Fabricated lightweight concrete airport pavement construction method

Abstract

The invention relates to a construction method of an assembled lightweight concrete airport pavement, which adopts an autoclaved ceramsite aggregate grading optimization and additional water compensation process, so that lightweight concrete has high strength, freezing and thawing resistance and wear resistance while reducing weight, and the contradiction between concrete density and strength is solved; the reverse-hitting one-time forming technology is adopted in the technology in combination with an innovative mold system, the mold disassembly and assembly time is greatly shortened, the prefabrication efficiency is improved, and the pavement texture forming quality is ensured; in the aspects of connection and fine adjustment, a multifunctional sleeve self-locking device is matched with a spherical hinge steel cushion block, so that high-precision control over gaps and height differences between plates is achieved, and the installation time is shortened; and the grouting process adopts a bin separation design and a threaded sleeve sealing technology, so that the grouting compactness is improved, the construction time is saved, and a cavity at the bottom of the pavement slab can be effectively eliminated. On the premise that the strength and durability of the airport pavement structure are ensured, the weight of the fabricated pavement structure is reduced, construction is rapid, the quality is controllable, and the environmental adaptability is improved.

Description

Technical Field

[0001] The invention relates to the field of concrete pavement construction, in particular to a method for constructing an assembled lightweight concrete airport pavement, and belongs to a construction technology in the field of airport infrastructure. Background Art

[0002] With the development of my country's transportation industry, airports, as national hub projects, are shouldering an ever-increasing volume of air transport. As the primary load-bearing structure for airport runways and taxiways, the construction quality, efficiency, and maintainability of pavements directly determine the overall performance of airports. Traditional airport pavements primarily rely on on-site cast-in-place concrete technology. Despite its adaptability and extensive construction experience, these technologies suffer from numerous shortcomings, including long construction cycles, high quality fluctuations, difficult maintenance, and stringent environmental requirements. These shortcomings are particularly evident when faced with urgent repairs, construction, and emergency response requirements, resulting in bottlenecks such as slow response times and a heavy workload for coordination.

[0003] In recent years, prefabricated concrete pavements have been gradually adopted. Their core concept is to transport prefabricated pavement panels to the construction site for laying and connection. This approach offers advantages such as a short construction period, high-quality finished products, and environmental and energy-saving features. However, existing prefabricated pavement technology still faces the following challenges: First, the heavy structure leads to high transportation and hoisting costs; second, the complex connection structure requires high-skilled construction personnel; and third, the difficulty in ensuring grouting density and pavement panel leveling accuracy, which affects the overall service life and operational safety of the pavement. Therefore, a new prefabricated airport pavement construction method with high construction efficiency, reliable connections, and excellent performance is urgently needed. Summary of the Invention

[0004] In response to the above-mentioned defects of the above-mentioned prior art, the present invention provides a method for constructing an assembled lightweight concrete airport pavement. This method adopts high-performance lightweight concrete materials, optimizes the prefabrication process and connection structure, and innovates the grouting and leveling mechanism. Under the premise of ensuring the structural strength and durability of the airport pavement, it achieves structural weight reduction, accelerated construction, controllable quality and improved environmental adaptability.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows: A method for constructing an assembled lightweight concrete airport pavement comprises the following steps: S1. The prefabricated pavement adopts a high-performance lightweight concrete preparation process, which includes the preparation of lightweight aggregate concrete without pre-wetting and the regulation of high-performance concrete admixtures; wherein, solid waste autoclaved ceramsite is used as the main aggregate for preparing high-performance lightweight concrete, a screening method is used to design the optimal aggregate gradation, and a process without pre-wetting and compensating for added water and a high-performance composite admixture are used to prepare the high-performance lightweight concrete; S2. The production and installation process of prefabricated pavement panels includes one-time casting and forming, rapid turnover of lightweight composite formwork, use of embedded sleeves, and fine-tuning of pavement panel assembly. Prefabricated pavement panels adopt a reverse one-time molding process, using the roughening and grooves of the polyurethane bottom mold to form the texture. After the lightweight concrete is cast and formed, the mold is removed and flipped to obtain a prefabricated pavement panel with a uniform surface texture. The side mold is made of aluminum alloy, and a separate silicone mold is provided on the outside of the side mold. The separate silicone mold is used to form a reserved cavity for installing connecting parts on the pavement panel. The embedded sleeve is embedded with a hollow screw with a hole. The embedded sleeve and the hollow screw with a hole can be used to lift, level, grout and exhaust the pavement panel. The auxiliary limiter realizes the spatial positioning of the pavement panel during assembly and maintains the assembly flatness of the pavement panel. S3. The prefabricated pavement adopts a compartment grouting process, which includes compartment sealing and pressure grouting. First, the pavement panels are hollowed and leveled for assembly, and then the bottom of the pavement panels are filled with grouting. The size of the compartments is calculated based on the amount of grouting each time. Then, partitions are used to divide the pavement panels into compartments, and the slurry is sealed. By modifying the grouting head of the pressure grouting device, it is sealed and connected to the embedded sleeve to achieve grouting at the bottom of the pavement panel.

[0006] Furthermore, the limiter is a T-shaped steel limiter, and the common point area of 4 adjacent road panels is set on the limiter horizontally and vertically to ensure that the error between the actual height of the road panel and the preset height is no more than 2mm.

[0007] Furthermore, the road panels are connected to adjacent road panels through embedded parts and connecting parts; in this process, it is necessary to assist in the leveling of the road panels, and the height adjustment of the road panels is achieved through the cooperation of embedded sleeves, push screws and ball-hinged steel pads. Among them, the end of the push screw is in the shape of a ball hinge, and the concave design of the ball-hinged steel pad is combined with the vertical force between the road panel and the foundation layer to always maintain verticality, thereby ensuring the fine-tuning quality of the road surface elevation and avoiding twisting of the road panel.

[0008] Furthermore, the raw materials of lightweight concrete also include: cement, fly ash, medium sand, water and water reducer, wherein, taking into account factors such as local temperature conditions, the dosage of the admixture is 0.4%~0.8% of the mass of the lightweight concrete, and the admixture includes at least one of a water reducer, an expansive agent and a coagulant. Furthermore, the autoclaved ceramsite includes three different particle sizes: the first autoclaved ceramsite is 3-5 mm, the second autoclaved ceramsite is 6-10 mm, and the third autoclaved ceramsite is 11-16 mm, and the volume ratio of the first autoclaved ceramsite, the second autoclaved ceramsite and the third autoclaved ceramsite in the lightweight concrete is 7:8:4. Furthermore, the process of compensating for additional water without pre-wetting first tests the water absorption rate of the lightweight aggregate, and then separately measures the amount of water used to pre-wet the lightweight aggregate, which is additionally added to the calculated water amount for the water-cement ratio of the concrete design strength. Furthermore, a polyurethane concave tongue-and-groove embedded part is provided in the middle of the side mold; and a double-sided tape is provided at the bottom of the aluminum alloy side mold to fit with the polyurethane bottom mold to prevent the slurry from flowing out. Furthermore, the connection of the road panels is achieved by connecting adjacent road panels through embedded parts and connecting parts; wherein, the separate silicone connecting parts on the road panels form a concave tongue and groove, and the embedded parts are arranged in the concave tongue and groove, and the embedded parts of adjacent road panels are connected by connecting parts.

[0009] Furthermore, grouting molding is used, and the road surface panels of the airport pavement are formed by compartmentalized grouting molding; wherein the pre-buried casing and the grouting pipe two-way joint are tightly connected, and the ends of the body are treated with steel baffles + mortar edge sealing. Compared with the prior art, the present invention has the following beneficial effects: The lightweight concrete prefabricated airport pavement construction method of the present invention adopts autoclaved ceramsite aggregate grading optimization and additional water compensation technology to enable lightweight concrete to have high strength, freeze-thaw resistance and wear resistance while reducing weight, solving the contradiction between density and strength of traditional concrete; in terms of process, the reverse one-time molding technology is combined with an innovative mold system to greatly shorten the mold disassembly and assembly time, improve prefabrication efficiency, and ensure the quality of pavement texture molding; in terms of connection and fine-tuning, through the T-stop technology, the separate silicone connector of the ball joint push system is used for collaborative fine-tuning to achieve high-precision control of the gap and height difference between the plates, and shorten the installation time; the grouting process uses a compartment design and threaded sleeve sealing technology to improve the grouting density and grouting material strength, save construction time, and can effectively eliminate the voids at the bottom of the pavement panel. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a flow chart of the method for constructing an assembled lightweight concrete airport pavement in this application; Figure 2 It is a structural diagram of the first type of road panel in this application; Figure 3 This is a schematic structural diagram of the first embedded part and connector in this application; Figure 4 It is a structural diagram of the second type of road panel in this application; Figure 5 This is a schematic structural diagram of the second embedded part and connector in this application; Figure 6 It is a structural diagram of the second type of road panel in this application; Figure 7This is a schematic structural diagram of the second embedded part and connector in this application; Figure 8 It is a schematic diagram of the connection of rectangular road panels in this application; Figure 9 This is a schematic diagram of the connection of the hexagonal road panels in this application; Figure 10 This is a schematic diagram of the panel processing steps in this application; Figure 11 This is a schematic diagram of the panel installation in this application; Figure 12 This is a schematic diagram of the classification of autoclaved ceramsite in this application; Figure 13 It is a schematic diagram of the multifunctional embedded sleeve and embedded screw in this application; Figure 14 This is a schematic diagram of the polyurethane PU bottom mold (with its own texture) of this application; Figure 15 is a schematic diagram of an example of a project demonstration area in this application. DETAILED DESCRIPTION

[0011] The following is combined with Figure 1-15 The present invention will be further described in detail with specific implementations to facilitate a clear understanding of the present invention, but they do not constitute a limitation to the present invention.

[0012] As attached Figure 1-15 As shown, the embodiment of the present application relates to a method for constructing an assembled lightweight concrete airport pavement, comprising the following steps: S1. The prefabricated pavement adopts a high-performance lightweight concrete preparation process, which includes the preparation of lightweight aggregate concrete without pre-wetting and the regulation of high-performance concrete admixtures; among them, autoclaved ceramsite is used as the main aggregate for preparing high-performance lightweight concrete, the screening method is used to design the optimal gradation of aggregates, and the high-performance lightweight concrete is prepared by a process without pre-wetting and compensating for additional water and a high-performance composite admixture.

[0013] S2. The production and installation process of prefabricated pavement panels includes one-time casting and forming, rapid turnover of lightweight composite formwork, use of embedded sleeves and fine-tuning of pavement panel assembly; the prefabricated pavement panels adopt a reverse one-time molding process, using the roughening and grooving of the polyurethane bottom mold to form the texture. After the lightweight concrete is cast and formed, the mold is removed and flipped to obtain a prefabricated pavement panel with a uniform specification texture on the surface; the side mold is made of aluminum alloy, and a separate silicone mold is provided on the outside of the side mold. The separate silicone mold is used to form a reserved cavity on the pavement panel for installing connecting parts; the embedded sleeve is embedded with a hollow threaded screw with a hole. The embedded sleeve cooperates with the hollow threaded screw with a hole to lift, level, grout and vent the pavement panel. The auxiliary limiter realizes the spatial positioning of the pavement panel during assembly and maintains the assembly flatness of the pavement panel. S3. The prefabricated pavement adopts a compartment grouting process, which includes compartment sealing and pressure grouting. First, the pavement panels are hollowed and leveled for assembly, and then the bottom of the pavement panels are filled with grouting. The size of the compartments is calculated based on the amount of grouting each time. Then, partitions are used to divide the pavement panels into compartments, and the slurry is sealed. By modifying the grouting head of the pressure grouting device, it is sealed and connected to the embedded sleeve to achieve grouting at the bottom of the pavement panel.

[0014] In this embodiment, lightweight concrete is prepared, using autoclaved ceramsite as the main raw material, and is graded and optimized, and then the lightweight concrete is prepared. Specifically, the mix ratio of high-performance lightweight concrete is first designed, using autoclaved ceramsite as the main lightweight aggregate, and through graded optimization and volumetric method, a concrete material ratio is designed that meets the requirements of 28-day compressive strength greater than 56MPa, flexural strength greater than 6.5MPa, impermeability grade not less than P12, and freeze-thaw resistance greater than 300 times. Water is added to the lightweight concrete according to the actual water consumption of the concrete water-cement ratio in the prepared lightweight concrete. This process breaks the traditional preparation process of pre-wetting lightweight aggregates. Through the "additional water" pre-wetting-free preparation process, pre-wetting time is saved and installation efficiency is improved. In addition, the "additional water" pre-wetting-free preparation process can exempt pre-wetting operations at the construction site, thereby improving production efficiency. At the same time, the quality of lightweight concrete can be better controlled, avoiding factors such as the environment and personnel experience from affecting the quality of the finished product.

[0015] In this embodiment, pavement panels are prepared using a reverse-blow one-shot molding technology. Specifically, the construction concept of a "mobile factory" is implemented, and the pavement panels are not limited to being formed in a prefabricated plant using a polyurethane base mold and aluminum alloy side molds. This molding process completes the texture production in one go and skips the traditional lightweight aggregate pre-wetting step through the dry mixing method, thereby improving prefabrication efficiency. The PU polyurethane base mold has a built-in "roughening and grooving" texture design. After the lightweight concrete is poured and formed, the mold is removed and flipped to obtain a prefabricated pavement panel with a uniform surface texture, effectively ensuring its anti-slip performance. The lightweight design of the aluminum alloy side mold has a unit component mass of less than 15kg, which can be quickly disassembled and assembled by one person. In addition, the design of a separate silicone mold (reserving holes for connectors) allows for one-day preparation and one-day maintenance without damage to the mold, greatly improving the mold turnover rate and pavement panel production efficiency.

[0016] In this embodiment, pre-embedded sleeves are provided in at least three sleeves in the pavement panel. The sleeves can be used for hoisting, leveling and / or grouting, and are evenly arranged to ensure the stability of the structure. The sleeves generally adopt threaded sleeves, which are convenient for grouting to achieve sealing. Combined with the compartment grouting technology, the concrete slurry will overflow from the threaded sleeve port after being filled, effectively eliminating the void at the bottom of the pavement panel. Among them, the multifunctional pre-embedded sleeves are embedded with hollow threaded screws with holes, which can be used for hoisting, leveling, grouting, exhausting and other functions of the pavement panel. The threaded sleeves realize the function of hoisting the pavement panel, and the embedded hollow threaded screws with holes can realize the function of lifting the pavement panel. The screws are hollow and have holes at the bottom to realize the functions of grouting and exhausting. The end of the push screw is in the shape of a ball joint, supplemented by the concave design of the base layer steel pad. The two interact with each other so that the vertical force between the pavement panel and the base layer always remains vertical, thereby ensuring the fine-tuning quality of the pavement elevation and preventing the pavement panel from twisting.

[0017] In this embodiment, the limiter adopts a T-shaped steel limiter, which can realize the spatial positioning of the pavement during assembly and ensure the smoothness of the pavement assembly. The common point area of 4 adjacent pavement panels is arranged horizontally and vertically on the limiter to ensure that the actual height of the pavement panel and the preset height error are no more than 2mm. Specifically, each set of limiters is used for precise positioning of the boundaries of both sides of a pavement panel. The top surface of the limiter is consistent with the elevation of the base layer. Its structure includes a base, a column and a limit flange. Through the positioning of the laser instrument and the coordinate system, the boundary error of the pavement panel can be further controlled within ±1mm, avoiding the problems of misalignment and tilt of the pavement panel during the paving process. The limiter can be used repeatedly to meet the needs of batch paving. In this embodiment, the connection of the road panels is achieved by pre-embedded parts and connectors to connect the adjacent road panels. In this process, it is necessary to assist in the leveling of the road panels, and the embedded sleeves, ball-jointed steel pads and jacking screws cooperate with each other to accurately adjust the height of the road panels. Specifically, the ball-jointed steel pads are laid at the opening of the embedded sleeves. The side of the ball-jointed steel pads close to the road panel is concave and convex. After the jacking screw passes through the embedded sleeves, it can be limited and fixed by the concave and convex settings on the ball-jointed steel pads to avoid slipping of the jacking screw during the leveling process. The leveling process is controlled by a level meter in combination with a laser level meter for elevation control. Each road panel can be fine-tuned at multiple points through multiple embedded sleeves, among which the single-point fine-tuning accuracy can reach 1mm, ensuring that the overall road surface flatness meets the requirements of the International Civil Aviation Organization (ICAO) standards and avoiding structural stress concentration and early damage due to local unevenness.

[0018] In this embodiment, the raw materials for lightweight concrete also include: cement, fly ash, medium sand, water, and a water reducer. The admixture dosage is 0.4% to 0.8% of the weight of the lightweight concrete, depending on factors such as local temperature. The admixture includes at least one of a water reducer, an expansive agent, and a coagulant. The mix ratio of the autoclaved ceramsite lightweight aggregate concrete is shown in Table 1 below.

[0019] Table 1 Mix ratio of lightweight aggregate concrete

[0020] Although lightweight aggregate has the advantages of being lightweight, high-strength, thermally insulating, durable, and environmentally friendly, its water absorption and buoyancy properties are the biggest limiting factor in its application in construction. This is because different batches and types of lightweight aggregate have different densities, and their water absorption properties are affected by the aggregate preparation process and on-site temperature conditions. The working performance of lightweight aggregate concrete prepared on-site is difficult to control. Under experimental conditions, saturated water absorption treatment is often carried out first, and the concrete mix ratio is prepared after the lightweight aggregate water absorption stabilizes. However, in the actual large-scale prefabrication of lightweight aggregate concrete, in order to fully achieve saturated water absorption of the lightweight aggregate, professional control, special closed containers, a specific amount of additional water, and a specific water absorption time are required. In other words, a specific lightweight aggregate pre-wetting process is required to meet this condition. However, the refined operation of this process seriously limits the large-scale application of lightweight aggregate concrete.

[0021] Therefore, it is necessary to measure the amount of water absorbed by lightweight aggregate at different mixing times, and then add this water amount as additional water to the design of the water amount of lightweight aggregate concrete mix ratio. That is, in the process of preparing lightweight aggregate concrete, the pre-wetting step of lightweight aggregate is omitted, and the dry mix is directly put into the mixing container. The additional water absorption of the aggregate is not included in the water-binder ratio of lightweight aggregate concrete, but is directly put into the mixing container together with the water amount of the concrete water-binder ratio. Combined with the preparation conditions and temperature on site, the appropriate mixing time is selected to complete the prefabrication of lightweight aggregate concrete.

[0022] For example, the water absorption rate of a batch of lightweight aggregate with different mixing times is shown in Table 2 below.

[0023] Water absorption rate = added water / dry mass of aggregate, unit: %.

[0024] Table 2 Water absorption rate of lightweight aggregate (autoclaved ceramsite) at different times

[0025] The formulated high-performance lightweight autoclaved ceramsite concrete (using the concrete in Table 1 as an example) is characterized by its light weight and excellent durability. Specifically, the lightweight concrete pavement density is approximately 1890-1950 kg / m³, which is 20%-25% lighter than ordinary concrete pavements, and increases transportation capacity by >20% under the same load conditions. The specially formulated lightweight concrete pavement material has a flexural strength of 6.8-7.2 MPa, a 36% increase over the 5 MPa specified in airport pavement specifications. It also exhibits excellent impermeability, meeting the P12 grade as verified by the step-by-step pressurization method. It also exhibits excellent freeze-thaw resistance, with a mass loss of less than 0.6% after 300 freeze-thaw cycles. It also exhibits excellent wear resistance, with a wear loss of 2.45 kg / m² measured according to the "Test Method for Abrasion Resistance of Cement Mortar" (JC / T 421-2023), which exceeds the wear requirement for first-class highways.

[0026] In this embodiment, the autoclaved ceramsite includes three different particle sizes: the first autoclaved ceramsite is 3-5 mm, the second autoclaved ceramsite is 6-10 mm, and the third autoclaved ceramsite is 11-16 mm, and the volume ratio of the first autoclaved ceramsite, the second autoclaved ceramsite, and the third autoclaved ceramsite in the lightweight concrete is 7:8:4. The autoclaved ceramsite uses industrial solid waste as raw material to prepare autoclaved ceramsite lightweight aggregate, and the mixed gradation design is based on the load characteristics of the airport pavement. The aggregate used includes autoclaved ceramsite of different particle sizes and natural river sand, of which the fine aggregate accounts for not less than 25%. The component's deadweight is reduced by controlling the dry density to no more than 1950 kg / m³. At the same time, the working performance is adjusted by adding admixtures, thereby achieving a component weight reduction of more than 20% without sacrificing the strength and durability of the pavement. The concrete produced has multiple properties such as high strength, durability, impermeability, wear resistance, and environmental protection, and is suitable for large-scale factory production of pavement panels and prefabricated construction site applications.

[0027] In this embodiment, the road panel is formed by compartment grouting, and the compartment grouting process is achieved with the help of a preset compartment system. The compartment system is composed of a 5mm thick steel plate and a fast-hardening high-bonding mortar, which is used to construct an independent grouting unit at the end of the road panel to ensure that the grouting pressure in each area is independently controllable; the grouting material is a three-component high-strength slightly expansive cement-based slurry, which is connected to the multi-functional sleeve channel through the grouting sleeve, and the grouting pressure is controlled to 0.3-0.5MPa in a partitioned manner. After the grouting is completed, the curing time is controlled within 6-8 hours to ensure that the bottom of the structure is dense and free of hollows, thereby improving the overall durability.

[0028] In this embodiment, the edge chamfers of the road panel after forming are chamfered by an arc-shaped dry grinding method that does not require the participation of water and is achieved through mechanical grinding. The chamfer radius is 5mm~10mm, and the chamfer depth is controlled within 2mm. It is formed by uniformly grinding horizontally along the edge of the board using a handheld angle grinder to avoid damage to the edges and corners during transportation, lifting and use, thereby improving the edge integrity of the road panel. At the same time, this process does not affect the mold structure design and concrete pouring, and can be completed within 1 day after the road panel is demolded, ensuring that the overall construction period is not delayed.

[0029] In this embodiment, the pavement slab is prepared using a reverse-blow, one-step molding technique. The mold consists of a polyurethane base mold and aluminum alloy side molds. The polyurethane base mold is roughened and grooved, and the aluminum alloy side molds are provided with a polyurethane tongue-and-groove embedded part in the middle. The bottom of the aluminum alloy side mold is fitted with 10mm-thick double-sided tape to adhere to the polyurethane base mold and prevent slurry from flowing out. Specifically, a textured and grooved mold surface is first machined onto a steel or polyurethane base mold according to airport pavement specifications. The aluminum alloy side molds are then placed on the mold platform. These side molds consist of six pieces, are lightweight, and can be operated by one person. Double-sided tape and channel steel supports ensure mold stability. During pouring, a dry mix method is used for lightweight aggregate without pre-wetting. During addition, the additional water absorption is included in the total water consumption and added simultaneously to the mixing equipment. The concrete mixing time is adjusted in conjunction with the mixing method of a self-mixing truck. Finally, through vibration, curing, and mold reversal, the lightweight concrete pavement slab with a smooth surface and satisfactory strength is produced.

[0030] Among them, compared with the steel base membrane, the polyurethane base mold has the problems of high cost, heavy weight and easy rust. Therefore, the polyurethane material with a cost less than 1 / 5 of the steel mold is used to design the base mold. The advantages of the polyurethane base mold are strong plasticity, low cost, light weight, easy transportation, corrosion resistance, etc. The main disadvantage is obvious thermal expansion and contraction.

[0031] In this embodiment, the road panels are connected using embedded components and connectors. Separate silicone connectors on the road panels form recessed grooves, within which embedded components are positioned. The embedded components of adjacent road panels are connected via the connectors. Specifically, specially designed, reusable separate silicone connectors are used in conjunction with the embedded components for precise positioning, ensuring the flatness and verticality of the connectors. Once the road panels are cured and formed, the 1:1 silicone connectors are removed to accurately position the steel connectors. The biggest advantage of silicone connectors is the separate design of connecting embedded parts and aluminum alloy side molds. The disassembly and assembly of aluminum alloy side molds for precast concrete pavements no longer requires consideration of issues such as mold flipping, whether the reserved connection holes are properly maintained, and damage to the disassembly edges. The separate silicone connectors can be removed by themselves after the concrete pavement panels are fully cured. This design improves the rate of prefabrication of prefabricated pavements and achieves a turnover efficiency nearly three times that of aluminum alloy side molds. Originally, the concrete pavement needed to be cured for three days before demolding. Now, through this design, the curing time is greatly shortened to one day for demolding, and the curing time is reduced by two days.

[0032] In this embodiment, the tongue-and-groove includes a tongue-and-groove formed on the surface of the road panel, a tongue-and-groove extending through the middle of the road panel, and a tongue-and-groove formed at the bottom of the road panel. Different embedded parts and connectors are provided for different tongue-and-groove types, specifically including a first type of embedded parts and connectors, a second type of embedded parts and connectors, and a third type of embedded parts and connectors.

[0033] The first type of embedded parts and connecting parts, in which a recessed groove is provided on the surface of the road panel, and a first embedded part is provided in the recessed groove. The first embedded part adopts a threaded sleeve, and the connecting part adopts two sections of metal keys with connecting holes. The two ends of the metal key are respectively connected to the threaded sleeves of the two road panels. The adjacent road panels are fixed by passing the fixing bolts through the connecting parts and the threaded sleeves in sequence.

[0034] The second type of embedded parts and connectors features a tongue-and-groove cutout along the thickness of the pavement panel. The connectors are connected to a connecting mid-plate. The embedded parts include reinforcing ribs, end plates, and lugs. The ribs and end plates are embedded in the middle of the pavement panel. The side of the reinforcing ribs facing away from the pavement panel is connected to the end plate, and the side of the end plate facing away from the reinforcing ribs is connected to the lug. The lugs of adjacent pavement panels are connected via the connecting mid-plate. The concealed design of the connector on the side of the pavement panel not only enhances the overall aesthetics and safety of the pavement but also addresses the high positioning requirements and low installation efficiency of traditional pavement systems.

[0035] The third type of embedded parts and connecting parts has a recessed groove at the bottom of the road panel, and the embedded parts use connecting sleeves, which are set in the recessed groove. Fixed parts are set at both ends of the connecting parts. By matching the two ends of the connecting parts with the connecting sleeves of adjacent road panels, effective connection between the road panels is achieved, thereby constructing the structural system of the entire road surface.

[0036] The actual case comparison of this application is as follows: Figure 13 As shown, in a certain project, the demonstration area covers approximately 1,500 square meters. Based on the different pavement types, the project is divided into prefabricated ordinary concrete pavement, prefabricated lightweight concrete pavement, and cast-in-place concrete pavement, with the prefabricated concrete pavement covering approximately 650 square meters. The foundation treatment and water-stabilizing layer paving of the three types of pavement within the project area were essentially the same. During the same period, nearly 60 prefabricated concrete pavement panels were prefabricated and maintained. The cast-in-place concrete area took two days to pour on-site, and after entering the curing period of two weeks, the grooving and chamfering of the cast-in-place concrete pavement were completed. On-site marking, lifting, paving, and leveling were carried out in the prefabricated concrete pavement area, which took 1.5 days to complete. High-strength, slightly expansive grouting material was used for compartmentalized grouting of the prefabricated pavement. Field measurements of this material's compressive strength after three days demonstrated a strength of approximately 35 MPa, far exceeding conventional requirements and fully guaranteeing the structural stability and load-bearing capacity of the prefabricated pavement. Two grouting machines and two teams worked in separate areas, completing the entire grouting task in two days. This saved nearly 20 days in terms of time alone.

[0037] This application solves many problems of traditional prefabricated airport pavements in terms of material weight reduction, construction efficiency, connection accuracy and durability through systematic technological innovation. It realizes the optimization of the entire process from material preparation, pavement panel prefabrication to on-site installation, significantly improving the quality and efficiency of airport pavement construction, reducing costs and environmental impact, and providing strong support for the widespread application and sustainable development of prefabricated airport pavements. In terms of materials, through the optimization of autoclaved ceramsite aggregate grading and the additional water compensation process, a lightweight concrete with low density, high strength, excellent durability and wear resistance was successfully prepared, which reduced the weight of the pavement panel while ensuring its load-bearing capacity, reduced transportation and lifting costs, and was fully verified in the demonstration project. In terms of process, the innovative reverse-strike one-time molding technology combined with polyurethane bottom molds and aluminum alloy side molds greatly shortens the mold disassembly and assembly time, improves prefabrication efficiency, and ensures the one-time molding of the pavement texture and surface flatness. The combination of portable aluminum alloy formwork and separate silicone embedded parts further simplifies the mold disassembly and assembly process and improves construction efficiency. In terms of connection and leveling technology, the synergistic effect of T-shaped limiters, a ball joint push system, and split silicone connectors achieves high-precision control of inter-slab gaps and height differences, ensuring smooth aircraft takeoff and landing and the integrity of the pavement. In terms of grouting technology, compartmentalized grouting technology combined with a threaded sleeve sealing design improves grouting density, enhances the stability of the pavement structure, and eliminates the risk of cavitation in the base layer.

[0038] The above is merely a preferred embodiment of the present invention and does not constitute any formal limitation on the structure of the present invention. The layout and number of the present invention are not limited to this example and can be optimized according to actual engineering practices. Any modifications, equivalent changes, and decorations to the above embodiment based on the technical principles of the present invention that do not depart from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A method for constructing an assembled lightweight concrete airport pavement, characterized in that: The specific steps include: S1. The prefabricated pavement adopts a high-performance lightweight concrete preparation process, which includes the preparation of lightweight aggregate concrete without pre-wetting and the regulation of high-performance concrete admixtures; wherein, solid waste autoclaved ceramsite is used as the main aggregate for preparing high-performance lightweight concrete, a screening method is used to design the optimal aggregate gradation, and a process without pre-wetting and compensating for added water and a high-performance composite admixture are used to prepare the high-performance lightweight concrete; S2. The production and installation process of prefabricated pavement panels includes one-time casting and forming, rapid turnover of lightweight composite formwork, use of embedded sleeves, and fine-tuning of pavement panel assembly. Prefabricated pavement panels adopt a reverse one-time molding process, using the roughening and grooves of the polyurethane bottom mold to form the texture. After the lightweight concrete is cast and formed, the mold is removed and flipped to obtain a prefabricated pavement panel with a uniform surface texture. The side mold is made of aluminum alloy, and a separate silicone mold is provided on the outside of the side mold. The separate silicone mold is used to form a reserved cavity for installing connecting parts on the pavement panel. The embedded sleeve is embedded with a hollow screw with a hole. The embedded sleeve and the hollow screw with a hole can be used to lift, level, grout and exhaust the pavement panel. The auxiliary limiter realizes the spatial positioning of the pavement panel during assembly and maintains the assembly flatness of the pavement panel. S3. The prefabricated pavement adopts a compartment grouting process, which includes compartment sealing and pressure grouting. First, the pavement panels are hollowed and leveled for assembly, and then the bottom of the pavement panels are filled with grouting. The size of the compartments is calculated based on the amount of grouting each time. Then, partitions are used to divide the pavement panels into compartments, and the slurry is sealed. By modifying the grouting head of the pressure grouting device, it is sealed and connected to the embedded sleeve to achieve grouting at the bottom of the pavement panel.

2. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The limiter is a T-shaped steel limiter, and the common point area of 4 adjacent road panels is set on the limiter horizontally and vertically to ensure that the error between the actual height of the road panel and the preset height is no more than 2mm.

3. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The road panels are connected to adjacent road panels through embedded parts and connecting parts; in this process, it is necessary to assist in the leveling of the road panels, and the height adjustment of the road panels is achieved through the cooperation of embedded sleeves, push screws and ball-hinged steel pads. Among them, the end of the push screw is in the shape of a ball hinge, and the concave design of the ball-hinged steel pad is combined with the vertical force between the road panel and the foundation layer to always maintain verticality, thereby ensuring the fine-tuning quality of the road surface elevation and avoiding twisting of the road panel.

4. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The raw materials of the lightweight concrete also include: cement, fly ash, medium sand, water and admixtures. Among them, considering factors such as local temperature conditions, the dosage of the admixture is 0.4%~0.8% of the mass of the lightweight concrete. The admixture includes at least one of a water reducer, an expansive agent and a coagulant.

5. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The autoclaved ceramsite includes three different particle sizes: the first autoclaved ceramsite is 3-5 mm, the second autoclaved ceramsite is 6-10 mm, and the third autoclaved ceramsite is 11-16 mm, and the volume ratio of the first autoclaved ceramsite, the second autoclaved ceramsite and the third autoclaved ceramsite in the lightweight concrete is 7:8:

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6. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The process of compensating for additional water without pre-wetting first tests the water absorption rate of the lightweight aggregate, then separately measures the amount of water used to pre-wet the lightweight aggregate and adds it to the calculated water amount for the water-cement ratio of the concrete design strength.

7. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: A polyurethane concave tongue-and-groove embedded part is provided at the middle of the side mold; a double-sided tape is provided at the bottom of the aluminum alloy side mold to fit with the polyurethane bottom mold to prevent the slurry from flowing out.

8. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The connection of the road panels is achieved by embedding parts and connecting parts to connect adjacent road panels; wherein, the separate silicone connecting parts on the road panels form a concave tongue and groove, and the embedded parts are arranged in the concave tongue and groove, and the embedded parts of adjacent road panels are connected by connecting parts.

9. The method for constructing an assembled lightweight concrete airport pavement according to claim 8, characterized in that: The concave tongue-and-groove includes a concave tongue-and-groove opened on the surface of the road panel, a concave tongue-and-groove passing through the middle position of the road panel, and a concave tongue-and-groove opened at the bottom of the road panel; different embedded parts and connecting parts are provided corresponding to different concave tongue-and-groove.

10. The method for constructing an assembled lightweight concrete airport pavement according to claim 1, characterized in that: The grouting molding, the road surface panel of the airport pavement adopts compartmentalized grouting molding; wherein, the pre-buried casing and the grouting pipe two-way joint are tightly connected, and the end of the body is treated with a steel baffle and mortar edge sealing.

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