A new and old road splicing structure

Abstract

The utility model relates to a new and old road splicing structure for a highway, aiming to solve the current technical problem of insufficient connection strength of adhesive for splicing the new and old roads, comprising a transition section, wherein the transition section comprises a first support section and a second support section; the utility model fills asphalt concrete extending to the lower end edge of a slope block between two connecting rods, adheres the new and old roadbed to the second support section and the first support section through the connecting rod inserted therein, improves the connection stability and the strength of the asphalt concrete through the connecting rod, and provides gentle slopes on both sides of the connection under the action of the slope block, thereby reducing direct pressure on the splicing edge of the new and old roads and reducing the impact on vehicle driving, and at the same time, the gaps between the second staggered support block and the first support section and between the first staggered support block and the second support section provide space for thermal expansion and contraction of the roadbed, thereby facilitating the splicing of the new and old roadbeds.

Description

Technical Field

[0001] The utility model relates to the technical field of connecting new and old roads, in particular to a new and old road splicing structure for a highway. Background Art

[0002] In urban road construction, the connection between new and old roads is a difficult problem that needs to be taken seriously. In order to solve this problem, the transportation department has taken a variety of measures, such as adjusting the elevation, adding transition sections and pavement planing. Different measures are suitable for different situations and need to be planned and selected in the design stage. Through effective connection between new and old road pavements, traffic safety and driving experience can be improved, maintenance costs can be reduced, and sustainable development of urban transportation construction can be promoted.

[0003] The existing splicing of new and old roadbeds is generally done by directly bonding with adhesives. However, due to the insufficient strength of the adhesives, long-term use may cause damage to the edge of the connection between the new and old roadbeds. In view of this, we propose a splicing structure for the new and old roads of highways. Utility Model Content

[0004] The utility model aims to overcome the deficiencies of the prior art, meet practical needs, and provide a new and old road splicing structure for a highway to solve the current technical problem of insufficient connection strength of the splicing adhesive for the new and old roads.

[0005] In order to achieve the purpose of the utility model, the technical solution adopted by the utility model is: to design a new and old road splicing structure of a highway, including a transition section, the transition section includes a first support section and a second support section, the opposite surfaces of the first support section and the second support section are staggered with first staggered support blocks and second staggered support blocks, the opposite surfaces of the first support section and the second support section are respectively fixedly connected with connecting rods, the interiors of the first staggered support blocks and the second staggered support blocks are penetrated by movable grooves, the inner surfaces of the movable grooves are movably connected with plug rods, and the upper ends of the opposite surfaces of the first support section and the second support section are fixedly connected with inclined surfaces inclined on the upper surfaces. Slope block, the upper surface of the transition section is provided with a shock-absorbing pad; the utility model fills the asphalt concrete that spreads to the lower end edge of the slope block between the two connecting rods, and adheres the new and old roadbeds to the second supporting section and the first supporting section through the connecting rods inserted therein, improves the connection stability and the strength of the asphalt concrete through the connecting rods, and provides gentle slopes on both sides of the connection under the action of the slope block, thereby reducing the direct pressure on the splicing edge of the new and old roads and reducing the impact on vehicle driving. At the same time, the gap between the second staggered support block and the first support section and the first staggered support block and the second support section provides space for the thermal expansion and contraction of the roadbed, which is convenient for splicing the new and old roadbeds.

[0006] Preferably, an anti-skid groove is provided on the upper surface of the slope block, a water flow slope is provided at the lower end of the inner wall of the anti-skid groove, and a reflective tape is provided at the high end of the inner wall of the anti-skid groove. The utility model uses the reflection at the high end of the inner wall of the anti-skid groove on the upper surface of the slope block to remind cars at night, so as to avoid severe bumps caused by high-speed passing in dim visibility, and at the same time, the water flow slope can prevent water and soil from accumulating in the anti-skid groove, thereby improving the use effect of the joint between new and old roads.

[0007] Preferably, the water flow slope is a gentle slope with the middle higher than the two sides, so as to avoid the water flow in the anti-skid groove being blocked and the water, soil and sand being retained, which affects the use effect of the reflective tape.

[0008] Preferably, the upper surfaces of the first support section and the second support section are relatively provided with grooves matching the shock-absorbing pads, and the lower surface of the shock-absorbing pads is in contact with the first staggered support block located above; the shock-absorbing pads prevent debris from entering the gap between the first staggered support block and the second support section, and improve the shock-absorbing effect of the joint.

[0009] Preferably, there are gaps between the second staggered support block and the first support section, and between the first staggered support block and the second support section, so as to provide space for the new and old roadbeds to expand and contract due to temperature.

[0010] Preferably, the connecting rod is filled with asphalt concrete extending to the upper edge of the lower end of the slope block, and the two connecting rods are respectively inserted into the new and old roadbeds; the asphalt concrete filled around the connecting rods improves the connection strength and stability between the transition section of the new and old roadbeds.

[0011] Preferably, the insertion rod passes through the first staggered support block and the second staggered support block and penetrates into the foundation, thereby limiting the deviation of the joint of the new and old roads to a certain extent.

[0012] Compared with the prior art, the beneficial effects of the utility model are:

[0013] 1. The utility model fills the asphalt concrete that spreads to the lower end edge of the slope block between two connecting rods, and adheres the new and old roadbeds to the second supporting section and the first supporting section through the connecting rods inserted therein, improves the connection stability and the strength of the asphalt concrete through the connecting rods, and provides gentle slopes on both sides of the connection under the action of the slope block, thereby reducing the direct pressure on the splicing edge of the new and old roads and reducing the impact on vehicle driving. At the same time, the gap between the second staggered supporting block and the first supporting section and the first staggered supporting block and the second supporting section provides space for the thermal expansion and contraction of the roadbed, which is convenient for splicing the new and old roadbeds.

[0014] 2. The utility model uses the reflective surface on the inner wall of the anti-skid groove on the upper surface of the slope block to remind cars at night, so as to avoid severe bumps caused by high-speed passing in dim visibility. At the same time, under the action of the water slope, water accumulation and soil and stone retention in the anti-skid groove are avoided, so as to improve the use effect of the joint between the new and old roads. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0016] Figure 2 This is a schematic diagram of the rod structure of the utility model;

[0017] Figure 3 This is a schematic diagram of the slope block structure of the utility model;

[0018] Figure 4 This is a schematic diagram of the side structure of the anti-skid groove of the utility model;

[0019] In the figure: 1, transition section; 101, first support section; 1011, first staggered support block; 102, second support section; 1021, second staggered support block; 2, moving groove; 3, connecting rod; 4, slope block; 401, anti-slip groove; 402, water slope; 5, insertion rod; 6, shock-absorbing pad. DETAILED DESCRIPTION

[0020] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0021] Embodiment: A new and old road splicing structure for a highway, see Figures 1 to 4, including a transition section 1, the transition section 1 includes a first support section 101 and a second support section 102, the first support section 101 and the second support section 102 have first staggered support blocks 1011 and second staggered support blocks 1021 arranged alternately on opposite surfaces, the first support section 101 and the second support section 102 have connecting rods 3 fixedly connected to opposite surfaces, the first staggered support blocks 1011 and the second staggered support blocks 1021 are provided with movable grooves 2 running through the interiors thereof, the inner surfaces of the movable grooves 2 are movably connected with insert rods 5, the upper ends of the opposite surfaces of the first support section 101 and the second support section 102 are fixedly connected with inclined slope blocks 4 with inclined upper surfaces, and the upper surface of the transition section 1 is provided with a reducing Shock pad 6; the utility model fills the asphalt concrete that spreads to the lower end edge of the slope block 4 between the two connecting rods 3, and adheres the new and old roadbeds to the second support section 102 and the first support section 101 through the connecting rod 3 inserted therein, improves the connection stability and the strength of the asphalt concrete through the connecting rod 3, and provides gentle slopes on both sides of the connection under the action of the slope block 4, thereby reducing the direct pressure on the splicing edge of the new and old roads and reducing the impact on vehicle driving. At the same time, the gap between the second staggered support block 1021 and the first support section 101 and the first staggered support block 1011 and the second support section 102 provides space for the thermal expansion and contraction of the roadbed, which is convenient for splicing the new and old roadbeds.

[0022] Specifically, an anti-skid groove 401 is provided on the upper surface of the slope block 4, a water flow slope 402 is provided at the lower end of the inner wall of the anti-skid groove 401, a reflective tape is provided at the high end of the inner wall of the anti-skid groove 401, and the water flow slope 402 is a gentle slope with the middle higher than the two sides; the utility model uses the reflection at the high end of the inner wall of the anti-skid groove 401 on the upper surface of the slope block 4 to remind cars at night to avoid severe bumps caused by high-speed passing in dim visibility, and at the same time, under the action of the water flow slope 402, water and soil are prevented from accumulating in the anti-skid groove 401, thereby improving the use effect of the joint between new and old roads.

[0023] Furthermore, the upper surfaces of the first support segment 101 and the second support segment 102 are relatively provided with grooves that match the shock-absorbing pad 6, and the lower surface of the shock-absorbing pad 6 is in contact with the first staggered support block 1011 located above; the shock-absorbing pad 6 is used to prevent debris from entering the gap between the first staggered support block 1011 and the second support segment 102, and improve the shock-absorbing effect of the joint.

[0024] Furthermore, there are gaps between the second staggered support block 1021 and the first support segment 101, and between the first staggered support block 1011 and the second support segment 102, providing space for the new and old roadbeds to expand and contract due to temperature.

[0025] It is worth noting that the connecting rod 3 is filled with asphalt concrete extending to the upper edge of the lower end of the slope block 4, and the two connecting rods 3 are respectively inserted into the new and old roadbeds; the asphalt concrete filled around the connecting rod 3 improves the connection strength and stability between the transition section 1 of the new and old roadbeds.

[0026] It is worth noting that the insertion rod 5 passes through the first staggered support block 1011 and the second staggered support block 1021 and penetrates into the foundation, thereby limiting the deviation of the joint of the new and old roads to a certain extent.

[0027] Working principle: before splicing the new and old roads, clean the surface of the splicing position of the new and old roadbeds, then insert the insertion rod 5 between the new and old roadbeds, and then put the first support section 101 and the second support section 102 together with the first staggered support block 1011 and the second staggered support block 1021 internal movable groove 2 on the outside of the insertion rod 5. At this time, the insertion rod 5 is close to the relative edges of the internal movable groove 2 of the first staggered support block 1011 and the second staggered support block 1021, and then drill a hole in the roadbed, and then move the first support section 101 and the second support section 102 so that after the connecting rod 3 is inserted into the hole, the insertion rod 5 is in the middle position of the movable groove 2, and then fill the inside of the connecting rod 3 with asphalt concrete as an adhesive and spread it to the slope block 4 On the upper edge of the lower end, a shock-absorbing pad 6 is then laid to seal the first support section 101 and the second support section 102. The connection stability and the strength of the asphalt concrete are improved by the connecting rod 3, and gentle slopes on both sides are provided for the connection under the action of the slope block 4, so as to reduce the direct pressure on the edge of the new and old road splicing and reduce the impact on vehicle driving. At the same time, the gap between the second staggered support block 1021 and the first support section 101 and the first staggered support block 1011 and the second support section 102 provides space for the thermal expansion and contraction of the roadbed, which is convenient for the splicing of the new and old roadbeds. At the same time, the reflective tape at the high end of the inner wall of the anti-skid groove 401 reminds the driver in dark visibility conditions to avoid severe bumps caused by passing through the splicing tape without slowing down.

[0028] The embodiments of the present invention disclose preferred embodiments, but are not limited thereto. A person skilled in the art can easily understand the spirit of the present invention based on the above embodiments and make different extensions and changes. However, as long as they do not deviate from the spirit of the present invention, they are all within the protection scope of the present invention.

Claims

1. A new and old road splicing structure for a highway, comprising a transition section (1), characterized in that: The transition section (1) comprises a first support section (101) and a second support section (102); the first support section (101) and the second support section (102) are arranged on opposite surfaces at intervals and staggered with first staggered support blocks (1011) and second staggered support blocks (1021); the opposite surfaces of the first support section (101) and the second support section (102) are respectively fixedly connected with connecting rods (3); the first staggered support blocks (1011) and the second staggered support blocks (1021) are provided with movable grooves (2) running through the interiors thereof; the inner surfaces of the movable grooves (2) are movably connected with insertion rods (5); the upper ends of the opposite surfaces of the first support section (101) and the second support section (102) are fixedly connected with slope blocks (4) with inclined upper surfaces; and the upper surface of the transition section (1) is provided with shock-absorbing pads (6).

2. The new and old road splicing structure of the highway as claimed in claim 1, characterized in that: The upper surface of the slope block (4) is provided with an anti-skid groove (401), the lower end of the inner wall of the anti-skid groove (401) is provided with a water flow slope (402), and the upper end of the inner wall of the anti-skid groove (401) is provided with a reflective tape.

3. The new and old road splicing structure of the highway as claimed in claim 2 is characterized by: The water flow slope (402) is a gentle slope with a middle portion higher than the two sides.

4. The new and old road splicing structure of the highway as claimed in claim 1, characterized in that: Grooves matching the shock-absorbing pad (6) are formed on the upper surfaces of the first supporting section (101) and the second supporting section (102), and the lower surface of the shock-absorbing pad (6) is in contact with the first staggered supporting block (1011) located above.

5. The new and old road splicing structure of the highway as claimed in claim 1, characterized in that: Gaps are maintained between the second staggered support block (1021) and the first support section (101), as well as between the first staggered support block (1011) and the second support section (102).

6. The new and old road splicing structure of the highway as claimed in claim 1, characterized in that: The periphery of the connecting rod (3) is filled with asphalt concrete extending to the upper edge of the lower end of the slope block (4), and the two connecting rods (3) are respectively inserted into the new and old roadbeds.

7. The new and old road splicing structure of the highway as claimed in claim 1, characterized in that: The insertion rod (5) passes through the first staggered support block (1011) and the second staggered support block (1021) and penetrates deep into the foundation.

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