New and old roadbed splicing structure based on settlement balancing system

Abstract

The invention discloses a new and old roadbed splicing structure based on a settlement balancing system, which comprises a structure slot excavated in a subbase layer I in an old pavement, a plurality of constraint type base layer steel frames are arranged and inserted in the structure slot along the width direction of the subbase layer I in the old pavement, and a subbase layer II in a new pavement covers and is laid outside the constraint type base layer steel frames; a safe edge unit is arranged at the joint of the old pavement and the new pavement; a plurality of damping units which are uniformly distributed are also vertically arranged on each base steel frame; before new and old roadbed splicing construction, a structural slot position is excavated in a splicing section of an old pavement, a larger contact area and a larger embedding depth can be provided, a plurality of base layer steel frames are further distributed in the first subbase layer of the old pavement, loads can be effectively transmitted, the stability of the whole structure can be effectively improved, and the construction efficiency is improved. The damping units arranged and distributed on the base steel frames effectively absorb vibration energy of the road surface, it is ensured that the two edge protecting frames are in tight butt joint, and therefore the sealing performance and stability of the splicing position are improved.

Description

Technical Field

[0001] The invention belongs to the technical field of subgrade splicing, and particularly relates to a new-old subgrade splicing structure based on a settlement balance system. Background Technique

[0002] In road engineering, the splicing of new and old subgrades is a common technical problem. With the increase in traffic volume and vehicle load, the splicing part of new and old subgrades often becomes the weak link of the road surface structure, and problems such as uneven settlement, cracking, and slippage are likely to occur. Especially in the case of poor quality of the old subgrade or complex geological conditions, these problems are more prominent. The traditional splicing method is usually to directly pour a new subgrade on one side of the old subgrade. Although this construction method is simple, the contact area between the new and old subgrades is small. Especially when the surface of the old subgrade is not fully treated, the contact surface between the new and old subgrades is only limited to the side or local area of the old subgrade. This small contact area leads to low load transfer efficiency, easy stress concentration at the splicing part, and due to differences in construction time, materials, compaction degree, etc. between the new and old subgrades, there are often significant differences in structural strength. When directly splicing, the strength mismatch between the new and old subgrades will cause uneven load distribution, further increasing the risk of structural damage at the splicing part. Therefore, it is necessary to provide a new-old subgrade splicing structure based on a settlement balance system to solve the problems raised in the above background technique. Summary of the Invention

[0003] To achieve the above object, the present invention provides the following technical solution: A new-old subgrade splicing structure based on a settlement balance system, which includes a structural slot excavated in the bottom base layer I of the old road surface. A plurality of constrained base steel frames are arranged and inserted along the width direction of the bottom base layer I of the old road surface in the structural slot, and the bottom base layer II of the new road surface is covered and laid outside the constrained base steel frames;

[0004] A side protection unit is arranged at the splicing part of the old road surface and the new road surface; a plurality of horizontal steel bars are arranged along the length direction of the base steel frame, and each horizontal steel bar is horizontally penetrated and fixed in the base steel frame; a plurality of uniformly distributed damping units are also vertically arranged on each base steel frame.

[0005] Preferably, each base steel frame is horizontally laid along the length direction of the old road surface, and anchor pile nails are fixed on both sides of the base steel frame, and the anchor pile nails are inserted and buried in the bottom base layer I of the old road surface; the cross-section of the structural slot is an isosceles trapezoid structure, and the length of the upper top surface of the structural slot is less than the length of the lower bottom surface.

[0006] Preferably, both ends of each horizontal steel bar penetrate through the side of the old road surface, reinforcement layers are poured on both sides of the old road surface, a base plate is buried in the reinforcement layer, and both ends of the horizontal steel bar are inserted into the reinforcement layer and connected to the base plate.

[0007] Preferably, a plurality of inner guard plates are arranged and distributed along the length direction inside the subbase two of the new road surface. Connecting steel bars corresponding to the inner guard plates are arranged inside each base steel frame, and the connecting steel bars are connected to the inner guard plates one by one; a positioning plate is slidably arranged inside the base steel frame, and the other end of the connecting steel bar is connected to the positioning plate.

[0008] Preferably, the heights of the inner guard plates are different from each other, and the height of the inner guard plate closer to the base steel frame is less than that of the inner guard plate farther from the base steel frame.

[0009] Preferably, the edge protection unit includes two symmetrically distributed edge protection frames. Each edge protection frame is fixed to the surface course of the old road surface and the surface course of the new road surface by anchor bolts respectively. The cross section of the edge protection frame is set as an L-shaped structure, and a claw groove is formed in its vertical side wall; a connecting plate is vertically arranged between the two edge protection frames, and two ends of the connecting plate are slidably connected to the inner wall of the claw groove. A fixing rod is vertically connected to the lower end of the connecting plate, and the lower end of the fixing rod is deeply connected to the base steel frame.

[0010] Preferably, the inner wall cross section of the claw groove is set as an inclined surface structure; a rib rod is horizontally and slidably connected inside the base steel frame, an inclined cut block is fixed to the end of the rib rod, a top block is fixed to the lower end of the fixing rod, and the inclined cut block is in sliding contact with the top block.

[0011] Preferably, the damping unit includes a damping rod vertically inserted into the waterproof layer of the new road surface. A reinforcing plate is fixed to the end of the damping rod, and the reinforcing plate is buried between the waterproof layer and the surface course of the new road surface; guide rods are slidably connected to both sides of the damping rod inside the base steel frame, a chain plate is hinged to one end of each guide rod, and the lower end of the output shaft of the damping rod is hinged to each chain plate through a spring.

[0012] Preferably, the guide rods in the damping units on both sides of the base steel frame are respectively connected to the rib rod and the positioning plate correspondingly.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: Before the splicing construction of the new and old roadbeds in the present invention, a structural slot is excavated at the splicing section of the old road surface. The overall length of the structural slot is not less than 1.5 m, and its cross-sectional shape is an isosceles trapezoid structure, which can provide a larger contact area and embedding depth, so that the new road surface can be completely spliced with the old road surface through the structural slot. Moreover, a number of base steel frames are distributed in the first base layer of the old road surface, which can effectively transfer the load and improve the stability of the overall structure, avoiding structural damage caused by local stress concentration. The base steel frames are connected by a plurality of transverse steel bars to further enhance the overall seismic resistance of the structure. Among them, the edge protection unit is also adopted to realize the contact splicing at the gap position through two parallel edge protection frames. In particular, the damping units arranged on each base steel frame can effectively absorb the vibration energy of the road surface. When a vehicle passes by, the damping units can not only reduce the vibration, but also pull the connection plate downward through the rib rods, so as to actively adjust the position of the connection plate and ensure the tight docking of the two edge protection frames, thereby improving the sealing performance and stability of the splicing part. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0015] Figure 2 is a schematic cross-sectional structure diagram of the splicing of the new and old road surfaces in the present invention;

[0016] Figure 3 is a schematic installation structure diagram of the base steel frame and the damping unit in the present invention;

[0017] Figure 4 is Figure 3 a schematic enlarged structure diagram of part A in

[0018] Figure 5 is a schematic structure diagram of the damping unit in the present invention;

[0019] Figure 6 is a schematic distribution structure diagram of the damping unit after the splicing of the new and old road surfaces in the present invention;

[0020] In the figure: 1. Old road surface; 11. Structural slot; 12. First base layer; 2. New road surface; 21. Transverse steel bar; 22. Second base layer; 23. Waterproof layer; 3. Edge protection unit; 31. Edge protection frame; 32. Claw groove; 33. Connection plate; 34. Fixed rod; 35. Rib rod; 36. Oblique cut block; 37. Top block; 4. Base steel frame; 41. Anchor pile nail; 42. Chain plate; 43. Guide rod; 5. Damping unit; 51. Damping rod; 52. Reinforcement plate; 6. Reinforcement layer; 61. Base plate; 62. Inner protection plate; 63. Connecting steel bar; 64. Positioning plate. DETAILED DESCRIPTION OF THE INVENTION

[0021] Please refer to Figures 1-6, in the embodiment of the present invention, a splicing structure of a new and old roadbed based on a settlement equilibrium system includes a structural slot 11 excavated in the first base course 12 of the old road surface 1. A plurality of constrained base course steel frames 4 are arranged and inserted along the width direction of the first base course 12 in the old road surface 1. The second base course 22 of the new road surface 2 is covered and laid outside the constrained base course steel frames 4. The base course steel frames 4 are made of columnar steel beams, which have high strength and stiffness and can effectively disperse loads, reducing the deformation and damage of the new and old road surfaces. Among them, the base course steel frames 4 can be customized according to actual needs to flexibly adapt to road surface repairs of different widths and depths; a side protection unit 3 is provided at the splicing position of the old road surface 1 and the new road surface 2; a plurality of transverse steel bars 21 are arranged along the length direction of the base course steel frames 4, and each of the transverse steel bars 21 is horizontally penetrated and fixed in the base course steel frames 4. The transverse steel bars 21 can enhance the horizontal constraint ability of the base course steel frames 4, further improving the tightness and integrity of the combination of the new and old road surfaces, and at the same time enhancing the overall seismic resistance of the structure; a plurality of uniformly distributed damping units 5 are also vertically provided on each of the base course steel frames 4.

[0022] In this embodiment, each of the base course steel frames 4 is horizontally laid along the length direction of the old road surface 1, and anchor pile nails 41 are fixed on both sides of the base course steel frames 4. The anchor pile nails 41 are inserted and buried in the first base course 12 of the old road surface 1, so that the base course steel frames 4 are fixedly connected to the first base course 12 of the old road surface through the anchor pile nails 41; the cross-section of the structural slot 11 is an isosceles trapezoid structure, and the length of the upper top surface of the structural slot 11 is less than the length of the lower bottom surface, which can provide a larger support area, especially at the splicing position of the new and old road surfaces, helping to disperse loads, improving the stability of the overall structure, and at the same time reducing the separation risk caused by structural differences between the new and old road surfaces.

[0023] As a preferred embodiment, both ends of each of the transverse steel bars 21 penetrate the sides of the old road surface 1. Reinforcement layers 6 are poured on both sides of the old road surface 1. Substrate 61 is buried in the reinforcement layers 6. Both ends of the transverse steel bars 21 are inserted into the reinforcement layers 6 and connected to the substrate 61. A plurality of transverse steel bars 21 can connect the structures of the new and old road surfaces more tightly together to form an integral force-bearing system, avoiding separation or dislocation of the new and old road surfaces due to poor bonding. The reinforcement layers 6 can enhance the structural strength of the sides of the old road surface 1, further ensuring the integrity of the splicing of the new and old road surfaces, and preventing vehicle loads from causing excessive fracturing at the splicing position of the new and old road surfaces, directly resulting in height differences and misalignments between the new and old road surfaces.

[0024] In this embodiment, a plurality of inner guard plates 62 are arranged and distributed along the length direction in the subbase two 22 of the new road surface 2. Each of the base steel frames 4 is provided with a connecting steel bar 63 corresponding to the inner guard plate 62, and the connecting steel bar 63 is connected to each of the inner guard plates 62 in a one-to-one correspondence; a positioning plate 64 is slidably arranged in the base steel frame 4, and the other end of the connecting steel bar 63 is connected to the positioning plate 64. The plurality of inner guard plates 62 can form horizontal internal stress loading by the corresponding connecting steel bars 63. Thus, when a vehicle passes over the new road surface, the inner guard plates 62 can maintain the structural rigidity of the subbase two 22 of the new road surface 2 during the pulling of the connecting steel bars 63, thereby avoiding structural failure caused by local deformation or stress concentration and improving the anti-deformation ability of the new road surface.

[0025] In this embodiment, the heights of the inner guard plates 62 are different from each other, and the height of the inner guard plate 62 closer to the base steel frame 4 is less than the height of the inner guard plate 62 farther from the base steel frame 4, so as to form stepped stress loading in the subbase two 22 of the new road surface 2, enabling the area relatively upper layer in the subbase two 22 to maintain strong stability.

[0026] In this embodiment, the edge protection unit 3 includes two symmetrically distributed edge protection frames 31. Each of the edge protection frames 31 is fixed to the upper surface layer of the old road surface 1 and the upper surface layer of the new road surface 2 by anchor bolts. The cross-section of the edge protection frame 31 is set as an L-shaped structure, and a claw groove 32 is formed in its vertical side wall; a connecting plate 33 is vertically arranged between the two edge protection frames 31, and both ends of the connecting plate 33 are slidably connected to the inner wall of the claw groove 32. The lower end of the connecting plate 33 is vertically connected with a fixing rod 34, and the lower end of the fixing rod 34 is deeply connected to the base steel frame 4.

[0027] As a preferred embodiment, the inner wall cross-section of the claw groove 32 is set as an inclined surface structure; when the fixing rod 34 slides downward, the sliding contact between the claw groove 32 and the connecting plate 33 makes the two edge protection frames 31 closely approach each other, forming a "self-locking" effect and further enhancing the overall stability of the joint between the old and new road surfaces; a rib rod 35 is horizontally and slidably connected in the base steel frame 4, an inclined cutting block 36 is fixed at the end of the rib rod 35, a top block 37 is fixed at the lower end of the fixing rod 34, and the inclined cutting block 36 is in sliding contact with the top block 37. Thus, when the inclined cutting block 36 on the rib rod 35 slides horizontally for adjustment, it can control the fixing rod 34 to slide downward step by step through the sliding contact with the top block 37.

[0028] In this embodiment, the damping unit 5 includes a damping rod 51 vertically inserted into the waterproof layer 23 of the new road surface 2, which can effectively absorb and disperse dynamic loads in the vertical direction (such as vibrations generated during vehicle driving), reduce the structural fatigue and damage of the new road surface 2. A reinforcing plate 52 is fixed at the end of the damping rod 51, and the reinforcing plate 52 is buried between the waterproof layer 23 and the surface course of the new road surface 2 to prevent the displacement or damage of the waterproof layer 23 caused by load action, thereby improving the waterproof performance. Guide rods 43 are slidably connected to both sides of the damping rod 51 in the base steel frame 4. One end of each guide rod 43 is hinged with a link plate 42, and the lower end of the output shaft of the damping rod 51 is hinged with each link plate 42 through a spring, so that when the output shaft of the damping rod 51 presses down and slides, it can push the link plates 42 to converge in a V shape.

[0029] In this embodiment, the guide rods 43 in the damping units 5 on both sides of the base steel frame 4 are respectively connected to the rib rods 35 and the positioning plates 64. Therefore, when a vehicle passes through the structural slot 11, the output shaft of the corresponding damping rod 51 in the new road surface 2 can elastically contract and absorb shock. At this time, the link plates 42 on both sides of it approach each other, so that the left and right rib rods 35 approach the damping rod 51. The rib rods 35 can make the fixed rod 34 gradually move downward during horizontal sliding traction, and the two edge guards 31 closely approach each other to form self-locking. At the same time, each inner guard plate 62 can maintain strong stability under the horizontal traction of the positioning plate 64, thereby ensuring the overall firmness of the subbase two 22 in the new road surface 2.

[0030] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution and inventive concept of the present invention, making equivalent substitutions or changes, should be covered by the protection scope of the present invention.

Claims

1. A new and old subgrade splicing structure based on a settlement equilibrium system, characterized in that: It includes a structural slot (11) excavated in the first subbase (12) of the old road surface (1). A plurality of constrained base steel frames (4) are arranged and inserted in the structural slot (11) along the width direction of the first subbase (12) of the old road surface (1). The second subbase (22) of the new road surface (2) is covered and laid outside the constrained base steel frames (4). A side protection unit (3) is arranged at the joint of the old road surface (1) and the new road surface (2). A plurality of transverse steel bars (21) are arranged along the length direction of the base steel frame (4). Each of the transverse steel bars (21) is horizontally penetrated and fixed in the base steel frame (4). A plurality of damping units (5) are vertically arranged on each of the base steel frames (4) and are evenly distributed.

2. A new and old roadbed splicing structure based on a settlement balance system according to claim 1, characterized in that: Each of the base steel frames (4) is horizontally laid along the length direction of the old road surface (1). Anchor pile nails (41) are fixed on both sides of the base steel frame (4). The anchor pile nails (41) are inserted and buried in the first subbase (12) of the old road surface (1). The cross-section of the structural slot (11) is an isosceles trapezoid structure, and the length of the upper top surface of the structural slot (11) is less than the length of the lower bottom surface.

3. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 1, characterized in that: Both ends of each of the transverse steel bars (21) penetrate through the side of the old road surface (1). Reinforcement layers (6) are poured on both sides of the old road surface (1). A base plate (61) is buried in the reinforcement layer (6). Both ends of the transverse steel bar (21) are inserted into the reinforcement layer (6) and are connected to the base plate (61).

4. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 1, characterized in that: A plurality of inner protection plates (62) are arranged along the length direction in the second subbase (22) of the new road surface (2). Connecting steel bars (63) corresponding to the inner protection plates (62) are arranged in each of the base steel frames (4). The connecting steel bars (63) are connected to the inner protection plates (62) one by one. A positioning plate (64) is slidably arranged in the base steel frame (4). The other end of the connecting steel bar (63) is connected to the positioning plate (64).

5. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 4, characterized in that: The heights of the inner protection plates (62) are different from each other. The height of the inner protection plate (62) on the side close to the base steel frame (4) is less than the height of the inner protection plate (62) on the side far from the base steel frame (4).

6. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 4, characterized in that: The side protection unit (3) includes two symmetrically distributed side protection frames (31). Each of the side protection frames (31) is fixed on the surface course of the old road surface (1) and the surface course of the new road surface (2) by anchor nails. The cross-section of the side protection frame (31) is set as an L-shaped structure, and a claw groove (32) is opened on its vertical side wall. A connecting plate (33) is vertically arranged between the two side protection frames (31). Both ends of the connecting plate (33) are slidably connected to the inner wall of the claw groove (32). A fixing rod (34) is vertically connected to the lower end of the connecting plate (33). The lower end of the fixing rod (34) is deeply connected to the base steel frame (4).

7. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 6, characterized in that: The inner wall cross-section of the claw groove (32) is arranged as an inclined surface structure; a rib rod (35) is horizontally slidably connected in the base steel frame (4), an inclined cut block (36) is fixed at the end of the rib rod (35), a top block (37) is fixed at the lower end of the fixing rod (34), and the inclined cut block (36) is in sliding contact with the top block (37).

8. A new and old roadbed splicing structure based on a settlement balance system according to claim 7, characterized in that: The damping unit (5) includes a damping rod (51) vertically inserted into the waterproof layer (23) of the new road surface (2), and a reinforcing plate (52) is fixed at the end of the damping rod (51), and the reinforcing plate (52) is buried between the waterproof layer (23) and the surface course of the new road surface (2); Guide rods (43) are slidably connected on both sides of the damping rod (51) in the base steel frame (4), chain plates (42) are hinged at one end of each guide rod (43), and the lower end of the output shaft of the damping rod (51) is hinged to each chain plate (42) through a spring.

9. A new and old roadbed splicing structure based on a settlement equilibrium system according to claim 8, characterized in that: The guide rods (43) in the damping units (5) on both sides of the base steel frame (4) are respectively correspondingly connected to the rib rod (35) and the positioning plate (64).

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