Mounting bracket for airport pavement concrete longitudinal joint dowel bar and longitudinal joint pull rod

Abstract

The utility model discloses an airport runway concrete longitudinal joint dowel bar, which belongs to the technical field of airport runways and comprises a concrete runway, an inverted L-shaped supporting template is arranged on one side of the concrete runway, and the L-shaped supporting template is tightly attached to the concrete runway. A force transmission supporting cross beam frame is arranged on the side, back on to the concrete yard channel, of the L-shaped supporting formwork, the force transmission supporting cross beam frame is parallel to the L-shaped supporting formwork, a plurality of longitudinal seam force transmission rods are arranged on the inner wall of the L-shaped supporting formwork at equal intervals, and the end, away from the L-shaped supporting formwork, of each longitudinal seam force transmission rod penetrates and extends to the outer side of the force transmission supporting cross beam frame. A plurality of U-shaped fixing plates are welded to the side face, back on to the L-shaped supporting formwork, of the force transmission supporting cross beam frame at equal intervals, and the U-shaped fixing plates are connected with the free ends of the longitudinal seam force transmission rods through damping and buffering parts. According to the utility model, the problems of inaccurate positioning of the dowel bar (pull rod), large installation error, uneven pavement slab and uneven stress of the pavement slab can be solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of airport runways, in particular to an installation bracket for the longitudinal joint load transfer bars and longitudinal joint tie bars of airport pavement concrete. Background Technique

[0002] With the rapid development of the air transportation industry, as a key infrastructure for aircraft takeoff and landing, the construction quality and durability of airport runways directly affect flight safety and airport operation efficiency. During the construction of traditional airport pavement, some challenges are usually encountered. These problems not only affect the service life of the runway, but also may increase maintenance costs and potential safety hazards.

[0003] Due to the characteristics of concrete materials themselves and the influence of factors such as temperature changes and load actions, longitudinal cracks are likely to occur in airport pavements. If these cracks are not effectively controlled, they may gradually expand, resulting in an uneven pavement surface, which in turn affects the normal takeoff and landing of aircraft. In traditional construction methods, the structures used to support concrete pouring forms are often not strong enough and are prone to displacement or deformation under external forces, which not only affects the construction quality, but also may pose potential safety hazards to the finally formed pavement. Content of the Utility Model

[0004] The purpose of the utility model is to solve the problems of inaccurate positioning of load transfer bars (tie bars), large installation errors, uneven pavement slabs, and uneven force on pavement slabs.

[0005] To achieve the above object, the utility model provides the following technical solution: An airport pavement concrete longitudinal joint load transfer bar, including a concrete pavement. On one side of the concrete pavement, an inverted L-shaped support formwork is arranged. The L-shaped support formwork is closely attached to the concrete pavement. On the side of the L-shaped support formwork facing away from the concrete pavement, a load transfer support crossbeam frame is arranged. Both ends of the load transfer support crossbeam frame are supported and fixed through support frame assemblies. The load transfer support crossbeam frame is arranged parallel to the L-shaped support formwork. A plurality of longitudinal joint load transfer bars are equidistantly arranged on the inner wall of the L-shaped support formwork. One end of each longitudinal joint load transfer bar away from the L-shaped support formwork penetrates and extends to the outside of the load transfer support crossbeam frame. A plurality of U-shaped fixing plates are equidistantly welded on the side of the load transfer support crossbeam frame facing away from the L-shaped support formwork. The free ends of the longitudinal joint load transfer bars are connected to the U-shaped fixing plates through shock-absorbing and buffering components. The shock-absorbing and buffering components can not only reduce the vibration transmission of the longitudinal joint load transfer bars, but also timely abut against the loose longitudinal joint load transfer bars, thereby preventing the longitudinal joint load transfer bars from loosening.

[0006] Preferably in this solution, travel blocks are symmetrically welded on the outer wall of the circumferential side of the free end of the longitudinal joint load transfer bar away from the L-shaped support formwork. The shock-absorbing and buffering components include air springs fixedly installed on the inner walls of each travel block.

[0007] Preferably, one end of each of the air springs, which is away from the stroke block, is elastically abutted against the inner wall of the U-shaped fixing plate.

[0008] Preferably, a support abutting disc is welded to one end of the longitudinal joint load transfer bar, which is away from the load transfer support cross beam frame, and the support abutting disc abuts against the inner wall of the L-shaped support formwork.

[0009] Preferably, a plurality of extended stress rods are welded in an annular array on the outer circumferential wall of the support abutting disc. The extended stress rods are flush with the back surface of the support abutting disc and simultaneously abut against the inner wall of the L-shaped support formwork.

[0010] Preferably, protective side jacking rods are welded on the inner walls of two symmetrically arranged extended stress rods. One end of the protective side jacking rod, which is away from the extended stress rod, abuts against the inner wall of the load transfer support cross beam frame.

[0011] An installation bracket for longitudinal joint tie rods of airport pavement concrete. The installation bracket for longitudinal joint tie rods further includes a horizontal L-shaped support bottom rod welded to the lower part of the inner wall of the L-shaped support formwork and an inclined support jacking rod welded to one end of the horizontal L-shaped support bottom rod, which is away from the L-shaped support formwork. The free end of the inclined support jacking rod, which is away from the horizontal L-shaped support bottom rod, is welded to the inner wall of the L-shaped support formwork.

[0012] Preferably, an ear plate sleeve is welded on the longitudinal outer wall of each horizontal L-shaped support bottom rod. A steel bar anchor rod is inserted into the ear plate sleeve, and the bottom end of the steel bar anchor rod is obliquely inserted into the ground.

[0013] Preferably, a wedge block is clamped between one side of the horizontal L-shaped support bottom rod, which is away from the L-shaped support formwork, and the top end of the steel bar anchor rod. The wedge block has an inverted triangular structure.

[0014] Preferably, inclined connecting rods are fixedly installed on both outer walls of the wedge block and towards the side of the steel bar anchor rod. Anti-slip support seats are fixed at one ends of the two inclined connecting rods, which are away from the wedge block. A plurality of anti-slip nail cones are arranged at equal intervals on the bottom surface of the anti-slip support seat, and the anti-slip nail cones are driven into the ground to increase the friction between the anti-slip support seat and the ground, thereby improving the stable support force for the anti-slip support seat, reducing the loosening of the wedge block, and improving the support stability of the horizontal L-shaped support bottom rod and the inclined support jacking rod for the L-shaped support formwork and the concrete pavement.

[0015] The technical effects and advantages of the present utility model:

[0016] (1) The installation brackets for the longitudinal load transfer bars and longitudinal tie bars of the airport runway concrete enhance the stability and integrity of the entire concrete runway during construction through the use of load transfer support crossbeams and the design of being fixed at both ends by support frame components. This design can better resist external loads and reduce possible deformations during construction. At one end of the longitudinal load transfer bar away from the L-shaped support formwork, there is a travel block, which works in conjunction with the air spring and can automatically adjust its position to a certain extent to prevent loosening problems caused by long-term use. At the same time, such a design also facilitates future inspections and repairs. It effectively solves the problems of inaccurate positioning of the load transfer bars (tie bars), large installation errors, uneven road slab surfaces, and uneven stress on the road slabs.

[0017] (3) A plurality of longitudinal load transfer bars are equidistantly arranged on the inner wall of the L-shaped support formwork, and these load transfer bars penetrate to the outside of the load transfer support crossbeam, which can effectively transfer and disperse loads, thereby reducing the crack propagation caused by temperature changes or traffic loads. This helps to maintain the flatness and integrity of the airport runway surface. At the same time, the load transfer bars in this solution can reduce the cracks on the concrete surface, increase the tensile strength, and improve the durability. The function of the road tie bars: to prevent the dislocation of the road slab and the expansion of the longitudinal joint gap. By transferring the driving load between two road slabs and preventing the formation of stepped joints, it increases the stress transfer between adjacent concrete blocks and prevents uneven settlement caused by large local stress on the concrete road surface.

[0018] (4) By connecting the shock-absorbing and buffering components such as air springs installed in the U-shaped fixing plate to the free end of the longitudinal load transfer bar, the vibrations generated by aircraft takeoffs and landings or other dynamic loads can be absorbed and weakened. This can not only reduce the damage to the runway itself but also improve the comfort of passengers during flight. Brief Description of the Drawings

[0019] Figure 1 is a schematic structural diagram of the present utility model;

[0020] Figure 2 is a schematic structural diagram of the wedge block of the present utility model;

[0021] Figure 3 is a schematic connection structural diagram of the longitudinal load transfer bar of the present utility model.

[0022] Description of the Reference Numerals:

[0023] In the figure: 1, concrete runway; 2, L-shaped support formwork; 3, load transfer support crossbeam frame; 4, longitudinal joint load transfer bar; 5, support abutting plate; 6, support frame assembly; 7, support column; 8, horizontal L-shaped support bottom bar; 9, inclined support top bar; 10, wedge block; 11, anti-slip support seat; 12, ear plate sleeve; 13, steel bar anchor; 14, inclined connecting rod; 15, anti-slip nail cone; 16, extended load-bearing bar; 17, U-shaped fixing plate; 18, travel block; 19, air spring; 20, protective side top bar. Detailed implementation manner

[0024] Next, the technical solutions of the present utility model will be clearly and completely described in conjunction with the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present utility model.

[0025] This embodiment provides a Figures 1 to 3 longitudinal joint load transfer bar for airport runway concrete as shown, including a concrete runway 1. On one side of the concrete runway 1, there is an inverted L-shaped support formwork 2, which is arranged in close contact with the concrete runway 1. The support formwork 2 serves as a lateral support during the concrete pouring process to ensure that the concrete runway 1 maintains the correct shape and size during the hardening process. The design of the L-shaped support formwork 2 also helps to improve the construction efficiency and ensure the flatness of the runway edge. On the side of the L-shaped support formwork 2 facing away from the concrete runway 1, there is a load transfer support crossbeam frame 3. The load transfer support crossbeam frame 3 is used in cooperation with the L-shaped support formwork 2 as an intermediate support member to disperse the pressure from above, and at the same time provide support for the longitudinal joint load transfer bar 4 to enhance the stability of the overall structure. Both ends of the load transfer support crossbeam frame 3 are supported and fixed by a support frame assembly 6. The support frame assembly 6 is used to fix the load transfer support crossbeam frame 3 to ensure its stable positioning and avoid displacement, thus ensuring the construction quality. The load transfer support crossbeam frame 3 is arranged parallel to the L-shaped support formwork 2. On the inner wall of the L-shaped support formwork 2, there are multiple longitudinal joint load transfer bars 4 arranged at equal distances. The longitudinal joint load transfer bars 4 pass through the concrete runway 1 to transfer loads and reduce the crack expansion caused by temperature changes or other factors, thereby maintaining the integrity and continuity of the runway. One end of each longitudinal joint load transfer bar 4 away from the L-shaped support formwork 2 extends through to the outside of the load transfer support crossbeam frame 3. On the side of the load transfer support crossbeam frame 3 facing away from the L-shaped support formwork 2, a plurality of U-shaped fixing plates 17 are welded at equal distances. The free end of the longitudinal joint load transfer bar 4 is connected to the U-shaped fixing plate 17 through a shock absorption and buffering component. The shock absorption and buffering component can not only reduce the vibration transmission of the longitudinal joint load transfer bar 4, but also timely abut against the loose longitudinal joint load transfer bar 4 to prevent the longitudinal joint load transfer bar 4 from loosening.

[0026] In this embodiment, travel blocks 18 are symmetrically welded to the outer wall of the circumferential side of the free end of the longitudinal joint dowel bar 4 away from the L-shaped support formwork 2, and the shock absorption and buffering component includes air springs 19 fixedly installed on the inner walls of each travel block 18.

[0027] In this embodiment, one end of each air spring 19 away from the travel block 18 elastically abuts against the inner wall of the U-shaped fixing plate 17. The air springs 19 provide elastic connection, can effectively absorb vibrations, reduce the vibration transmission of the longitudinal joint dowel bar 4, and at the same time can automatically adjust when the longitudinal joint dowel bar 4 becomes loose to maintain a good connection state.

[0028] In this embodiment, a support abutting disc 5 is welded to one end of the longitudinal joint dowel bar 4 away from the load transfer support cross beam frame 3, and the support abutting disc 5 abuts against the inner wall of the L-shaped support formwork 2. The support abutting disc 5 connects the longitudinal joint dowel bar 4 and the L-shaped support formwork 2, provides an additional support point, helps to evenly distribute the stress over a larger area, and prevents damage caused by local over-concentration.

[0029] In this embodiment, a plurality of extended stress rods 16 are annularly arrayed and welded to the outer wall of the circumferential side of the support abutting disc 5, and the extended stress rods 16 are flush with the back surface of the support abutting disc 5 and simultaneously abut against the inner wall of the L-shaped support formwork 2.

[0030] In this embodiment, protective side top rods 20 are welded to the inner walls of two symmetrically arranged extended stress rods 16, and one end of the protective side top rod 20 away from the extended stress rod 16 abuts against the inner wall of the load transfer support cross beam frame 3. The protective side top rods 20 extend from the extended stress rods 16 and abut against the load transfer support cross beam frame 3, forming an additional lateral support and enhancing the lateral stability of the entire structure.

[0031] An installation bracket for longitudinal joint tie rods of airport pavement concrete includes an L-shaped support formwork 2. The longitudinal joint tie rod installation bracket further includes a horizontal L-shaped support bottom rod 8 welded to the lower part of the inner wall of the L-shaped support formwork 2 and an inclined support top rod 9 welded to one end of the horizontal L-shaped support bottom rod 8 away from the L-shaped support formwork 2. The free end of the inclined support top rod 9 away from the horizontal L-shaped support bottom rod 8 is welded to the inner wall of the L-shaped support formwork 2. The inclined support top rod 9 is connected to the horizontal L-shaped support bottom rod 8 to form a stable triangular support structure, improving the ability of the L-shaped support formwork 2 to resist external forces.

[0032] In this embodiment, ear plate sleeves 12 are welded to the longitudinal outer walls of each horizontal L-shaped support bottom rod 8, and reinforcing bar anchor rods 13 are inserted into the ear plate sleeves 12, and the bottom ends of the reinforcing bar anchor rods 13 are obliquely inserted into the ground.

[0033] In this embodiment, a wedge block 10 is clamped between the side of the horizontal L-shaped support bottom rod 8 away from the L-shaped support template 2 and the top end of the steel bar anchor 13. The wedge block 10 is in an inverted triangular structure. The wedge block 10 is clamped between the horizontal L-shaped support bottom rod 8 and the steel bar anchor 13, playing a fastening role and making the whole bracket more firm and reliable. The steel bar anchor 13 penetrates deep into the ground and works together with the anti-slip support base 11 to provide a strong anchor point for the whole bracket system and increase the structural stability.

[0034] In this embodiment, inclined connecting rods 14 are fixedly installed on both outer walls of the wedge block 10 and facing the side of the steel bar anchor 13. The ends of the two inclined connecting rods 14 away from the wedge block 10 are fixed with an anti-slip support base 11. A plurality of anti-slip nail cones 15 are arranged at equal intervals on the bottom surface of the anti-slip support base 11, and the anti-slip nail cones 15 are driven into the ground. This is to increase the friction between the anti-slip support base 11 and the ground, thereby improving the stable supporting force on the anti-slip support base 11, reducing the loosening of the wedge block 10, and improving the supporting stability of the horizontal L-shaped support bottom rod 8 and the inclined support top rod 9 on the L-shaped support template 2 and the concrete apron 1. The anti-slip support base 11 contacts the ground through the anti-slip nail cones 15, increasing the friction with the ground and enhancing the anti-slip performance of the whole bracket system, ensuring the safety and stability during the construction process. The inclined connecting rods 14 connect the wedge block 10 and the anti-slip support base 11 to form an additional triangular stable structure, further strengthening the firmness of the bracket system. The anti-slip nail cones 15 are embedded in the ground, significantly increasing the friction coefficient between the anti-slip support base 11 and the ground and ensuring that the bracket will not move or slip easily.

[0035] In this embodiment, the support frame assembly 7 includes support columns 7 symmetrically welded to the top and bottom surfaces of both ends of the support crossbeam frame 3. The opposite ends of the two support columns 7 are respectively welded to the inner walls of the L-shaped support bottom rod 8 and the inclined support top rod 9. The horizontal L-shaped support bottom rod 8 is located at the bottom of the L-shaped support template 2. By acting together with the inclined support top rod 9, the overall stability of the L-shaped support template 2 is enhanced, and it is also convenient to install additional fixing devices such as the steel bar anchor 13.

[0036] Preferably, in this embodiment, the template of the longitudinal joint tie bar adopts a tongue-and-groove type, and the template of the longitudinal joint load transfer bar adopts a flat joint type (flat joint).

[0037] Working principle:

[0038] The installation bracket for the longitudinal joint load transfer bars and longitudinal joint tie bars of the airport pavement concrete first cleans and levels the construction site to prepare for the subsequent installation of the L-shaped support formwork 2 and related support structures. Place the horizontal L-shaped support bottom bars 8 at the predetermined positions. These bottom bars are in contact with the ground and are fixed by the anti-slip nail cones 15 on the anti-slip support seats 11 to prevent displacement. Weld or fix one end of the inclined support top bar 9 to the horizontal L-shaped support bottom bar 8, and connect the other end to the L-shaped support formwork 2 to form a stable triangular support system. Insert the steel bar anchor 13 into the ear plate sleeve 12 and firmly clamp it between the horizontal L-shaped support bottom bar 8 and the inclined support top bar 9 through the wedge block 10 to further enhance the overall stability. Install the anti-slip support seat 11 between the top end of the steel bar anchor 13 and the horizontal L-shaped support bottom bar 8, and use the anti-slip nail cones 15 at its bottom to pierce into the ground to increase the friction and prevent the bracket from moving.

[0039] Place the load transfer support cross beam frame 3 on the side of the L-shaped support formwork 2 facing away from the concrete pavement 1 and fix it through the support frame assembly 6 to provide horizontal support. Equally spaced multiple longitudinal joint load transfer bars 4 are arranged on the inner wall of the L-shaped support formwork 2. These load transfer bars penetrate the L-shaped support formwork 2 and extend to the outside of the load transfer support cross beam frame 3 to transfer the load and control the crack propagation. Weld multiple U-shaped fixing plates 17 at equal intervals on the side of the load transfer support cross beam frame 3 facing away from the L-shaped support formwork 2 as the installation points for the shock absorption and buffering components.

[0040] Symmetrically weld the travel blocks 18 on the outer wall of the circumferential side of the free end of the longitudinal joint load transfer bar 4 away from the L-shaped support formwork 2, and install the air springs 19 in each travel block 18. The air springs 19 elastically abut against the inner wall of the U-shaped fixing plate 17, playing a shock absorption role and at the same time can adjust the position of the longitudinal joint load transfer bar 4 to prevent loosening. Weld the support abutting disc 5 at one end of the longitudinal joint load transfer bar 4 away from the load transfer support cross beam frame 3, and symmetrically weld multiple extended stress-bearing bars 16 in an annular array on the circumferential side of the support abutting disc 5 to disperse the stress. Select two symmetric extended stress-bearing bars 16 and weld the protective side top bars 20 on their inner walls so that one end of them abuts against the inner wall of the load transfer support cross beam frame 3 to improve the lateral stability.

[0041] After completing the installation of all the above structures, start pouring concrete in the space enclosed by the L-shaped support formwork 2 to form the concrete pavement 1. After the concrete hardens, remove the detachable part of the support structure, such as the L-shaped support formwork 2, etc., and then carry out appropriate curing treatment to ensure that the concrete is fully cured.

[0042] The above are only the preferred embodiments of the present utility model. It should be understood that the present utility model is not limited to the form disclosed herein, and should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be changed within the scope conceived herein through the above teachings or the techniques or knowledge in the relevant fields. Any changes and modifications made by those skilled in the art without departing from the spirit and scope of the present utility model shall fall within the protection scope of the appended claims of the present utility model.

Claims

1. A longitudinal joint load transfer bar for airport pavement concrete, comprising a concrete pavement (1), characterized in that: On one side of the concrete apron (1), an inverted L-shaped support formwork (2) is provided. The L-shaped support formwork (2) is closely attached to the concrete apron (1). On the side of the L-shaped support formwork (2) facing away from the concrete apron (1), a force-transferring support crossbeam frame (3) is provided. Both ends of the force-transferring support crossbeam frame (3) are supported and fixed by support frame assemblies (6). The force-transferring support crossbeam frame (3) is arranged parallel to the L-shaped support formwork (2). On the inner wall of the L-shaped support formwork (2), multiple longitudinal joint force-transferring bars (4) are equidistantly arranged. One end of each longitudinal joint force-transferring bar (4) away from the L-shaped support formwork (2) extends through and to the outside of the force-transferring support crossbeam frame (3). On the side surface of the force-transferring support crossbeam frame (3) facing away from the L-shaped support formwork (2), a plurality of U-shaped fixing plates (17) are welded at equal distances. In the U-shaped fixing plates (17), the free ends of the longitudinal joint force-transferring bars (4) are connected through shock-absorbing and buffering components.

2. The dowel bar for longitudinal joints of airport pavement concrete according to claim 1, characterized in that: On the outer wall of the circumferential side of the free end of the longitudinal joint force-transferring bar (4) away from the L-shaped support formwork (2), travel blocks (18) are symmetrically welded. The shock-absorbing and buffering components include air springs (19) fixedly installed on the inner walls of each travel block (18).

3. The dowel bar for the longitudinal joint of airport pavement concrete according to claim 2, wherein: One end of each air spring (19) away from the travel block (18) elastically abuts against the inner wall of the U-shaped fixing plate (17).

4. A dowel bar for longitudinal joints of airport pavement concrete according to claim 3, characterized in that: One end of the longitudinal joint force-transferring bar (4) away from the force-transferring support crossbeam frame (3) is welded with a support abutting disc (5), and the support abutting disc (5) abuts against the inner wall of the L-shaped support formwork (2).

5. A dowel bar for longitudinal joints of airport pavement concrete according to claim 4, characterized in that: On the outer wall of the circumferential side of the support abutting disc (5), a plurality of extending force-receiving bars (16) are welded in an annular array. The extending force-receiving bars (16) are flush with the back surface of the support abutting disc (5) and simultaneously abut against the inner wall of the L-shaped support formwork (2).

6. The dowel bar for the longitudinal joint of airport pavement concrete according to claim 5, wherein: On the inner walls of two symmetrically arranged extending force-receiving bars (16), protective side top bars (20) are welded. One end of the protective side top bar (20) away from the extending force-receiving bar (16) abuts against the inner wall of the force-transferring support crossbeam frame (3).

7. An installation bracket for longitudinal joint tie bars of airport pavement concrete, characterized in that, Including the L-shaped support formwork (2) according to any one of claims 1-6, the longitudinal joint tie rod mounting bracket further includes a horizontal L-shaped support bottom rod (8) welded to the lower part of the inner wall of the L-shaped support formwork (2) and an inclined support top rod (9) welded to one end of the horizontal L-shaped support bottom rod (8) away from the L-shaped support formwork (2). The free end of the inclined support top rod (9) away from the horizontal L-shaped support bottom rod (8) is welded to the inner wall of the L-shaped support formwork (2).

8. The installation bracket for longitudinal joint tie bars of airport pavement concrete according to claim 7, wherein: On the longitudinal outer wall of each horizontal L-shaped support bottom rod (8), an ear plate sleeve (12) is welded. A steel bar anchor rod (13) is inserted into the ear plate sleeve (12), and the bottom end of the steel bar anchor rod (13) is obliquely inserted into the ground.

9. The installation bracket for the longitudinal joint tie bars of the airport pavement concrete according to claim 8, wherein: A wedge block (10) is clamped between one side of the horizontal L-shaped support bottom rod (8) away from the L-shaped support formwork (2) and the top end of the steel bar anchor rod (13). The wedge block (10) has an inverted triangular structure.

10. The installation bracket for longitudinal joint tie bars of airport pavement concrete according to claim 9, characterized in that: On both outer walls of the wedge-shaped block (10) and on the side facing the steel bar anchor (13), inclined connecting rods (14) are fixedly installed. At the ends of the two inclined connecting rods (14) away from the wedge-shaped block (10), an anti-slip support base (11) is fixed. On the bottom surface of the anti-slip support base (11), a plurality of anti-slip spike cones (15) are arranged at equal intervals, and the anti-slip spike cones (15) are driven into the ground.

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