Integrated structure of airport cement pavement and drainage ditch cover plate and construction method

Abstract

The invention relates to an airport cement pavement and drainage ditch cover plate integrated structure and a construction method, the integrated structure comprises a cement pavement slab and a drainage ditch, the cement pavement slab is an integrally formed cement concrete layer, the drainage ditch is arranged below the cement pavement slab, and a drainage hole is formed in the cement pavement slab right above the drainage ditch. The construction method comprises the following steps: S1, firstly, pouring the drainage ditch; s2, pouring a cement pavement slab; and S3, final maintenance. The integrated structure is adopted to eliminate the gap between the expansion joint and the interface, the surface water leakage is reduced by more than or equal to 90%, the uneven settlement of the pavement slab and the drainage ditch is controlled within 3 mm and is far lower than the limiting value of 10 mm in the prior art, pavement water accumulation is effectively avoided, aircraft take-off and landing safety is guaranteed, material collaborative design and deformation synchronism optimization are achieved, and the construction efficiency is improved. The stress concentration coefficient of the interface is reduced by more than or equal to 40%, and the damage rate of the interface of the pavement and the drainage ditch is reduced to below 5% from 30-50% in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of airport infrastructure technology, and specifically relates to an integrated structure and construction method for airport cement pavement and drainage ditch cover. Background Technology

[0002] In the field of airport engineering construction, concrete pavement and drainage ditches are core components of airfield infrastructure, and their collaborative performance directly affects airport operational safety and airfield service life. Currently, the design of airport drainage ditches and concrete pavement generally adopts a "separate structure," that is, the two are physically separated in terms of structural layout and plan arrangement by setting expansion joints; among them, drainage ditch covers often use perforated concrete beams as supporting components, which are directly erected on the top of the drainage ditch sidewall, forming a drainage structural unit independent of the pavement (refer to the design requirements for airfield drainage systems in the "Design Code for Airfield Engineering of Civil Airport Flight Area" (MH 5001-2017)).

[0003] The existing technology has the following significant problems and defects: 1. Surface water seepage and uneven settlement: Due to the presence of expansion joints, gaps form between the pavement and the sidewalls of the drainage ditch, allowing surface water to easily seep into the pavement base layer and drainage ditch foundation along these joints. Long-term seepage can soften the pavement base soil and hollow out the drainage ditch foundation, leading to uneven settlement between the pavement and the drainage ditch. Differential settlement disrupts the smooth connection between the drainage outlet and the pavement, preventing surface water from smoothly flowing into the drainage system and causing localized water accumulation on the pavement. This not only affects the stability of aircraft takeoff and landing but also accelerates the formation and propagation of pavement cracks, threatening flight safety.

[0004] 2. Inconsistent Structural Deformation and Damage at the Interface: In traditional designs, pavement slabs and drainage ditch covers differ significantly in material selection, structural dimensions, and construction techniques. Pavement slabs typically use high-strength cement concrete, with a thickness of 20-30cm, to withstand aircraft loads; while drainage ditch covers are mostly thin-walled, perforated concrete components, only 8-12cm thick, with significantly lower support strength and stiffness than pavement slabs. Under long-term environmental loads (such as thermal expansion and contraction due to temperature changes and freeze-thaw cycles) and traffic loads (aircraft takeoff and landing impact loads and taxiing loads), the deformation amounts and patterns of the two differ significantly. This easily leads to significant stress concentration at the interface between the pavement and the cover, resulting in defects such as compression cracks and edge damage. Such damage further exacerbates leakage problems, creating a vicious cycle of "leakage-settlement-damage," significantly shortening the service life of both the pavement and drainage ditches, and increasing the maintenance costs and frequency of airport runways.

[0005] In summary, the insufficient "structure-fluid" coordination caused by the existing separate design is the core bottleneck restricting the safety performance and durability of airport runway infrastructure. There is an urgent need for a technical solution that can achieve integrated design of pavement and drainage ditch cover to solve the fluid-structure interaction coordination problem. Summary of the Invention

[0006] In view of this, the purpose of this invention is to address the shortcomings of the prior art by providing an integrated structure and construction method for airport cement pavement and drainage ditch cover plates, thereby solving the settlement and deformation problems of separate structures.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: An integrated structure of airport concrete pavement and drainage ditch cover plate includes a concrete pavement panel and a drainage ditch. The concrete pavement panel is a one-piece molded concrete layer. The drainage ditch is located below the concrete pavement panel, and drainage holes are opened on the concrete pavement panel directly above the drainage ditch.

[0008] To better realize the present invention, the above structure is further optimized by providing a single-layer bidirectional steel mesh inside the cement pavement panel and vertical and horizontal steel bars inside the sidewall of the drainage ditch.

[0009] To better realize the present invention, the above structure is further optimized by connecting the top of the side wall of the drainage ditch to the bottom of the cement paving panel through a tongue and groove interlocking structure.

[0010] To better realize the present invention, the above structure is further optimized. Multiple drainage holes are evenly spaced along the direction of the drainage ditch. The inner wall of the drainage hole is provided with a guide slope that is narrow at the top and wide at the bottom. The bottom of the drainage ditch is provided with a longitudinal slope of 0.5%-1.0%.

[0011] To better realize the present invention, the above structure is further optimized. The cement pavement slab is made of fiber-reinforced concrete with an elastic modulus of 3.4 × 10⁻⁶. 4 MPa, strength grade not lower than C40, internally containing polypropylene fibers or basalt fibers, wherein the volume percentage of the fibers is 0.8%-1.2%.

[0012] To better realize the present invention, the above structure is further optimized. The drainage ditch is made of impermeable cement concrete with an elastic modulus of 3.2 × 10⁻⁶. 4 MPa, strength grade C35, impermeability grade not lower than P8, and concrete base courses are provided below and on both sides of the drainage ditch, with a concrete base course strength grade of C15.

[0013] To better realize the present invention, the above structure is further optimized. An expansion joint is provided in the middle section of the drainage ditch, and a polyethylene closed-cell foam board is provided in the expansion joint. The end faces of the drainage ditch on both sides of the expansion joint are connected by multiple force transmission rods.

[0014] A construction method for an integrated structure of airport concrete pavement and drainage ditch cover includes the following steps: S1. First, pour the drainage ditch; S2. Then pour the cement pavement slab; S3, final maintenance.

[0015] To better realize the present invention, the above structure is further optimized, and the pouring interval between step S1 and step S2 is not greater than the initial setting time of concrete.

[0016] To better realize the present invention, further optimization is made to the above structure. Step S3 adopts film covering and water spraying curing or steam curing. The film covering and water spraying curing time is not less than 14 days, the steam curing temperature is not higher than 60°C, and the curing time is not less than 7 days.

[0017] Compared with the prior art, the present invention has the following advantages: The integrated structure and construction method for airport concrete pavement and drainage ditch covers provided by this invention eliminates the gap between expansion joints and the interface by using an integrated structure, reducing surface water leakage by ≥90%, and controlling the uneven settlement between the pavement slab and drainage ditch to within 3mm, far below the 10mm limit of existing technologies, effectively preventing pavement water accumulation and ensuring aircraft take-off and landing safety. Material co-design and deformation synchronization optimization reduce the stress concentration factor at the interface by ≥40%, and lower the damage rate at the interface between the pavement and drainage ditch from 30%-50% in existing technologies to below 5%. Simultaneously, the application of impermeable concrete and fiber-reinforced concrete... The freeze-thaw resistance of pavement and drainage ditches has been increased from 300 to over 500 cycles, extending their service life by 5-8 years. The integrated casting process eliminates the need for expansion joint construction and separate cover plate installation, shortening the construction period by 15%-20% and reducing labor and equipment costs by 10%-15%. The integrated structure avoids material waste at the interface in separate designs, saving 5%-8% on concrete usage and indirectly reducing raw material procurement costs. It can be directly applied to new airport runway projects as well as to the renovation of existing airport runways, which is of great significance for improving the level of airport infrastructure construction in my country and ensuring civil aviation safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a cross-sectional view of the present invention; Figure 2 This is a plan view of the drainage holes opened on the cement pavement panel in this invention; Figure 3 This is a cross-sectional view of the location of the expansion joint in this invention; Figure 4 This is a side view of the location of the expansion joint in this invention.

[0020] In the picture: 1-Cement pavement panel, 2-Drainage ditch, 201-Expansion joint, 3-Drainage hole, 4-Concrete base layer, 5-Dowel bar. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0022] In the description of this invention, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0024] Example 1: Please refer to Figures 1-4 The present invention provides an integrated structure for airport concrete pavement and drainage ditch covers, comprising a concrete pavement panel 1 and a drainage ditch 2. The concrete pavement panel 1 is a one-piece molded concrete layer. The drainage ditch 2 is located below the concrete pavement panel 1, with a width of 60cm and a sidewall height of 80cm (height from the bottom of the ditch to the bottom of the cover). Drainage holes 3 are provided on the concrete pavement panel 1 directly above the drainage ditch 2. This invention eliminates the expansion joints used in the prior art to separate the pavement and drainage ditch 2, adopting an integrated casting structure of "pavement-cover-ditch wall," eliminating gaps at the interface, reducing surface water leakage by ≥90%, and controlling the uneven settlement between the pavement panel and the drainage ditch to within 3mm, far below the 10mm limit of the prior art, effectively preventing pavement water accumulation and ensuring aircraft takeoff and landing safety. The cover plate above the drainage ditch 2 and the cement pavement on both sides are the same concrete component (i.e., the integrally formed cement pavement panel 1). The thickness of the cover plate is the same as the thickness of the pavement panel (30-40cm). The width of a single cement pavement panel 1 is 5m. This ensures that the overall deformation of the cement pavement panel 1 is synchronized, eliminates the physical separation between the pavement and the cover plate, and between the cover plate and the ditch wall, and fundamentally solves the problems of inconsistent deformation and uneven settlement.

[0025] The concrete pavement panel 1 is equipped with a single-layer bidirectional steel mesh (12mm in diameter, 200mm in spacing) with a protective layer thickness of 5cm. The sidewalls of the drainage ditch 2 are equipped with vertical steel bars (10mm in diameter, 150mm in spacing) and horizontal steel bars (8mm in diameter, 200mm in spacing) to ensure that the structural reinforcement meets the strength requirements.

[0026] The top of the sidewall of the drainage ditch 2 is connected to the bottom of the cement paving panel 1 through a tongue-and-groove interlocking structure. A boss (5-8cm high and 10-15cm wide) is provided on the top of the sidewall of the drainage ditch 2, and a groove is provided at the corresponding position on the bottom of the cement paving panel 1. The boss and the groove are interlocked and cast together to form a rigid connection between the ditch wall and the cover plate, thus avoiding relative settlement.

[0027] like Figure 2As shown, multiple drainage holes 3 are evenly spaced along the direction of drainage ditch 2. The drainage holes 3 shown in the attached figure of this embodiment are variable diameter square holes (upper side length 8-10cm, lower side length 10-12cm). The inner wall of the drainage hole 3 is provided with a 45° guide slope that is narrower at the top and wider at the bottom to reduce water flow resistance. Variable diameter round holes (upper diameter 8-10cm, lower diameter 10-12cm) can also be used, with a hole spacing of 30-40cm, arranged in a quincunx pattern. The bottom of drainage ditch 2 is provided with a longitudinal slope of 0.5%-1.0%. The inner side of the drainage ditch wall of drainage ditch 2 is provided with "arc-shaped guide ribs" (height 3-5cm, spacing 50cm) to guide the water flow smoothly along the ditch wall and avoid scouring and wear caused by water impacting the ditch wall. Further verification through fluid-structure interaction is required: a fluid-structure interaction model should be established using finite element software (such as ANSYS, CFX) to simulate the water flow state under different rainfall intensities (20-50 mm / h) to ensure that the drainage velocity is ≥0.8 m / s (meeting the drainage requirements of the "Technical Specification for Construction of Airfield Runway Engineering in Civil Airports" (MH 5014-2019)). At the same time, it should be verified that the impact stress of the water flow load on the cover plate structure is ≤70% of the design tensile strength of the concrete to ensure structural safety.

[0028] The cement pavement slab 1 is made of fiber-reinforced concrete with a strength grade of not less than C40. It contains polypropylene or basalt fibers, with the fiber volume percentage being 0.8%-1.2%. This ensures that the compressive strength, flexural strength, and modulus of elasticity are consistent between the cover plate above the drainage ditch 2 and the pavement, and that their deformation characteristics are matched and synchronized. The drainage ditch 2 is made of impermeable cement concrete with a strength grade of C35 and an impermeability grade of not less than P8. Concrete base layers 4 are provided below and on both sides of the drainage ditch 2. The concrete base layer 4 has a strength grade of C15, and the modulus of elasticity of the cement pavement slab 1 is 3.4 × 10⁻⁶. 4 MPa, the elastic modulus of the concrete in drainage ditch 2 is 3.2×10 MPa. 4 The elastic modulus of the drainage ditch 2 concrete is slightly lower than that of the cement pavement slab 1 concrete (the difference is controlled within 5%-8%). Through the gradient design of elastic modulus, the stress concentration at the interface between the sidewall and the cover plate is reduced. Through the synergistic matching of material properties, uneven load transfer caused by differences in material stiffness is avoided, stress concentration at the interface is reduced, and crushing damage is prevented. The synergistic design of materials and the optimization of deformation synchronization reduce the stress concentration coefficient at the interface by ≥40%, and the damage rate at the interface between the pavement and the drainage ditch is reduced from 30%-50% in the existing technology to below 5%. At the same time, the application of impermeable concrete and fiber-reinforced concrete increases the freeze-thaw cycle resistance of the pavement and drainage ditch from 300 cycles to more than 500 cycles, extending the service life by 5-8 years.

[0029] like Figure 3 and Figure 4As shown, the drainage ditch 2 has an expansion joint 201 in the middle section. The expansion joint 201 is filled with a 20mm thick polyethylene closed-cell foam board. The ends of the drainage ditch 2 on both sides of the expansion joint 201 are connected by multiple force transmission rods 5. One end of the force transmission rod 5 is coated with asphalt, and the asphalt end is inserted into a plastic sleeve to ensure that it can expand and contract freely when the temperature changes. The gaps in the plastic sleeve are filled with foam plastic.

[0030] Example 2: This invention also provides a construction method for an integrated structure of airport concrete pavement and drainage ditch cover, comprising the following steps: Before pouring, the base layer needs to be treated: the pavement base layer needs to be compacted to a compaction degree of ≥96%; the drainage ditch foundation pit needs to be cleaned to ensure that the bottom of the ditch is flat and the longitudinal slope meets the design requirements (0.8%). Then, the templates are installed: the pavement steel template, the cover plate steel template, and the trench wall steel template are installed, and the three are fixed as a whole by connecting bolts. The verticality deviation of the template is ≤3mm / m, and the plane position deviation is ≤5mm. At the same time, the forming mold (using a detachable plastic mold core) is reserved on the cover plate template to make variable diameter drainage holes. Next, the reinforcement is arranged as follows: a single layer of two-way steel mesh (12mm in diameter, 200mm in spacing) is arranged inside the pavement and cover plate, with a protective layer thickness of 5cm; vertical steel bars (10mm in diameter, 150mm in spacing) and horizontal steel bars (8mm in diameter, 200mm in spacing) are arranged inside the trench wall to ensure that the structural reinforcement meets the strength requirements.

[0031] Then, the concrete pouring and curing process is carried out. During pouring, a layered continuous pouring process is adopted: S1. First, pour the drainage ditch 2. Pour the ditch wall concrete up to the tongue and groove protrusion position, and use an immersion vibrator (vibration frequency 50Hz) to ensure that the concrete is dense and free of honeycomb pits.

[0032] S2. After an interval of 1.5 hours, pour the cement pavement slab 1 continuously from one side of the pavement to the other. Vibrate the pavement simultaneously during the pouring process to ensure that the pavement, cover plate and trench wall tongue and groove interlocking structure (boss and groove) are tightly bonded. The pouring interval between steps S1 and S2 shall not exceed the initial setting time of the concrete (usually ≤2 hours) to ensure that the bonding surface is tight. After the concrete is poured, before the concrete is initially set (3-4 hours after pouring), remove the plastic mold core of the drainage hole 3 to ensure that the inner wall of the drainage hole 3 is smooth.

[0033] S3. Cover the concrete with geotextile and water it for curing within 24 hours after the final pour. Curing can be done by covering with a membrane and watering or by steam curing. The curing time for covering with a membrane and watering should not be less than 14 days, and the temperature for steam curing should not exceed 60℃ for at least 7 days to ensure the concrete strength develops fully and to avoid early cracking.

[0034] Post-construction quality inspection and acceptance: Visual inspection: The integrated structure has no obvious cracks, honeycomb, exposed ribs or other defects on the surface; the position deviation of drainage hole 3 is ≤3mm; and there is no separation of the tongue and groove interlocking structure. Performance testing: Structural strength: After 14 days of curing, core samples were taken to test the compressive strength of the concrete. The compressive strength of the pavement / cover concrete was ≥40MPa, and the compressive strength of the trench wall concrete was ≥35MPa. Impermeability performance: The seepage height of the trench wall is ≤100mm (meeting the requirements of P8 impermeability grade). Drainage efficiency: Simulating a rainfall intensity of 30mm / h, the time of water accumulation on the road surface was ≤5min, and the drainage speed was ≥0.9m / s, which met the design requirements; Deformation detection: One year after the road opened to traffic, the difference in settlement between the pavement and the cover plate was ≤2mm, and there was no obvious deformation inconsistency.

[0035] Airport pavements constructed using this method eliminate the risks of water accumulation and structural damage, reducing flight delays and takeoff / landing risks caused by pavement issues, and improving the safety and reliability of airport operations. The extended service life and reduced maintenance frequency decrease the consumption of building materials such as concrete and gravel, while also reducing noise and dust pollution from maintenance and construction, meeting the requirements of green infrastructure development. It can be directly applied to new airport pavement projects as well as to existing airport pavement renovation projects, and is of great significance for improving the level of airport infrastructure construction in my country and ensuring civil aviation safety.

[0036] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An integrated structure for airport cement pavement and drainage ditch cover, characterized in that: It includes a cement paving panel (1) and a drainage ditch (2). The cement paving panel (1) is an integrally formed cement concrete layer. The drainage ditch (2) is located below the cement paving panel (1). A drainage hole (3) is provided on the cement paving panel (1) directly above the drainage ditch (2).

2. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 1, characterized in that: The cement pavement panel (1) is provided with a single-layer bidirectional steel mesh, and the sidewall of the drainage ditch (2) is provided with vertical and horizontal steel bars.

3. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 1, characterized in that: The top of the side wall of the drainage ditch (2) is connected to the bottom of the cement paving panel (1) by a tongue and groove interlocking structure.

4. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 1, characterized in that: The drainage holes (3) are evenly spaced in multiple places along the direction of the drainage ditch (2). The inner wall of the drainage holes (3) is provided with a guide slope that is narrow at the top and wide at the bottom. The bottom of the drainage ditch (2) is provided with a longitudinal slope of 0.5%-1.0%.

5. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 1, characterized in that: The cement pavement slab (1) is made of fiber-reinforced concrete with an elastic modulus of 3.4 × 10⁻⁶. 4 MPa, strength grade not lower than C40, internally containing polypropylene fibers or basalt fibers, wherein the volume percentage of the fibers is 0.8%-1.2%.

6. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 5, characterized in that: The drainage ditch (2) is made of impermeable cement concrete with an elastic modulus of 3.2 × 10⁻⁶. 4 MPa, strength grade C35, impermeability grade not lower than P8, and concrete base (4) is provided below and on both sides of the drainage ditch (2), the strength grade of the concrete base (4) is C15.

7. The integrated structure of airport cement pavement and drainage ditch cover plate according to claim 1, characterized in that: The drainage ditch (2) has an expansion joint (201) in the middle section. A polyethylene closed-cell foam board is installed in the expansion joint (201). The end faces of the drainage ditch (2) on both sides of the expansion joint (201) are connected by multiple force transmission rods (5).

8. A construction method for an integrated structure of airport cement pavement and drainage ditch cover as described in any one of claims 1-7, characterized in that, Includes the following steps: S1. First, pour the drainage ditch (2); S2. Then pour the cement pavement panel (1); S3, final maintenance.

9. A construction method for an integrated structure of airport cement pavement and drainage ditch cover plate according to claim 8, characterized in that: The pouring interval between steps S1 and S2 shall not exceed the initial setting time of the concrete.

10. A construction method for an integrated structure of airport cement pavement and drainage ditch cover plate according to claim 8, characterized in that: Step S3 employs either mulching and water spraying or steam curing. The mulching and water spraying curing time shall not be less than 14 days, and the steam curing temperature shall not exceed 60℃, with a curing time of not less than 7 days.

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