the longitudinal H-beam by bolts, and the end of the transverse H-beam adopts a variable section design, the width of the variable section at the end of the transverse H-beam remains unchanged, and its height is 3mm to 5mm smaller than the height of the web of the longitudinal H-beam. The size of the additional sealing steel plate with reserved holes is the same as the variable section of the transverse H-beam, and the thickness is not less than 16mm; after the vertical and horizontal bidirectional H-beam is hoisted and fixed on site, the process acceptance work is carried out in sections, and the acceptance records are kept; Step S3: Prestressed tendon duct layout and prestressed tendon punching: The lattice-type road structure support system is formed by hoisting the H-shaped steel beams in both vertical and horizontal directions. After the vertical and horizontal H-shaped steel beams are hoisted and fixed, the prestressed tendon ducts within each module can be laid in segments, and the threading and fixing of the prestressed tendons can be carried out well. In order to better improve the modular assembly construction quality and later maintenance of the road structure, at least 3 prestressed tendons are arranged within each lattice support area. Each prestressed tendon passes through the reserved holes on the webs of the corresponding H-shaped steel beams and is temporarily fixed on the webs of the H-shaped steel beams at both ends. The bonded prestressing technology is adopted to lay the prestressed tendon ducts at the corresponding positions within the lattice space formed by the vertical and horizontal H-shaped steel beams. The prestressed tendon ducts can be arranged using metal corrugated pipes or plastic corrugated pipes. The ends of the prestressed tendon ducts are reliably butt-jointed with the webs of the H-shaped steel beams by means of steel sleeves, that is, the steel sleeves are fixed at the inner ends of the reserved holes on the webs of the H-shaped steel beams, and the prestressed tendons are temporarily fixed at the outer ends of the reserved holes on the webs of the H-shaped steel beams after passing through the steel sleeves. The arrangement of the prestressed tendon ducts should meet the structural stress requirements, and appropriate camber support and fixation are carried out using stirrups or steel bar fixing frames. The threading of the prestressed tendons can be carried out after laying the corrugated pipes or before laying the corrugated pipes. For the special-shaped intersection road cast-in-place conversion section nodes set at the road corners, the horizontal prestressed tendons of the special-shaped intersection road cast-in-place conversion section nodes are arranged horizontally on-site, and the vertical prestressed tendons are arranged in a cross pattern. The number of prestressed tendons is also not less than 4. The prestressed tendon ducts shall not collide with other steel bars within the cast-in-place conversion section. Before implementation, BIM technology is used for in-depth design and dynamic construction simulation. Step S4: On-site installation of the L-shaped steel hanging beam: To improve the overall load-bearing capacity of the road structure, a single-layer steel bar mesh is provided inside the road structure, and the four sides of the steel bar mesh are placed in the U-shaped grooves of the L-shaped steel hanging beam. Since the L-shaped steel hanging beam serves as the support point for the single-layer steel bar mesh, the on-site installation of the L-shaped steel hanging beam should have sufficient strength and stiffness. The L-shaped steel hanging beam is suspended and fixed to the inner side edge of the upper flange of the H-shaped steel beam by anchor bolts, and a funnel-shaped anchor bolt perforation is provided at the upper flange of the H-shaped steel beam. The L-shaped steel hanging beams are fixed one by one on-site. In order not to affect the placement of the integrated precast shear wall panel with the kerb beam on the upper part of the H-shaped steel beam in the subsequent process, the top of the L-shaped steel hanging beam after being suspended and fixed by the anchor bolts should not exceed the top surface of the anchor bolt perforation at the upper flange of the H-shaped steel beam. The anchor bolts are locked with nuts inside the funnel-shaped anchor bolt perforation, and each fixed hole position is sealed with anti-corrosion grease. Step S5: Hoist and fix the steel bar mesh in segments and lattice intervals: After the on-site installation of the L-shaped steel hanging beam is completed, the work of hoisting the steel mesh sheets one by one in each section and grid structure area can be carried out; each steel mesh sheet on-site is first fabricated and formed in the PC factory or at the project site. The spacing between the distributed steel bars of each steel mesh sheet is strictly implemented in accordance with the requirements of the drawings. Each steel mesh sheet is fabricated and formed modularly, and directly hoisted and fixedly connected as a finished product on-site; the spacing between the distributed steel bars is the same as the U-shaped groove spacing on the L-shaped steel hanging beam. After each steel mesh sheet is formed, it is directly hoisted and supported in the U-shaped groove of the L-shaped steel hanging beam. The distributed steel bars are placed one by one inside the U-shaped groove. The middle of the steel mesh sheet is supported by a trapezoidal steel bar bracket, and the end is fixed to the L-shaped steel hanging beam by spot welding; during the process of hoisting and fixedly connecting the steel mesh sheets in each section and grid structure area, the prestressed tendons or prestressed tendon ducts that have been laid should not be disturbed, and the acceptance work of the concealed works of the steel bars in each section should be done well, and acceptance records should be kept; Step S6: Pour the cast-in-place concrete layer in each section and grid structure area, and deal with the cast-in-place conversion section: According to the construction plan, organize flowing water construction. After the installation of the steel mesh sheets is completed, pour the cast-in-place concrete layer in each section and grid structure area. The pouring height of the cast-in-place concrete layer is based on the upper flange of the H-shaped steel beam. It is advisable to pour to 30 mm - 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, and the cast-in-place concrete layer covers the steel mesh sheets; the cast-in-place concrete layer is poured in one go, using slightly expanding and low-shrinking fine aggregate concrete, and the concrete strength grade is not lower than C30, and no construction joints are left. Strengthen the concrete pouring and vibration work at the H-shaped steel beams around each grid structure area; for the treatment of the cast-in-place conversion section set on-site in sections, the width of each cast-in-place conversion section is preferably 2000 mm - 3000 mm. The stressed steel bars extending out of the integral precast shear wall panels with curb beams at both ends of the cast-in-place conversion section are connected one by one by steel bar sleeves and grouted. The cutting length of the extending stressed steel bars should meet the design width requirements of the cast-in-place conversion section and the connection structure requirements of the steel bar sleeves, and the L-shaped steel hanging beam at the cast-in-place conversion section should be arranged continuously. The steel mesh sheets and the extending stressed steel bars are connected to form a double-layer and double-direction steel mesh at the cast-in-place conversion section, effectively strengthening the bearing effect of the assembled road structure system; for the trapezoidal cast-in-place conversion section set at the road corner, an irregular cross-road cast-in-place conversion section node is formed. After the concrete of the first construction section in each direction at the road intersection corner is poured and cured for more than 7 days, the concrete at the irregular cross-road cast-in-place conversion section node can be poured, and it is also poured in one go. The concrete strength at the irregular cross-road cast-in-place conversion section node should be increased by one grade; Step S7: Hoist the integral precast shear wall panels with curb beams in each section and grid structure area According to the technical solution, organize the flowing water construction. After the cast-in-place concrete layer is poured in each segmented and grid-structured area, including the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, strengthen the maintenance of the concrete; after the bottom elevation of the integrated precast shear wall panel with a curb beam is accurately rechecked and the hoisting is in place, the hoisting work of the integrated precast shear wall panel with a curb beam in the segmented and grid-structured area can be carried out; before the hoisting of the integrated precast shear wall panel with a curb beam, each precast component should be numbered, especially the integrated precast shear wall panel with a curb beam that needs to reserve grouting holes and overflow holes at the ends of each grid-structured area should be numbered and marked. When necessary, draw a plane layout diagram of the precast components for segmented hoisting and do a good job in the technical disclosure of the hoisting work types; for the hoisting of two adjacent integrated precast shear wall panels with a curb beam at the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, special attention should be paid to protecting the extended stressed steel bars of the two adjacent integrated precast shear wall panels with a curb beam at the conversion section. From the perspective of structural design, after the hoisting of the two adjacent integrated precast shear wall panels with a curb beam at the cast-in-place conversion section and the nodes of the cast-in-place conversion section of the special-shaped intersection road, the extended stressed steel bars need to be connected by sleeve grouting one by one, with 100% of the sleeves grouted and connected, and then the secondary concrete of the cast-in-place conversion section is poured, and the relevant concealed works acceptance is done well; Step S8: Pour asphalt glue into the board joints: After the integrated precast shear wall panel with a curb beam is hoisted in the segmented and grid-structured area, the gap between two adjacent integrated precast shear wall panels with a curb beam needs to be caulked. The caulking is carried out by the method of adding reinforcing steel bars and then pouring asphalt glue at one time. The added reinforcing steel bars are not less than 1 Φ12 grade III steel bars; the caulking between two adjacent integrated precast shear wall panels with a curb beam provides greater energy consumption or temperature deformation resistance for subsequent traffic. That is, in the above process, each integrated precast shear wall panel with a curb beam is fixedly connected to the H-shaped steel beam below it at the end and hinged at the middle H-shaped steel beam at the other end, meeting the bearing requirements of the overall road structure; before pouring the asphalt glue into the board joints between two adjacent integrated precast shear wall panels on site, the board joints need to be cleaned. Each board joint is cleaned one by one with a high-pressure air gun, and there should be no large and hard stones or other objects stuck inside the board joints. During the cleaning process, there should be special personnel responsible for pouring the asphalt glue into the board joints to ensure that there is no debris in each board joint and reinforcing steel bars are added, do a good job in the process acceptance, and keep the acceptance records; Step S9: High-pressure grouting: Since the cast-in-place concrete layer is poured to 30 mm to 50 mm below the bottom surface of the upper flange of the H-shaped steel beam, after hoisting the precast shear wall panel integrated with the kerb beam in the segmented and grid-structured intervals, there will be a cavity with a thickness of the upper flange of the H-shaped steel beam + 30 mm to 50 mm between the cast-in-place concrete layer and the precast shear wall panel integrated with the kerb beam; according to the technical solution, after the precast shear wall panel integrated with the kerb beam is hoisted and positioned in the segmented and grid-structured intervals, the high-pressure grouting process can be carried out. Before high-pressure grouting, the transverse joints between adjacent precast shear wall panels integrated with the kerb beam should be sealed with sealant strips, and the sealant strips should be torn off after the grouting is completed to complete the grouting operation; there are grouting holes and overflow holes provided on the precast shear wall panels at the corners of each grid-structured interval. During the on-site construction process, 3 of the grouting holes are simultaneously grouted under high pressure, and the operation is stopped after the overflow holes start to discharge slurry. High-strength micro-expansion low-shrinkage grouting material should be used for on-site high-pressure grouting, and the secondary pressurization method for supplementary grouting should be adopted to improve the grouting fullness; for the high-pressure grouting work in the grid-structured intervals around the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road, it should be ensured that the concrete pouring of the cast-in-place transition section and the nodes of the cast-in-place transition section of the special-shaped intersection road is completed first, and then the high-pressure grouting of the surrounding grid-structured intervals is carried out; Step S10: Tensioning, anchoring, duct grouting and end sealing treatment of prestressed tendons: After the high-pressure grouting of the precast shear wall panel integrated with the kerb beam is completed and cured for at least 7 days, the tensioning and anchoring work of the prestressed tendons can be carried out; in order to strengthen the local concrete compressive strength at the anchorage of the prestressed tendons at the end of the web of the H-shaped steel beam, during the perforation layout of the prestressed tendons, a steel sleeve is set at the perforation part of the web of the H-shaped steel beam. The steel sleeve passes through the reserved hole on the web of the H-shaped steel beam, and the prestressed tendon passes through the steel sleeve. There is also spiral reinforcement outside the steel sleeve to enhance the local compressive strength of the concrete at the anchorage end of the prestressed tendon; the prestressed tendons are tensioned symmetrically with an over-tensioning of 1.03σcom. During on-site construction, taking the cast-in-place transition section as the reference, the prestressed tendons near the cast-in-place transition section are tensioned first, from near to far, symmetrically; adopting the bonded prestressed technology, the prestressed tendon ducts are grouted in time after the prestressed tendons are tensioned, and the anchorage ends are reliably sealed; Step S11: Post-treatment of the foundation trench and full paving of the asphalt surface layer: Carry out sequential construction, repeat steps S1 to S10 until the construction of the road main structure is completed; for the gaps between the H-shaped steel beams at both ends of the road and the foundation trench, according to the technical solution, fine aggregate concrete is used for filling, and earth backfilling is not allowed. The strength of the fine aggregate concrete used for backfilling the foundation trench is not less than C20, and it is poured in one go without construction joints; after the main structure construction is completed, the full paving of the asphalt surface layer can be carried out according to the road alignment and the road top elevation, and the project acceptance and filing can be organized.