A new and old roadbed splicing structure based on settlement balance system

Abstract

The present invention discloses a new and old roadbed splicing structure based on a settlement equalization system, which includes a structural groove excavated in the bottom base layer 1 of the old road surface, and a plurality of constrained base steel frames are arranged and inserted in the structural groove along the width direction of the bottom base layer 1 of the old road surface, and the bottom base layer 2 of the new road surface is covered and laid outside the constrained base steel frame; an edge protection unit is provided at the splicing point of the old road surface and the new road surface; and a plurality of evenly distributed damping units are also vertically provided on each base steel frame; before the new and old roadbed are spliced ​​together in the present invention, a structural groove is excavated in the splicing section of the old road surface, which can provide a larger contact area and embedding depth, and a plurality of base steel frames are also distributed in the bottom base layer 1 of the old road surface, which can effectively transfer the load and improve the stability of the overall structure, and the damping units arranged and distributed on each base steel frame effectively absorb the vibration energy of the road surface, ensure that the two edge protection frames are tightly connected, thereby improving the sealing and stability of the splicing point.

Description

Technical Field

[0001] The invention belongs to the technical field of roadbed splicing, and in particular is a new and old roadbed splicing structure based on a settlement equalization system. Background Art

[0002] In road engineering, the splicing of new and old roadbeds is a common technical problem. With the increase in traffic volume and the increase in vehicle load, the splicing of the new and old roadbeds often becomes a weak link in the pavement structure, prone to problems such as uneven settlement, cracking, and slippage. These problems are particularly prominent when the old roadbed is of poor quality or the geological conditions are complex. The traditional splicing method is usually to directly cast the new roadbed on one side of the old roadbed. Although this construction method is simple, the contact area between the new and old roadbeds is small. Especially when the surface of the old roadbed has not been fully treated, the contact surface between the new and old roadbeds is limited to the side or local area of ​​the old roadbed. This small contact area leads to low load transfer efficiency and easily generates stress concentration at the splicing point. In addition, due to differences in construction time, materials, compaction degree and other factors, the new and old roadbeds often have significant differences in structural strength. When directly spliced, the strength mismatch between the new and old roadbeds will lead to uneven load distribution, further exacerbating the risk of structural damage at the splicing point. Therefore, it is necessary to provide a new and old roadbed splicing structure based on a settlement equalization system to solve the problems raised in the above background technology. Summary of the Invention

[0003] To achieve the above objectives, the present invention provides the following technical solution: a new and old roadbed splicing structure based on a settlement equalization system, comprising a structural slot excavated in the subbase layer 1 of the old road surface, wherein a plurality of constrained base steel frames are arranged and inserted in the structural slot along the width direction of the subbase layer 1 of the old road surface, and the subbase layer 2 of the new road surface is laid overlying the constrained base steel frames;

[0004] A side protection unit is provided at the joint of the old pavement and the new pavement; a plurality of horizontal steel bars are arranged along the length direction of the base steel frame, and each of the horizontal steel bars is horizontally connected and fixed in the base steel frame; a plurality of evenly distributed damping units are also vertically provided on each base steel frame.

[0005] Preferably, each of the base steel frames is laid horizontally along the length direction of the old pavement, and anchor piles are fixed on both sides of the base steel frame, and the anchor piles are inserted and buried in the bottom base of the old pavement; the cross-section of the structural slot is an isosceles trapezoidal structure, and the length of the upper top surface of the structural slot is smaller than the length of the lower bottom surface.

[0006] Preferably, both ends of each of the transverse steel bars pass through the side of the old road surface, and reinforcement layers are cast on both sides of the old road surface. A base plate is embedded in the reinforcement layer, and both ends of the transverse steel bars are inserted into the reinforcement layer and connected to the base plate.

[0007] Preferably, a plurality of inner guard plates are arranged along the length direction in the second bottom base layer of the new pavement, and each base steel frame is provided with connecting steel bars corresponding to the inner guard plates, and the connecting steel bars are connected to each inner guard plate one by one; a positioning plate is slidingly arranged in 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, and the height of the inner guard plates close to the base steel frame is smaller than the height of the inner guard plates away from the base steel frame.

[0009] Preferably, the edge guard unit includes two symmetrically distributed edge guard frames, each of which is fixed to the upper layer of the old road surface and the upper layer of the new road surface by anchor nails. The cross-section of the edge guard frame is set to an L-shaped structure, and its vertical side wall is provided with a claw groove; a connecting plate is vertically arranged between the two edge guard frames, and the two ends of the connecting plate are slidingly connected to the inner wall of the claw groove. The lower end of the connecting plate is vertically connected to a fixing rod, 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 to a slope structure; a rib rod is horizontally slidably connected in the base steel frame, an oblique block is fixed at the end of the rib rod, a top block is fixed at the lower end of the fixed rod, and the oblique block is in sliding contact with the top block.

[0011] Preferably, the damping unit includes a damping rod, which is vertically inserted into the waterproof layer of the new pavement. A reinforcement plate is fixed to the end of the damping rod, and the reinforcement plate is buried between the waterproof layer and the upper layer of the new pavement. Guide rods are slidably connected on both sides of the damping rod in the base steel frame, and one end of the guide rod is hinged with a chain plate. 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 unit located on both sides of the base steel frame are correspondingly connected to the rib rods and the positioning plates respectively.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: before the new and old roadbeds are spliced ​​together, a structural trench is excavated in the splicing section of the old road surface. The overall length of the structural trench is not less than 1.5m, and its cross-sectional shape is an isosceles trapezoidal 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 trench, and a number of base steel frames are distributed in the subbase of the old road surface, which can effectively transfer the load and improve the stability of the overall structure, and avoid structural damage caused by local stress concentration. The base steel frames are connected by multiple horizontal steel bars, further enhancing the overall seismic resistance of the structure; wherein, edge guard units are also used to achieve contact splicing of the gap position through two parallel distributed edge guard frames, and in particular, the damping units arranged and distributed on each base steel frame effectively absorb the vibration energy of the road surface. When a vehicle passes by, the damping unit can reduce shock while also pulling the connecting plate downward through the ribs to actively adjust the position of the connecting plate to ensure that the two edge guard frames are tightly docked, thereby improving the sealing and stability of the splicing. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0015] Figure 2 Schematic diagram of the cross-sectional structure of the new and old pavement splicing in the present invention;

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

[0017] Figure 4 for Figure 3 A schematic diagram of the structure at center A;

[0018] Figure 5 Schematic diagram of the structure of the damping unit in the present invention;

[0019] Figure 6 Schematic diagram of the distribution structure of the damping unit after the new and old pavement are spliced ​​in the present invention;

[0020] In the figure: 1. Old pavement; 11. Structural slot; 12. Subbase layer 1; 2. New pavement; 21. Horizontal reinforcement; 22. Subbase layer 2; 23. Waterproof layer; 3. Edge protection unit; 31. Edge protection frame; 32. Claw groove; 33. Connecting plate; 34. Fixing rod; 35. Reinforcement rod; 36. Oblique block; 37. Top block; 4. Base steel frame; 41. Anchor pile; 42. Chain plate; 43. Guide rod; 5. Damping unit; 51. Damping rod; 52. Reinforcement plate; 6. Reinforcement layer; 61. Base plate; 62. Inner guard plate; 63. Connecting reinforcement; 64. Positioning plate. DETAILED DESCRIPTION

[0021] See also Figures 1-6In an embodiment of the present invention, a new and old roadbed splicing structure based on a settlement equalization system includes a structural slot 11 excavated in the subbase 12 of the old road surface 1, wherein a plurality of constrained base steel frames 4 are arranged and inserted in the structural slot 11 along the width direction of the subbase 12 of the old road surface 1, and the subbase 2 22 of the new road surface 2 is covered and laid outside the constrained base steel frame 4. The base steel frame 4 adopts a columnar steel beam, which has high strength and rigidity, can effectively disperse the load, and reduce the deformation and damage of the new and old road surfaces. Among them, the base steel frame 4 can be adjusted according to the actual It can be customized according to the needs and flexibly adapt to the road repair of different widths and depths; an edge protection unit 3 is provided 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, and each of the transverse steel bars 21 is horizontally connected and fixed in the base steel frame 4. The transverse steel bars 21 can enhance the horizontal constraint ability of the base steel frame 4, further improve the tightness and integrity of the combination of the old and new road surfaces, and enhance the overall seismic resistance of the structure; a plurality of evenly distributed damping units 5 are also vertically provided on each of the base steel frames 4.

[0022] In this embodiment, each of the base steel frames 4 is laid horizontally along the length direction of the old pavement 1, and anchor piles 41 are fixed on both sides of the base steel frame 4, and the anchor piles 41 are inserted and buried in the subbase layer 12 of the old pavement 1, so that the base steel frame 4 is fixedly connected to the subbase layer 12 of the old pavement through the anchor piles 41; the cross-section of the structural slot 11 is an isosceles trapezoidal structure, and the length of the upper top surface of the structural slot 11 is smaller than the length of the lower bottom surface, which can provide a larger support area, especially at the joint of the new and old pavements, which helps to disperse the load, improve the stability of the overall structure, and reduce the risk of separation between the new and old pavements due to structural differences.

[0023] As a preferred embodiment, both ends of the transverse steel bars 21 pass through the side of the old pavement 1, and reinforcement layers 6 are cast on both sides of the old pavement 1. A base plate 61 is embedded in the reinforcement layer 6, and both ends of the transverse steel bars 21 are inserted into the reinforcement layer 6 and connected to the base plate 61. Multiple transverse steel bars 21 can connect the structures of the new and old pavements more tightly together to form an overall force system, avoiding separation or dislocation of the new and old pavements due to loose bonding, and the reinforcement layer 6 can enhance the structural strength of the side of the old pavement 1, further ensure the integrity of the splicing of the new and old pavements, and prevent vehicle loads from causing excessive fracturing of the splicing position of the new and old pavements, which directly leads to high and low dislocation of the new and old pavements.

[0024] In this embodiment, a plurality of inner guard plates 62 are arranged along the length direction in the bottom base layer 22 of the new pavement 2, and each base steel frame 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 inner guard plate 62 one by one; a positioning plate 64 is slidingly 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 be loaded with horizontal internal stress by the corresponding connecting steel bars 63, so that when a vehicle passes by the new pavement, the inner guard plate 62 can maintain the structural rigidity of the bottom base layer 22 of the new pavement 2 under the pulling of the connecting steel bar 63, thereby avoiding structural failure caused by local deformation or stress concentration, and improving the deformation resistance of the new pavement.

[0025] In this embodiment, the heights of the inner guard plates 62 are different, and the height of the inner guard plates 62 close to the base steel frame 4 is smaller than the height of the inner guard plates 62 away from the base steel frame 4, thereby forming a stepped stress loading in the subbase layer 22 of the new pavement 2, so that the relatively upper area of ​​the subbase layer 22 can maintain stronger stability.

[0026] In this embodiment, the edge protection unit 3 includes two symmetrically distributed edge protection frames 31, each of which is fixed to the upper layer of the old pavement 1 and the upper layer of the new pavement 2 by anchor nails. The cross-section of the edge protection frame 31 is set to an L-shaped structure, and its vertical side wall is provided with a claw groove 32; a connecting plate 33 is vertically arranged between the two edge protection frames 31, and the two ends of the connecting plate 33 are slidingly connected to the inner wall of the claw groove 32, and the lower end of the connecting plate 33 is vertically connected to 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 to a slope structure; so that when the fixing rod 34 slides downward, the sliding contact between the claw groove 32 and the connecting plate 33 makes the two edge guards 31 close to each other, forming a "self-locking" effect, further enhancing the overall stability of the joint between the new and old road surfaces; the base steel frame 4 is horizontally slidably connected with a rib rod 35, and the end of the rib rod 35 is fixed with an oblique block 36, and the lower end of the fixing rod 34 is fixed with a top block 37, and the oblique block 36 is in sliding contact with the top block 37, so that when the oblique block 36 on the rib rod 35 is adjusted along the horizontal sliding, it can control the fixing rod 34 to gradually slide downward through the sliding contact with the top block 37.

[0028] In this embodiment, the damping unit 5 includes a damping rod 51, which is vertically inserted into the waterproof layer 23 of the new pavement 2. It can effectively absorb and disperse dynamic loads in the vertical direction (such as vibrations generated when a vehicle is driving), reduce structural fatigue and damage to the new pavement 2, and a reinforcing plate 52 is fixed to the end of the damping rod 51. The reinforcing plate 52 is buried between the waterproof layer 23 and the upper layer of the new pavement 2 to prevent displacement or damage to the waterproof layer 23 due to load, thereby improving the waterproof performance; the base steel frame 4 is slidingly connected to the two sides of the damping rod 51 with a guide rod 43, and one end of the guide rod 43 is hinged to a chain plate 42. The lower end of the output shaft of the damping rod 51 is hinged to each chain plate 42 through a spring, so that when the output shaft of the damping rod 51 is pressed down and slid, it can push the chain plates 42 to aggregate in a V shape.

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

[0030] The above is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with this technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solutions and inventive concepts of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A new and old roadbed splicing structure based on a settlement equalization system, characterized by: It includes a structural slot (11) excavated in the bottom base layer 1 (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 bottom base layer 1 (12) of the old road surface (1), and the bottom base layer 2 (22) of the new road surface (2) is laid outside the constrained base steel frames (4); A side guard unit (3) is provided 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), and each transverse steel bar (21) is horizontally connected and fixed in the base steel frame (4); A plurality of evenly distributed damping units (5) are also vertically provided on each base steel frame (4); The edge protection unit (3) includes two symmetrically distributed edge protection frames (31), each of which is fixed to the upper layer of the old road surface (1) and the upper layer of the new road surface (2) by anchor nails. The cross section of the edge protection frame (31) is set to an L-shaped structure, and its vertical side wall is provided with a claw groove (32); A connecting plate (33) is vertically provided between the two edge guard frames (31), 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 to a fixing rod (34), and the lower end of the fixing rod (34) is deeply connected to the base steel frame (4); A plurality of inner guard plates (62) are arranged and distributed along the length direction in the second bottom base layer (22) of the new road surface (2), and connecting steel bars (63) corresponding to the inner guard plates (62) are provided in each base steel frame (4), and the connecting steel bars (63) are connected to each inner guard plate (62) in a one-to-one correspondence; a positioning plate (64) is slidably provided in the base steel frame (4), and the other end of the connecting steel bar (63) is connected to the positioning plate (64); The inner wall cross-section of the claw groove (32) is set to an inclined surface structure; a rib rod (35) is horizontally slidably connected in the base steel frame (4), an oblique block (36) is fixed to the end of the rib rod (35), and a top block (37) is fixed to the lower end of the fixed rod (34), and the oblique block (36) and the top block (37) are in sliding contact; 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 to the end of the damping rod (51), and the reinforcing plate (52) is buried between the waterproof layer (23) and the upper layer of the new road surface (2); Guide rods (43) are slidably connected to both sides of the damping rod (51) in the base steel frame (4), and one end of the guide rods (43) is hinged to a chain plate (42). The lower end of the output shaft of the damping rod (51) is hinged to each chain plate (42) through a spring. The guide rods (43) in the damping units (5) located on both sides of the base steel frame (4) are respectively connected to the reinforcement rods (35) and the positioning plates (64).

2. The new and old roadbed splicing structure based on the settlement equalization system according to claim 1 is characterized by: Each of the base steel frames (4) is laid horizontally along the length direction of the old road surface (1), and anchoring piles (41) are fixed on both sides of the base steel frame (4), and the anchoring piles (41) are inserted and buried in the bottom base layer (12) of the old road surface (1); The cross section of the structural slot (11) is an isosceles trapezoidal structure, and the length of the upper top surface of the structural slot (11) is shorter than the length of the lower bottom surface.

3. The new and old roadbed splicing structure based on the settlement equalization system according to claim 1 is characterized by: Both ends of each transverse steel bar (21) pass through the side of the old road surface (1), and a reinforcement layer (6) is cast on both sides of the old road surface (1). A base plate (61) is embedded in the reinforcement layer (6), and both ends of the transverse steel bar (21) are inserted into the reinforcement layer (6) and connected to the base plate (61).

4. The new and old roadbed splicing structure based on the settlement equalization system according to claim 1 is characterized by: The heights of the inner guard plates (62) are different, and the height of the inner guard plates (62) on the side close to the base steel frame (4) is smaller than the height of the inner guard plates (62) on the side away from the base steel frame (4).

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