Pavement connection structure for new and old roads
By setting up an embankment and installing stress reinforcement between the old and new roadbeds, combined with steel-plastic geogrids and impermeable geotextiles, the problems of separation and cracking at the connection between the old and new roadbeds were solved, the connection strength and stability were improved, and the service life of the pavement was extended.
Patent Information
- Application Number
- CN202423150870.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-19
- Publication Date
- 2025-11-14
- Estimated Expiration
- 2034-12-19
AI Technical Summary
In existing technologies, the anti-separation and anti-cracking performance at the junction of new and old roadbeds is poor, resulting in a shortened service life of the pavement.
An embankment is constructed between the old and new roadbeds, and stress reinforcement bars, including connecting discs, rotating sleeves, and inner rods, are installed on the sides of the embankment. Elastic limiting components and anti-slip blocks are used to enhance the connection strength. Combined with a roadbed auxiliary material layer of steel-plastic grid and impermeable geotextile, the connection stability is improved.
It improves the resistance to separation and cracking at the junction of the old and new roadbeds, enhances the connection strength and stability, and extends the service life of the pavement.
Smart Images
Figure CN223548366U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of road surface connection structure technology, and specifically to a road surface connection structure for new and old roads. Background Technology
[0002] With the increase in vehicles, traffic congestion has become a problem. To alleviate this issue, existing roads are often widened. During construction, steel-plastic grating and impermeable geotextile (subgrade auxiliary materials) are usually used to increase the connection strength between the old and new subgrades. However, the inventors discovered that using this type of subgrade auxiliary material as the connection structure between the old and new subgrades results in cracks appearing on the road surface after about one year of use. This indicates that the anti-separation and anti-cracking performance at the junction of the old and new subgrades is poor. Therefore, there is an urgent need for a new road surface connection structure to solve the aforementioned problems. Utility Model Content
[0003] To address the aforementioned technical problems in existing technologies, a pavement connection structure for new and old roads is provided, which solves the problems of poor anti-separation and anti-cracking performance at the connection between the old and new roadbeds.
[0004] The purpose and effects of this utility model are achieved by the following specific technical means:
[0005] A pavement connection structure for a new and old road includes an old roadbed and a new roadbed that are distributed laterally, with several embankments provided between the old roadbed and the new roadbed;
[0006] Each side of the embankment has a second installation hole, the inner wall of which is plastered with a layer of concrete, and a stress tie is inserted into the second installation hole. The other end of the stress tie is located in the new roadbed.
[0007] The stress-reinforcing bar includes a connecting plate, a rotating sleeve, and inner rods. There are two inner rods, which are fixed to both sides of the connecting plate. Each inner rod has several mounting holes, and each mounting hole contains an elastic limiting member. There are two rotating sleeves, which are rotatably fitted onto the outside of the two inner rods. Each rotating sleeve has a number of through holes that correspond to the number of mounting holes. The outer end of each elastic limiting member passes through the corresponding through hole and is embedded in the concrete.
[0008] The elastic limiting component includes a limiting block and a spring. One end of the spring is fixed in the mounting hole and the other end is fixedly connected to the limiting block. The outer end of the limiting block passes through the corresponding through hole and is embedded in the concrete.
[0009] Several anti-slip blocks are welded to the outer end of the limiting block.
[0010] Both sides of the connecting plate have annular grooves, and the inner end of the rotating sleeve is slidably connected to the annular grooves.
[0011] The embankment is covered with a subgrade auxiliary material layer, which includes a steel-plastic geogrid and an impermeable geotextile. The steel-plastic geogrid is placed on the embankment and the impermeable geotextile is placed on top of the steel-plastic geogrid.
[0012] The width of both the steel-plastic geogrid and the impermeable geotextile is 5-7m.
[0013] The old and new roadbeds are topped with a pavement layer.
[0014] Compared with the prior art, the beneficial effects of this utility model are:
[0015] This type of pavement connection structure between old and new roads, with the use of subgrade auxiliary material layers and stress reinforcement, improves the anti-separation and anti-cracking performance at the connection between the old and new subgrades, making the old and new subgrades stably connected together. Finally, with the paving of the pavement layer, the connection strength and stability between the old and new subgrades are further increased, which can extend the service life of the pavement. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the overall front view sectional structure of this utility model;
[0017] Figure 2 This utility model Figure 1 A schematic diagram of the partial structure at point A;
[0018] Figure 3 This is a schematic diagram of the three-dimensional structure of the stress-reinforcing bar of this utility model;
[0019] Figure 4 This utility model Figure 3 A schematic diagram of the structure in which the middle limiting block is springed to the outside of the stress tie.
[0020] Marked in the diagram: Old roadbed 1, New roadbed 2, Embankment 3, Roadbed auxiliary material layer 4, Road surface layer 5, Stress tie 6, Connecting plate 61, Rotating sleeve 62, Through hole 621, Inner rod 63, Limiting block 631, Anti-slip block 6311, Mounting hole one 632, Spring 633, Mounting hole two 7, Concrete 8. Detailed Implementation
[0021] Please see Figure 1-4 The embodiments of this utility model will be further described below;
[0022] like Figure 1As shown, a pavement connection structure for a new and old road includes an old roadbed 1 and a new roadbed 2 distributed laterally. Several embankments 3 are provided between the old roadbed 1 and the new roadbed 2. A roadbed auxiliary material layer 4 is laid on the embankments 3. The roadbed auxiliary material layer 4 includes a steel-plastic geogrid and an impermeable geotextile. The steel-plastic geogrid is placed on the embankment 3, and the impermeable geotextile is covered on the steel-plastic geogrid. The width of both the steel-plastic geogrid and the impermeable geotextile is 5-7m. A pavement layer 5 is laid on top of the old roadbed 1 and the new roadbed 2.
[0023] like Figure 1-4 As shown, there are two installation holes 7 on each side of the embankment 3. The inner wall of each installation hole 7 is plastered with a layer of concrete 8, and a stress tie bar 6 is inserted into the installation hole 7. The other end of the stress tie bar 6 is located in the new roadbed 2.
[0024] The stress-reinforcing bar 6 includes a connecting plate 61, a rotating sleeve 62, and an inner rod 63. There are two inner rods 63, which are fixed to both sides of the connecting plate 61 respectively. Several mounting holes 632 are opened on the inner rods 63. Each mounting hole 632 is equipped with an elastic limiting member. There are two rotating sleeves 62, which are rotatably sleeved on the outside of the two inner rods 63 respectively. The rotating sleeves 62 have through holes 621, which are equal in number and correspond one-to-one with the mounting holes 632. The outer end of the elastic limiting member passes through the corresponding through hole 621 and is embedded in the concrete 8.
[0025] like Figure 2 As shown, the elastic limiting component includes a limiting block 631 and a spring 633. One end of the spring 633 is fixed in the mounting hole 632, and the other end is fixedly connected to the limiting block 631. The outer end of the limiting block 631 passes through the corresponding through hole 621 and is embedded in the concrete 8.
[0026] like Figure 2 and 4 As shown, several anti-slip blocks 6311 are welded to the outer end of the limiting block 631.
[0027] like Figure 2 As shown, both sides of the connecting plate 61 have annular grooves, and the inner end of the rotating sleeve 62 is slidably connected to the annular grooves.
[0028] In this embodiment, as Figure 1 As shown, the overlap between the old roadbed 1 and the new roadbed 2 is achieved by excavating steps. The excavation width is 1m within the old roadbed 1. After removing the original pavement layer 5 from the old roadbed 1, the old roadbed 1 is compacted to a compaction degree of not less than 95%, ensuring compaction quality to reduce differential deformation of the old roadbed 1. The excavation step size is 100x30cm, forming multiple embankments 3;
[0029] After the embankment 3 is formed, holes are drilled on the side of each embankment 3 to create installation holes 2 7. Then, a layer of concrete 8 is applied to the inner wall of the installation holes 2 7. After applying the concrete 8, the installation holes 2 7 are matched with the stress reinforcement 6. The stress reinforcement 6 is initially in the following state: Figure 3 As shown, the through hole 621 and the mounting hole 632 are staggered. The limiting block 631 and the anti-slip block 6311 are located in the mounting hole 632. This allows the construction worker to hold one end of the stress tie 6 and insert the other end of the stress tie 6 into the mounting hole 7. Before the rotating sleeve 62 on one side is fully inserted into the mounting hole 7, rotate the rotating sleeve 62. When the through hole 621 aligns with the mounting hole 632, the limiting block 631, under the elastic force of the spring 633, will have its outer end pass through the mounting hole 632 and the through hole 621 and then penetrate the rigid coating. The concrete 8 is poured into the new roadbed 1 and abuts against the inner wall of the second installation hole 7, thus positioning one end of the stress tie 6 in the second installation hole 7. As the concrete 8 hardens, it further strengthens the connection of the stress tie 6 within the second installation hole 7. Then, rotating the rotating sleeve 62 at the other end of the stress tie 6 causes the limiting block 631 to be ejected by the spring 633, increasing the later connection strength between the stress tie 6 and the new roadbed 2. The anti-slip block 6311 increases the friction at the outer end of the limiting block 631, preventing the stress tie 6 from dragging at the connection between the old roadbed 1 and the new roadbed 2.
[0030] A roadbed auxiliary material layer 4 (steel-plastic geogrid and impermeable geotextile) is laid at the bottom of the new roadbed 2 and on the embankment 3. The main stress direction of the steel-plastic geogrid should be consistent with the deformation trend of the old roadbed 1. After tightening, both ends are fixed with U-shaped nails. φ16mm short anchor rods are driven into the ends of the steel-plastic geogrid at the splicing part of the embankment 3 for anchoring to ensure compaction quality and reduce differential deformation of the roadbed. Then, the raw materials for making the new roadbed 2 are laid and compacted at the designated location. After the new roadbed 2 is completed, the other end of the stress tie 6 is buried in the new roadbed 2. Finally, the pavement layer 5 is laid at the connection between the old roadbed 1 and the top of the new roadbed 2. With the use of the roadbed auxiliary material layer 4 and the stress tie 6, the anti-separation and anti-cracking performance of the connection between the old roadbed 1 and the new roadbed 2 is improved, so that the old roadbed 1 and the new roadbed 2 are stably connected together. Finally, with the laying of the pavement layer 5, the connection strength and stability between the old roadbed 1 and the new roadbed 2 are further increased, which can extend the service life of the pavement.
[0031] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.
Claims
1. A pavement connection structure for a new and old road, comprising an old roadbed (1) and a new roadbed (2) distributed laterally, wherein a plurality of embankments (3) are provided between the old roadbed (1) and the new roadbed (2), characterized in that: The embankment (3) has two mounting holes (7) on its side. The inner wall of each mounting hole (7) is plastered with a layer of concrete (8). Stress bracing (6) is inserted into the mounting hole (7). The other end of the stress bracing (6) is located in the new roadbed (2). The stress-reinforcing bar (6) includes a connecting plate (61), a rotating sleeve (62), and an inner rod (63). The inner rod (63) has two rods, which are fixed to both sides of the connecting plate (61). The inner rod (63) has several mounting holes (632). Each mounting hole (632) is fitted with an elastic limiting member. The rotating sleeve (62) has two rods, which are rotatably fitted onto the outside of the two inner rods (63). The rotating sleeve (62) has through holes (621) that are equal in number to and correspond one-to-one with the mounting holes (632). The outer end of the elastic limiting member passes through the corresponding through hole (621) and is embedded in the concrete (8).
2. The pavement connection structure for new and old roads according to claim 1, characterized in that: The elastic limiting component includes a limiting block (631) and a spring (633). One end of the spring (633) is fixed in the mounting hole (632), and the other end is fixedly connected to the limiting block (631). The outer end of the limiting block (631) passes through the corresponding through hole (621) and is embedded in the concrete (8).
3. The pavement connection structure for new and old roads according to claim 2, characterized in that: Several anti-slip blocks (6311) are welded to the outer end of the limiting block (631).
4. The pavement connection structure for new and old roads according to claim 1, characterized in that: Both sides of the connecting plate (61) have annular grooves, and the inner end of the rotating sleeve (62) is slidably connected to the annular grooves.
5. The pavement connection structure for new and old roads according to claim 1, characterized in that: The embankment (3) is covered with a roadbed auxiliary material layer (4), which includes a steel-plastic grid and an impermeable geotextile. The steel-plastic grid is placed on the embankment (3), and the impermeable geotextile is placed on top of the steel-plastic grid.
6. The pavement connection structure for new and old roads according to claim 5, characterized in that: The width of both the steel-plastic geogrid and the impermeable geotextile is 5-7m.
7. The pavement connection structure for new and old roads according to claim 1, characterized in that: The old roadbed (1) and the new roadbed (2) are topped with a pavement layer (5).