Airfield pavement dowel bar mounting structure

Abstract

The utility model discloses an airport pavement dowel bar installation structure which comprises a longitudinal formwork, the longitudinal formwork is arranged in the vertical direction, installation holes are formed in the longitudinal formwork at intervals, sub-hole supporting pieces are installed in the installation holes, and each sub-hole supporting piece comprises a cylindrical part and a connecting part which are sequentially arranged in the second horizontal direction. The sub-hole supporting piece is provided with a dowel bar inserting hole penetrating through a body of the sub-hole supporting piece in the second horizontal direction, the inner edge, away from the annular end face of the connecting part, of the cylindrical part extends inwards in the radial direction to form a supporting ring for sealing and covering part of the dowel bar inserting hole, the cylindrical part of the sub-hole supporting piece is inserted into the mounting hole, and the dowel bar is inserted into the supporting ring and the dowel bar inserting hole. The dowel bar is supported by the support ring which is in clearance fit with the dowel bar, so that the dowel bar can be accurately positioned; each sub-hole supporting piece is only matched with the corresponding dowel bar, and a gap with the size equal to the wall thickness of the cylindrical part is formed between the longitudinal template and the dowel bar, so that the dismounting difficulty is low; and compatibility of dowel bars with different specifications can be realized.

Description

Technical Field

[0001] This utility model relates to the technical field of airport pavement construction equipment, and in particular to an airport pavement dowel bar installation structure. Background Technology

[0002] With the continuous development of my country's social economy and the optimization and adjustment of its industrial structure, the low-altitude economy, as a strategic emerging industry, plays an important role in building a modern industrial system and has extremely broad development prospects. General aviation airports, as an indispensable and crucial link in the low-altitude economy, are becoming increasingly important in their construction and development.

[0003] For the most basic and important pavement construction in road engineering, transverse joints, such as construction joints and contraction joints, will be left on the road surface based on the construction process and technical needs. Multiple dowel bars need to be installed in the concrete pouring layer at the above transverse joints. The dowel bars are required to be located in the middle of the thickness of the concrete structure and symmetrically arranged on both sides of the transverse joint to connect the concrete structures on both sides of the joint in order to strengthen the overall strength of the road surface.

[0004] The current methods for constructing dowel bars basically include the following:

[0005] The first method involves setting up longitudinal formwork on both sides of the planned road surface. A support frame is then constructed transversely along the road surface using steel reinforcement. Multiple dowel bars are arranged in parallel, supported by the frame. The dowel bars are inserted into the mounting holes in the longitudinal formwork, with half of each bar located inside and half outside the formwork. Concrete is then poured, and after it solidifies, the longitudinal formwork is removed, detaching it from the dowel bars. This method offers high precision in dowel bar installation, but it requires additional support frames and dowel bar binding, increasing material and labor costs.

[0006] The second method involves first pouring concrete on one side of the transverse joint. Once the concrete has a certain holding power, half of the dowel bar is inserted into the poured concrete using a vibratory press-in method. However, with this method, the height and direction of the dowel bar in the pavement structure are difficult to control, resulting in unstable installation quality and potential problems such as pavement cracking and slab breakage later on.

[0007] The third method: During construction, the road surface concrete is poured in layers. After the lower layer of the road surface is poured to the required height, the load transfer system is then placed.

[0008] The process involves pouring the top layer of concrete to cover the dowel bar, which requires layered pouring and makes the process more complicated and time-consuming. It is rarely used in practice nowadays.

[0009] For the first construction method, which yields better results, improving the installation efficiency of the dowel bars becomes a pressing technical problem. Simultaneously, to facilitate the separation of the longitudinal formwork from the dowel bars, the installation holes in traditional formwork must be significantly larger than the diameter of the dowel bars; otherwise, demolding will be difficult, resulting in a 2-3 cm gap between the dowel bars and the installation holes. This leads to noticeable grout leakage within a 2-3 cm area around the dowel bars, making demolding difficult; furthermore, the dowel bars are not accurately positioned, and their coaxiality with the installation holes cannot be guaranteed, affecting construction quality. Secondly, the installation holes in the longitudinal formwork can only be matched with dowel bars of corresponding outer diameters. When the required dowel bar outer diameter differs, corresponding longitudinal formwork specifications must be used, resulting in a lack of universal applicability for both the longitudinal formwork and the dowel bars, increasing equipment costs. Utility Model Content

[0010] This utility model provides an installation structure for dowel bars on airport pavement, which solves problems such as inaccurate positioning of dowel bars, leakage of grout at holes, and difficulty in demolding during pavement concrete construction.

[0011] To achieve the aforementioned utility model objective, this utility model provides an airport pavement force transmission rod installation structure, including a longitudinal template extending along a first horizontal direction. The longitudinal template is arranged vertically, and mounting holes are spaced apart in the middle of the longitudinal template along the first horizontal direction. The mounting holes penetrate the longitudinal template along a second horizontal direction, with the first horizontal direction perpendicular to the second horizontal direction. Sub-hole support members are installed in each of the mounting holes. Each sub-hole support member includes a cylindrical portion and a connecting portion arranged sequentially along the second horizontal direction. The sub-hole support member has a force transmission rod insertion hole penetrating its body along the second horizontal direction. The inner edge of the annular end face of the cylindrical portion away from the connecting portion extends radially inward to form a support ring that covers the force transmission rod insertion hole. The cylindrical portion of the sub-hole support member is inserted into the mounting hole from the outside of the longitudinal template. The connecting portion of the sub-hole support member is located on the outside of the longitudinal template and is fixedly connected to the longitudinal template. The force transmission rod is inserted into the support ring and the force transmission rod insertion hole.

[0012] In this invention, the force transmission rod is supported by a support ring that has a clearance fit with it, ensuring accurate positioning of the force transmission rod. The force transmission rod and support ring, as well as the cylindrical portion and mounting hole, all have clearance fits. Compared to the prior art where there is a 2-3 cm gap between the force transmission rod and the mounting hole, this significantly reduces grout leakage. During demolding, the sub-hole support is removed first, followed by the longitudinal template. Since only the support ring and force transmission rod have a clearance fit, and each sub-hole support only mates with its corresponding force transmission rod, disassembly and assembly are easy. After removing the sub-hole support, there is a gap equal to the wall thickness of the cylindrical portion between the longitudinal template and the force transmission rod, again making disassembly and assembly easy. Furthermore, this application allows the longitudinal template to accommodate force transmission rods of different outer diameters. Compatibility with different specifications of force transmission rods can be achieved simply by replacing the sub-hole support with different inner diameters of the support ring and the diameter of the force transmission rod insertion hole. The outer diameter of the cylindrical portion of each sub-hole support is the same, and all fit the mounting holes of the longitudinal template.

[0013] Preferably, the cylindrical portion and the mounting hole are in a clearance fit. More preferably, the clearance between the cylindrical portion and the mounting hole is no greater than 1 mm.

[0014] Preferably, the force transmission rod and the support ring are in a clearance fit. More preferably, the clearance between the force transmission rod and the support ring is no greater than 1 mm.

[0015] Preferably, a support frame is provided on the outer side of the longitudinal template, and the end of the force transmission rod located on the outer side of the longitudinal template is fixedly supported by the support frame.

[0016] Preferably, the thickness of the support ring in the second horizontal direction is no more than 1 cm.

[0017] Preferably, the annular end face of the cylindrical portion away from the connecting portion is flush with the inner surface of the longitudinal template.

[0018] Optionally, the connecting part is fixedly connected to the longitudinal template via a connecting member. The connecting member can be a connecting bolt or a connecting clip, etc., and there is no limitation thereto.

[0019] One or more technical solutions in the embodiments of this utility model have at least the following technical effects or advantages:

[0020] The force transmission rod is supported by a support ring that fits with it with a clearance fit, ensuring accurate positioning of the force transmission rod. The force transmission rod and support ring, as well as the cylindrical part and mounting hole, all have clearance fits. Compared to existing technologies where there is a 2-3 cm gap between the force transmission rod and the mounting hole, this significantly reduces grout leakage.

[0021] During demolding, first remove the sub-hole support components, then remove the longitudinal template. Since only the support ring and the force transmission rod have a clearance fit, and each sub-hole support component only fits with its corresponding force transmission rod, the disassembly and assembly are relatively easy. After removing the sub-hole support components, there is a gap between the longitudinal template and the force transmission rod equal to the wall thickness of the cylindrical portion, so the disassembly and assembly are also relatively easy.

[0022] Furthermore, this application enables the longitudinal template to accommodate force transmission rods of different outer diameters. Compatibility with different specifications of force transmission rods can be achieved simply by replacing the sub-hole support components with different inner diameters of the support rings and the diameters of the force transmission rod insertion holes. The outer diameter of the cylindrical portion of each sub-hole support component is the same, and all are adapted to the mounting holes of the longitudinal template.

[0023] In summary, this application solves the problems of inaccurate positioning of dowel bars, grout leakage at the holes, and difficulty in demolding during pavement concrete construction. Attached Figure Description

[0024] Figure 1 This is a top view of the structure of this utility model;

[0025] Figure 2 This is a schematic diagram of the vertical cross-sectional structure of this utility model;

[0026] Figure 3 This is a cross-sectional structural diagram of the sub-hole support component. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] like Figure 1 , Figure 2 As shown, this utility model embodiment provides an airport pavement force transmission bar installation structure, including a longitudinal template 100 extending along a first horizontal direction. The longitudinal template 100 is arranged vertically, and mounting holes 101 are spaced apart in the middle of the longitudinal template 100 along the first horizontal direction. The mounting holes 101 penetrate the longitudinal template 100 along a second horizontal direction, and the first horizontal direction is perpendicular to the second horizontal direction. Each mounting hole 101 is equipped with a sub-hole support 200. Figure 3As shown, the sub-hole support 200 includes a cylindrical portion 201 and a connecting portion 202 arranged sequentially along a second horizontal direction. The sub-hole support 200 has a force transmission rod insertion hole 203 that penetrates its body along the second horizontal direction. The inner edge of the annular end face of the cylindrical portion 201 away from the connecting portion 202 extends radially into the force transmission rod insertion hole 203 to form a support ring 204 that covers the force transmission rod insertion hole 203. The cylindrical portion 201 of the sub-hole support 200 is inserted into the mounting hole 101 from the outside of the longitudinal template 100. The connecting portion 202 of the sub-hole support 200 is located outside the longitudinal template 100 and is fixedly connected to the longitudinal template 100. The force transmission rod 400 is inserted into the support ring 204 and the force transmission rod insertion hole 203. The cylindrical portion 201 and the mounting hole 101 are in clearance fit, and the force transmission rod 400 and the support ring 204 are in clearance fit.

[0029] In this invention, the force transmission rod 400 is supported by a support ring 204 that has a clearance fit with it, ensuring accurate positioning of the force transmission rod 400. The force transmission rod 400 and the support ring 204, as well as the cylindrical portion 201 and the mounting hole 101, all have clearance fits. Compared to the prior art where there is a 2-3 cm gap between the force transmission rod 400 and the mounting hole 101, this significantly reduces grout leakage. During demolding, the sub-hole support member 200 is removed first, followed by the longitudinal template 100. Since only the support ring 204 has a clearance fit with the force transmission rod 400, and each sub-hole support member 200 only mates with its corresponding force transmission rod 400, the disassembly and assembly are relatively simple. After removing the sub-hole support member 200, there is a gap between the longitudinal template 100 and the force transmission rod equal to the wall thickness of the cylindrical portion 201, again resulting in simple disassembly and assembly. Meanwhile, this application enables the longitudinal formwork 100 to accommodate dowel bars 400 with different outer diameters. Compatibility with different specifications of dowel bars 400 can be achieved simply by replacing the sub-hole support members 200 with different inner diameters of the support rings 204 and the diameters of the dowel bar insertion holes 203. The outer diameter of the cylindrical portion 201 of the different sub-hole support members 200 is the same, and they all fit the mounting holes 101 of the longitudinal formwork 100. In summary, this application solves the problems of inaccurate installation and positioning of dowel bars 400, grout leakage at the holes, and difficulty in demolding during pavement concrete construction.

[0030] Preferably, the clearance between the cylindrical part 201 and the mounting hole 101 is no greater than 1 mm.

[0031] Preferably, the clearance between the force transmission rod 400 and the support ring 204 is no greater than 1mm.

[0032] Preferably, the annular end face of the cylindrical portion 201 away from the connecting portion 202 is flush with the inner surface of the longitudinal template 100.

[0033] Preferred, such as Figure 1 , Figure 2As shown, a support frame 300 is provided on the outer side of the longitudinal template 100, and the end of the force transmission rod 400 located on the outer side of the longitudinal template 100 is fixedly supported by the support frame 300.

[0034] Preferably, the thickness of the support ring 204 in the second horizontal direction is no more than 1 cm.

[0035] Optionally, the connecting part 202 is fixedly connected to the longitudinal template 100 via a connector. The connector can be a connecting bolt or a connecting clip, etc., and there are no restrictions on its type.

[0036] It should be noted that the above embodiments are illustrative of the present invention and not limiting of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The words “comprising” or “including” do not exclude the presence of elements or steps not listed in the claims. The words “a” or “an” preceding an element do not exclude the presence of a plurality of such elements. The use of the words first, second, and third, etc., does not indicate any order and these words can be interpreted as names.

[0037] All features disclosed in this specification, except for mutually exclusive features, can be combined in any way.

[0038] Any feature disclosed in this specification (including any appended claims, abstract, and drawings) may be replaced by other equivalent or similar features, unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is merely one example of a series of equivalent or similar features.

[0039] This invention is not limited to the specific embodiments described above. This invention extends to any new feature or combination disclosed in this specification, as well as any new method or process step or combination disclosed herein.

Claims

1. An airport pavement dowel bar installation structure, comprising a longitudinal template extending along a first horizontal direction, the longitudinal template being arranged vertically, and mounting holes spaced apart along the first horizontal direction in the middle of the longitudinal template, the mounting holes penetrating the longitudinal template along a second horizontal direction, the first horizontal direction being perpendicular to the second horizontal direction, characterized in that... Each of the mounting holes is equipped with a sub-hole support member. The sub-hole support member includes a cylindrical part and a connecting part arranged sequentially along the second horizontal direction. The sub-hole support member has a force transmission rod insertion hole that penetrates its body along the second horizontal direction. The inner edge of the annular end face of the cylindrical part away from the connecting part extends radially inward to form a support ring that covers the force transmission rod insertion hole of the part. The cylindrical part of the sub-hole support member is inserted into the mounting hole from the outside of the longitudinal template. The connecting part of the sub-hole support member is located on the outside of the longitudinal template and is fixedly connected to the longitudinal template. The force transmission rod is inserted into the support ring and the force transmission rod insertion hole.

2. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The cylindrical part and the mounting hole are clearance fit.

3. The airport pavement dowel bar installation structure as described in claim 2, characterized in that, The clearance between the cylindrical part and the mounting hole should not exceed 1mm.

4. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The force transmission rod and the support ring are fitted with a clearance.

5. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The clearance between the force transmission rod and the support ring shall not exceed 1mm.

6. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, A support frame is provided on the outside of the longitudinal template, and the end of the force transmission rod located on the outside of the longitudinal template is fixedly supported by the support frame.

7. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The thickness of the support ring in the second horizontal direction is no more than 1 cm.

8. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The annular end face of the cylindrical part away from the connecting part is flush with the inner surface of the longitudinal template.

9. The airport pavement dowel bar installation structure as described in claim 1, characterized in that, The connecting part is fixedly connected to the longitudinal template through a connector.

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