Prefabricated pavement panel of airport runway

Abstract

The utility model relates to the technical field of airport pavements, and discloses an airport pavement prefabricated pavement panel which comprises a central base layer, a bottom cushion layer is arranged at the bottom of the central base layer, side splicing clamping grooves are correspondingly distributed in the left side and the right side of the panel, and the splicing clamping grooves between adjacent panels are connected through arranged splicing clamping blocks. According to the prefabricated pavement panel of the airport pavement, through structural optimization and material selection, the service life of the panel is remarkably prolonged, the compression resistance, bending resistance, stability and anti-skid capacity of the panel are remarkably improved, the panel has extremely high application value, and an efficient and reliable solution is provided for airport pavement construction.

Description

Technical Field

[0001] The utility model relates to the technical field of airport pavement, and particularly provides a precast pavement slab for airport pavement. Background Art

[0002] With the rapid development of the global air transportation industry, the construction and maintenance of airport pavements have become important links to ensure the normal operation of airports. Airport pavements are not only the main areas for aircraft takeoff, landing, taxiing and parking, but also need to bear the frequent use of heavy vehicles and maintenance equipment within the airport. Therefore, the design and construction of airport pavements are required to have extremely high strength, durability, anti-slip performance and anti-impact ability to ensure a safe and stable operation environment.

[0003] However, there are still some deficiencies in the performance of the precast pavement slabs for airport pavements widely used in the current market, which are specifically manifested as follows:

[0004] Insufficient bearing capacity: The designs of some existing precast pavement slabs do not fully consider the load requirements of airport heavy vehicles and equipment, and are prone to cracking or damage during long-term use, affecting the service life of the pavement.

[0005] Insufficient installation stability: Due to installation process or design defects, some precast pavement slabs may be displaced or sink during long-term use, resulting in uneven pavement, further affecting the safe takeoff and landing of aircraft.

[0006] Inconvenient maintenance: When the existing precast pavement slabs are damaged, they often need to be replaced as a whole, resulting in high maintenance costs and long construction periods. In addition, there are design defects in the connection methods of traditional pavement slabs, making it difficult to perform local replacement or repair without affecting the overall structural strength.

[0007] Weight and transportation problems: Due to unreasonable structural designs, some precast pavement slabs are too heavy, increasing the difficulty of transportation and installation. This not only increases the construction cost, but also limits the selection of the size of the slabs. Content of the Utility Model

[0008] (I) Technical Problems to be Solved

[0009] In view of the deficiencies of the prior art, the utility model provides a precast pavement slab for airport pavement to solve the above problems.

[0010] (II) Technical Solutions

[0011] To achieve the above object, the utility model provides the following technical solution: A precast pavement slab for airport pavement includes a central base layer, a bottom cushion layer is provided at the bottom of the central base layer, side splicing slots corresponding to and distributed on both sides of the left and right of the slab, and the splicing slots between adjacent slabs are connected by splicing blocks provided.

[0012] A rectangular weight-reducing cavity is provided at the center of the central base layer. A number of inner support bars distributed along its length direction are equidistantly arranged inside the weight-reducing cavity, and a number of inner reinforcing ribs are provided inside the upper and lower surfaces of the central base layer.

[0013] As a preferred technical solution of the present utility model, the central base layer is integrally cast with concrete.

[0014] As a preferred technical solution of the present utility model, the inner support bars are made of fluororubber, and the upper and lower surfaces of the inner support bars are respectively supported on the upper and lower cavity walls of the weight-reducing cavity.

[0015] As a preferred technical solution of the present utility model, a number of anti-slip convex strips are evenly distributed on the top surface of the central base layer.

[0016] As a preferred technical solution of the present utility model, a number of the anti-slip convex strips are all horizontally distributed.

[0017] As a preferred technical solution of the present utility model, the cross-section of the side splicing slot is set to a T shape, and the cross-section of the splicing block is set to an H shape.

[0018] As a preferred technical solution of the present utility model, the bottom cushion layer is cast with sand-gravel concrete.

[0019] As a preferred technical solution of the present utility model, a number of positioning convex grains are evenly provided at the bottom of the bottom cushion layer.

[0020] Compared with the prior art, the present utility model provides a precast runway slab for an airport, having the following beneficial effects:

[0021] High strength and durability: By using a high-strength central base layer as the main bearing structure, the runway slab can effectively bear the pressure of heavy vehicles on the airport runway, has excellent durability, and ensures a long service life.

[0022] Stability and anti-slip ability: The bottom cushion layer provided at the bottom of the slab provides a stable foundation. Combined with the design of the positioning convex grains, the friction between the cushion layer and the ground is enhanced, preventing the runway slab from shifting in position during long-term use, and ensuring the stability of the runway slab. The anti-slip convex strips evenly distributed on the top surface greatly improve the anti-slip performance of the slab, especially in rainy and snowy weather, effectively preventing slipping accidents and ensuring the operation safety of the airport.

[0023] Weight reduction design and transportation convenience: The weight reduction cavities designed inside the pavement slab not only reduce the overall weight of the slab, making transportation and installation easier, but also, through the design of internal support bars and internal stiffeners, further enhance the seismic and compressive resistance of the slab without sacrificing its structural strength. The use of support bars can also effectively absorb vibrations and impacts caused by external loads, reduce damage to the pavement slab, and extend its service life.

[0024] Efficient splicing method: Through the design of side splicing grooves and splicing blocks, a firm connection between adjacent slabs is ensured, avoiding cracks and displacements caused by loosening at the joints. This splicing method not only improves the integrity of the overall structure but also ensures uniform load distribution under external forces, enabling the pavement slab to have better compressive and flexural properties.

[0025] Anti-slip and drainage functions: The horizontal arrangement design of anti-slip ridges effectively increases the friction on the surface of the pavement slab, reducing the risk of vehicle skidding in rainy, snowy weather or when the runway is slippery, enhancing the safety of the airport. At the same time, this design helps to quickly drain the water on the surface of the pavement slab, preventing potential safety hazards caused by water accumulation, and further enhancing the anti-slip and weather-resistant properties of the pavement slab.

[0026] Construction convenience: The combination of various structural functions in this utility model not only improves the performance of the pavement slab but also simplifies the construction process, saving time and labor costs, and meeting the requirements of rapid airport construction and maintenance.

[0027] Generally speaking, the precast pavement slab for airport apron of this utility model significantly improves the service life, compressive and flexural properties, stability and anti-slip ability of the slab through structural optimization and material selection, has extremely high application value, and provides an efficient and reliable solution for airport pavement construction. Brief description of the drawings

[0028] Figure 1 is the structural schematic diagram of this utility model;

[0029] Figure 2 is the semi-sectioned structural schematic diagram of this utility model;

[0030] Figure 3 is the semi-sectioned exploded separation schematic diagram of this utility model;

[0031] Figure 4 is the bottom structural schematic diagram of the bottom cushion layer of this utility model;

[0032] Figure 5 is the structural schematic diagram of the splicing block of this utility model.

[0033] Among them: 1. Central base layer; 2. Bottom cushion layer; 3. Anti-slip ridge; 4. Side splicing groove; 5. Splicing block

[0034] 11. Weight reduction cavity; 12. Inner support bar; 13. Inner reinforcing rib;

[0035] 21. Positioning convex grains. Detailed implementation manners

[0036] The following will further describe the present utility model in detail in conjunction with the drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of the utility model, rather than all the embodiments. Without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. Based on the embodiments in the utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the utility model.

[0037] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the utility model, the directional indications are only used to explain the relative position relationship and movement conditions between components in a certain specific posture (as shown in the drawings). If the specific posture changes, the directional indications will also change accordingly.

[0038] In addition, "multiple" means more than two. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those of ordinary skill in the art can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the utility model.

[0039] Please refer to Figures 1-5 , an airport pavement precast slab, including a central base layer 1, which serves as the main bearing structure of the slab, has high strength and durability, and can withstand the pressure generated when vehicles run at the edge of the airport pavement. In order to ensure the overall performance and construction convenience of the slab, various structural functions are combined in the design to improve the stability, durability and anti-slip ability of the slab.

[0040] Embodiment 1:

[0041] In this embodiment, a bottom cushion layer 2 is provided at the bottom of the central base layer 1. The bottom cushion layer is made of gravel concrete and has good compressive strength and durability. By using gravel concrete, the bottom cushion layer not only provides a stable foundation, but also can effectively prevent the damage to the slab caused by uneven settlement of the foundation. A number of positioning convex grains are evenly distributed at the bottom of the bottom cushion layer 2. These convex grains are embedded in the ground during installation, enhancing the friction between the cushion layer and the ground, ensuring that the slab will not shift in position during long-term use, and thus improving the stability of the pavement slab.

[0042] To make the connection between adjacent road slabs more firm and precise, side splicing slots 4 are provided on both the left and right sides of the slab. The cross-section of this slot is T-shaped, which can form a stable mechanical bite between the slabs. Adjacent slabs are connected by splicing blocks 5 with an H-shaped cross-section. The splicing blocks 5 can be firmly embedded into the adjacent slots, making the adjacent slabs closely combined to form a whole, avoiding loosening and cracking at the joints. This design enables the slabs to jointly bear the load when subjected to external forces, further enhancing the durability of the overall structure.

[0043] Embodiment 2:

[0044] At the central position inside the central base layer 1, a rectangular weight-reducing cavity 11 is designed. This weight-reducing cavity not only reduces the overall weight of the road slab, lowering the difficulty of transportation and installation, but also retains the structural strength of the slab, ensuring that the slab is not easily deformed under load. Along the length direction of the weight-reducing cavity 11, a number of internal support bars 12 are equidistantly arranged. These support bars are made of fluororubber material and have excellent elasticity and durability. The support bars support the upper and lower cavity walls of the weight-reducing cavity 11 respectively. While playing a bearing role, they can absorb and disperse vibrations and impact forces caused by the operation of airport vehicles or other external loads, reducing damage to the road slab and cushion layer, and extending the service life of the road slab.

[0045] In addition, a number of internal reinforcing ribs 13 are evenly arranged on the upper and lower surfaces inside the central base layer 1. These internal reinforcing ribs are made of high-strength materials and can provide additional support when the slab bears longitudinal and transverse loads, increasing the bending and compressive resistance of the slab. The design of the internal reinforcing ribs enables the slab to evenly distribute the bearing capacity, reducing stress concentration, preventing cracks or breakages of the slab caused by excessive local stress, and thus improving the overall service life and safety of the slab.

[0046] Embodiment 3:

[0047] To increase the anti-slip performance of the road slab surface, a number of anti-slip ridges 3 are evenly distributed on the top surface of the central base layer 1. These anti-slip ridges are horizontally distributed, and each anti-slip ridge is arranged parallel to each other, forming an effective anti-slip structure. This design can increase the friction when the airport vehicle tires contact the road slab, preventing slipping accidents in rainy, snowy weather or when the runway is slippery, and improving the safety of airport operation. In addition, the design of the anti-slip ridges also helps with drainage, preventing the influence of water accumulation on the road slab surface, and further enhancing the anti-slip and weather resistance of the slab.

[0048] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

[0049] For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above exemplary embodiments, and the present utility model can be implemented in other specific forms without departing from the spirit or basic characteristics of the present utility model. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced within the present utility model. Any reference signs in the claims should not be construed as limiting the claims involved.

[0050] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A prefabricated airport runway panel, comprising a central base layer (1), characterized in that: The bottom of the central base layer (1) is provided with a bottom cushion layer (2), corresponding to side splicing slots (4) distributed on the left and right sides of the panel, and the splicing slots (4) between adjacent panels are connected by splicing card blocks (5); A rectangular weight-reducing cavity (11) is provided at the center of the central base layer (1), a plurality of internal support bars (12) are equidistantly provided inside the weight-reducing cavity (11) and distributed along its length, and a plurality of internal reinforcing ribs (13) are provided on the upper and lower sides of the central base layer (1).

2. The prefabricated airport runway panel according to claim 1, characterized in that: The central base layer (1) is integrally cast with concrete.

3. The prefabricated airport runway panel according to claim 1, characterized in that: The inner support bar (12) is made of fluororubber, and the upper and lower surfaces of the inner support bar (12) are respectively supported on the upper and lower walls of the weight-reducing cavity (11).

4. The prefabricated airport runway panel according to claim 1, characterized in that: A plurality of anti-slip convex strips (3) are evenly distributed on the top surface of the central base layer (1).

5. The prefabricated airport runway panel according to claim 4, characterized in that: The plurality of anti-slip convex strips (3) are all distributed laterally.

6. The prefabricated airport runway panel according to claim 1, characterized in that: The cross section of the side splicing slot (4) is set to be T-shaped, and the cross section of the splicing block (5) is set to be H-shaped.

7. The prefabricated airport runway panel according to claim 1, characterized in that: The bottom cushion layer (2) is cast using sandstone concrete.

8. The prefabricated airport runway panel according to claim 1, characterized in that: A plurality of positioning protrusions are evenly arranged on the bottom of the bottom cushion layer (2).

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