New and old pavement splicing structure

Abstract

The utility model discloses a new and old pavement splicing structure which comprises an original pavement, a stair step-shaped groove is formed in the right side of the original pavement, the stair step-shaped groove comprises a first stair step, a second stair step, a third stair step and a fourth stair step which are sequentially arranged from bottom to top, the left sides of the first stair step, the second stair step, the third stair step and the fourth stair step are inclined planes, and the left sides of the first stair step, the second stair step, the third stair step and the fourth stair step are inclined planes. And a geogrid is laid on the inclined surface of the second step. The stair step-shaped groove is dug in one side of the original road surface, so that the stair step-shaped groove and the original road surface can be tightly integrated when the concrete layer and the asphalt upper base layer are poured, the phenomenon of uneven settlement of the spliced road surface is effectively avoided, deep cracks caused by damage of one point in contact with corners are avoided, and the anti-falling effect is achieved; the integral limiting effect of lower transverse and vertical two-way limiting and upper traction limiting can be achieved after pouring, the stable anti-cracking and anti-falling effect of pavement splicing is further improved, long-acting stable anti-cracking and anti-falling application is achieved, and the stable anti-cracking and anti-falling use requirement of the splicing position is met.

Description

Technical Field

[0001] This utility model relates to the field of highway new and old road surface splicing technology, specifically a new and old road surface splicing structure. Background Technology

[0002] With the rapid development of my country's transportation industry, the traffic volume of highways and municipal roads has also increased year by year. Many roads have reached or are approaching saturation in terms of traffic volume before reaching their service life. The improvement measures for saturated highways are basically twofold: one is to build a parallel road, and the other is to expand and widen the existing highway. Highway expansion and widening has the advantages of low investment and land saving, and is given priority when geological and environmental conditions permit. The splicing effect of the new and old pavement in highway reconstruction and expansion projects directly affects the construction quality and service life of the pavement. How to effectively splice the new and old pavement and reduce the occurrence of pavement defects at the splicing point has always been a difficult point in the construction of reconstruction and expansion projects, and it is also one of the key technologies.

[0003] During the widening and expansion of existing highways, new pavement is usually laid directly on one side of the original road surface. Uneven settlement between the old and new pavement is inevitable. In addition, with long-term use, cracking and separation of the old and new pavement are prone to occur, resulting in deep cracks. The stability, crack prevention and separation effect is difficult to meet the usage requirements. In view of this, this application proposes a new pavement splicing structure to solve the above-mentioned problems. Utility Model Content

[0004] The purpose of this invention is to provide a new and old road surface splicing structure to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a new and old road surface splicing structure, including the original road surface, wherein a stair-shaped groove is excavated on the right side of the original road surface, the stair-shaped groove includes a first step, a second step, a third step and a fourth step arranged sequentially from bottom to top, the left sides of the first step, the second step, the third step and the fourth step are all inclined surfaces, and a geogrid is laid on the inclined surface of the second step;

[0006] The top of the second step, the inclined surface of the second step, and the top of the third step are interspersed with modular tension reinforcement and anti-detachment components. A new base layer is laid on the top of the first step and its right side. A concrete layer is poured on the top of the new base layer and the top of the second step. An asphalt upper base layer is poured on the top of the concrete layer and the top of the third step. An asphalt surface layer flush with the original road surface is poured on the top of the asphalt upper base layer and the top of the fourth step. The arrangement of the first, second, third, and fourth steps with inclined surfaces ensures that the concrete layer and the asphalt upper base layer can be tightly integrated with the original road surface during the pouring of the concrete layer and the asphalt upper base layer, and will not be affected by deep cracks caused by minor damage at the contact edges, thus achieving an anti-detachment effect. The modular tension reinforcement and anti-detachment components are used to further reinforce the connection stability between the concrete layer and the asphalt upper base layer and the original road surface.

[0007] Preferably, the modular traction reinforcement and anti-detachment component includes multiple horizontal anchor rods that penetrate laterally into the inclined surface of the second step. A limiting sleeve is fixedly connected to the right side of each horizontal anchor rod. A first vertical anchor rod that penetrates vertically into the top of the second step is movably fitted inside the limiting sleeve. The top ends of the multiple first vertical anchor rods are movably secured with the same first steel column.

[0008] The top of the third step is vertically inserted with multiple second vertical anchor rods, and the top of the multiple second vertical anchor rods is movably clamped with the same second steel column. The top of the first steel column and the top of the second steel column are movably clamped with multiple U-shaped tie rods.

[0009] Preferably, the bottom of the first steel column is provided with a plurality of first slots, and the top of the first vertical anchor rod is movably engaged into the corresponding first slot.

[0010] Preferably, the bottom of the second steel column is provided with a plurality of second slots, and the top of the second vertical anchor rod is movably engaged into the corresponding second slot.

[0011] Preferably, the top of the first steel column and the top of the second steel column are provided with multiple third slots at equal intervals, and the two ends of the U-shaped tie rod are respectively movably fitted into the corresponding third slots.

[0012] Preferably, the first steel column, the horizontal anchor rod, and the first vertical anchor rod are all used to be fixed inside the concrete layer to form a whole, and the second steel column and the second vertical anchor rod are all used to be fixed inside the asphalt upper base layer to form a whole, and the bottom of the horizontal anchor rod is integrally provided with a limiting protrusion that moves in contact with the right side of the geogrid.

[0013] Preferably, the tops of the first, second, third, and fourth steps are all uneven.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] 1. By excavating the first, second, third, and fourth steps on one side of the original road surface and coordinating with the inclined surface, it can be tightly integrated with the original road surface when pouring the concrete layer and asphalt upper base course, effectively avoiding uneven settlement at the splicing point and preventing deep cracks caused by a small break at the contact corner, thus achieving the effect of preventing separation.

[0016] 2. The modular tension reinforcement and anti-detachment components create an integrated constraint effect after pouring, with lower horizontal and vertical bidirectional constraints and upper tension constraints. Utilizing this complex multi-point integrated constraint, after the concrete layer and asphalt base course are poured and solidified into a single unit, the concrete layer and asphalt base course can be effectively and firmly connected to the original road surface, further improving the stability, crack prevention, and anti-detachment effect of the road splice. This achieves long-term stable anti-cracking and anti-detachment application, meeting the requirements for stable anti-cracking and anti-detachment at the splice joint.

[0017] This utility model, by chiseling a stair-shaped groove on one side of the original road surface, can tightly integrate with the original road surface when pouring concrete and asphalt base layers. This effectively avoids uneven settlement at the joint and prevents deep cracks caused by minor damage at the contact edges, achieving an anti-separation effect. Furthermore, after pouring, it forms an integrated restraint effect with lower horizontal and vertical bidirectional restraint and upper tension restraint, further improving the stability, crack prevention, and anti-separation effect of the road surface joint, achieving long-term stable anti-cracking and anti-separation application, and meeting the requirements for stable anti-cracking and anti-separation at the joint. Attached Figure Description

[0018] Figure 1 This is a cross-sectional structural diagram of a new and old road surface splicing structure proposed in this utility model;

[0019] Figure 2 for Figure 1 Enlarged internal structure diagram of part A in the diagram;

[0020] Figure 3 This is a three-dimensional structural diagram of a modular tension reinforcement and anti-detachment component for splicing new and old road surfaces proposed in this utility model;

[0021] Figure 4 This is a schematic diagram of the exploded structure of a modular tension reinforcement and anti-detachment component for splicing new and old road surfaces, as proposed in this utility model.

[0022] In the diagram: 100, original road surface; 101, first step; 102, second step; 103, third step; 104, fourth step; 1, inclined surface; 2, new base course; 201, concrete layer; 202, geogrid; 203, asphalt upper base course; 204, asphalt surface course; 3, horizontal anchor bolt; 301, limiting protrusion; 302, limiting sleeve; 303, first vertical anchor bolt; 304, first steel column; 305, first slot; 306, second steel column; 307, second vertical anchor bolt; 308, second slot; 309, U-shaped tie bar; 310, third slot. Detailed Implementation

[0023] 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.

[0024] like Figures 1 to 4 As shown, the new and old road surface splicing structure proposed in this embodiment includes the original road surface 100. A stair-shaped groove is excavated on the right side of the original road surface 100. The stair-shaped groove includes a first step 101, a second step 102, a third step 103 and a fourth step 104 arranged sequentially from bottom to top. The left side of the first step 101, the second step 102, the third step 103 and the fourth step 104 are all inclined surfaces 1. A geogrid 202 is laid on the inclined surface 1 of the second step 102.

[0025] A modular tensioning and anti-detachment component is interspersed at the top of the second step 102, the inclined surface 1 of the second step 102, and the top of the third step 103. A new base layer 2 is laid on the top of the first step 101 and its right side. A concrete layer 201 is poured on the top of the new base layer 2 and the top of the second step 102. An asphalt upper base layer 203 is poured on the top of the concrete layer 201 and the top of the third step 103. An asphalt surface layer 204 flush with the original road surface 100 is poured on the top of the asphalt upper base layer 203 and the top of the fourth step 104. The first step 101, the second step 102, and the third step 103 are... The tops of steps 3 and 4 are uneven. The first step 101, second step 102, third step 103 and fourth step 104, in conjunction with the inclined surface 1, can form a tight bond with the original road surface 100 when the concrete layer 201 and the asphalt upper base course 203 are poured, and will not be damaged at the contact corners to form deep cracks, thus achieving the anti-detachment effect. The modular tension reinforcement anti-detachment component is used to further strengthen the connection stability between the concrete layer 201 and the asphalt upper base course 203 and the original road surface 100, and the unevenness further enhances the friction and interlocking performance after pouring.

[0026] Specifically, the modular tension reinforcement and anti-detachment component includes multiple horizontal anchor rods 3 that are horizontally inserted into the inclined surface 1 of the second step 102. The bottom of the horizontal anchor rod 3 is integrally provided with a limiting protrusion 301 that is in movable contact with the right side of the geogrid 202. The right side of the horizontal anchor rod 3 is fixedly connected to a limiting sleeve 302. The limiting sleeve 302 is movably fitted with a first vertical anchor rod 303 that is vertically inserted into the top of the second step 102. The top of the multiple first vertical anchor rods 303 is movably clamped to the same first steel column 304. The bottom of the first steel column 304 is provided with multiple first slots 305. The top of the first vertical anchor rod 303 is movably clamped into the corresponding first slot 305, which facilitates the convenient clamping and connection of the first steel column 304 and the first vertical anchor rod 303 through the first slot 305.

[0027] Multiple second vertical anchor rods 307 are vertically inserted into the top of the third step 103. The tops of these anchor rods 307 are movably secured to the same second steel column 306. The bottom of the second steel column 306 has multiple second slots 308. The tops of the second vertical anchor rods 307 are movably secured into the corresponding second slots 308, facilitating the easy connection between the second steel column 306 and the second vertical anchor rod 307 via the second slots 308. Multiple U-shaped tie rods 309 are movably secured to the tops of the first steel column 304 and the second steel column 306. Multiple third tie rods 309 are evenly spaced at the tops of both the first steel column 304 and the second steel column 306. The two ends of the U-shaped tie bar 309 are respectively movably snapped into the corresponding third slot 310, which facilitates the convenient snapping and connection of the U-shaped tie bar 309 with the first steel column 304 and the second steel column 306 through the third slot 310. The first steel column 304, the horizontal anchor rod 3, and the first vertical anchor rod 303 are all used to fix them together internally when the concrete layer 201 is poured. The second steel column 306 and the second vertical anchor rod 307 are all used to fix them together internally when the asphalt upper base layer 203 is poured. The horizontal anchor rod 3, the limiting sleeve 302, the first vertical anchor rod 303, the first steel column 304, the second vertical anchor rod 307, and the second steel column 306 are provided. In conjunction with the U-shaped tie bar 309, before pouring the concrete layer 201, multiple horizontal anchor rods 3 are first hammered into the inclined surface 1 of the second step 102 using an external hammering device. Then, the bottom ends of multiple first vertical anchor rods 303 are passed through the corresponding limiting sleeves 302 and hammered into the top of the second step 102. The first steel column 304 is then fitted onto the top of the multiple first vertical anchor rods 303, thus confining the multiple first vertical anchor rods 303 as a whole. The multiple horizontal anchor rods 3 are further confined by the multiple limiting sleeves 302. The multiple second vertical anchor rods 307 are hammered into the top of the third step 103, and the second steel column 306 is fitted onto the multiple second vertical anchor rods 307. At the top, multiple U-shaped tie bars 309 are inserted into the first steel column 304 and the second steel column 306. The multiple U-shaped tie bars 309 form a tie restriction on the first steel column 304 and the second steel column 306. The second vertical anchor rod 307 further restricts the second steel column 306, achieving a unified restriction of the lower horizontal and vertical bidirectional restriction and the upper tie restriction. Under the complex multi-point unified restriction, after the concrete layer 201 and the asphalt upper base course 203 are poured and solidified into a whole, the concrete layer 201 and the asphalt upper base course 203 can be effectively and firmly connected to the original road surface 100, improving the stability and anti-detachment performance of the road splice, so as to achieve long-term stable anti-cracking and anti-detachment application.

[0028] The method of use in this embodiment is as follows: First, using external excavation equipment, a stair-shaped groove is excavated on one side of the original road surface 100 to be expanded, forming a first step 101, a second step 102, a third step 103, and a fourth step 104. An inclined surface is then excavated on the left side of the first step 101, the second step 102, the third step 103, and the fourth step 104. A new base layer 2 is pre-laid on the top and right side of the first step 101 and compacted. Then, multiple horizontal anchor rods 3 are hammered into the inclined surface 1 of the second step 102 using external hammering equipment. Finally, multiple horizontal anchor rods 3 are... After the bottom end of a vertical anchor rod 303 passes through the corresponding limiting sleeve 302, it is hammered into the top of the second step 102. The first steel column 304 is then fitted onto the top of the multiple first vertical anchor rods 303, thus confining the multiple first vertical anchor rods 303 as a whole. Multiple horizontal anchor rods 3 further confine the multiple first vertical anchor rods 303 through multiple limiting sleeves 302. Multiple second vertical anchor rods 307 are hammered into the top of the third step 103. The second steel column 306 is fitted onto the top of the multiple second vertical anchor rods 307. Then, multiple U-shaped tie rods 309 are inserted into the first steel column 304 and the second steel column 306, utilizing... Multiple U-shaped tie rods 309 provide tension restraint for the first steel column 304 and the second steel column 306. A second vertical anchor rod 307 further restrains the second steel column 306, achieving integrated restraint of both lower horizontal and vertical constraints and upper tension restraint. A concrete layer 201 is then poured and solidified on top of the new base layer 2 and the second step 102. Next, an asphalt upper base layer 203 is poured and solidified on top of the concrete layer 201 and the third step 103. Finally, an asphalt upper layer 204 is laid, using a stair-step groove pouring method. When layer 201 and asphalt upper base course 203 are laid, they can be tightly integrated with the original pavement 100 and will not be damaged at the contact edges to form deep cracks, thus achieving the effect of preventing separation. In addition, under the integrated restriction of the lower horizontal and vertical bidirectional restriction and the upper tension restriction, by utilizing this complex multi-point integrated restriction effect, after the concrete layer 201 and asphalt upper base course 203 are poured and solidified into a whole, the concrete layer 201 and asphalt upper base course 203 can be effectively and firmly connected to the original pavement 100, further improving the stability, crack prevention and separation effect of the pavement splicing, so as to achieve long-term stable crack prevention and separation application.

[0029] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A new and old pavement splicing structure comprising an original pavement (100), characterized in that: The original road surface (100) has a stair-shaped groove excavated on the right side. The stair-shaped groove includes a first step (101), a second step (102), a third step (103), and a fourth step (104) arranged from bottom to top. The left side of the first step (101), the second step (102), the third step (103), and the fourth step (104) are all inclined surfaces (1). A geogrid (202) is laid on the inclined surface (1) of the second step (102). The top of the second step (102), the inclined surface (1) of the second step (102) and the top of the third step (103) are interspersed with a modular tensioning and anti-detachment component. The top of the first step (101) and its right side are covered with a new base layer (2). The top of the new base layer (2) and the top of the second step (102) are covered with a concrete layer (201). The top of the concrete layer (201) and the top of the third step (103) are covered with an asphalt upper base layer (203). The top of the asphalt upper base layer (203) and the top of the fourth step (104) are covered with an asphalt surface layer (204) that is flush with the original road surface (100).

2. The new and old pavement splicing structure according to claim 1, characterized in that: The modular tension reinforcement and anti-detachment component includes multiple horizontal anchor rods (3) that are horizontally inserted into the inclined surface (1) of the second step (102). The right side of the horizontal anchor rod (3) is fixedly connected to a limiting sleeve (302). The limiting sleeve (302) is movably fitted with a first vertical anchor rod (303) that is vertically inserted into the top of the second step (102). The top ends of the multiple first vertical anchor rods (303) are movably clamped with the same first steel column (304). The top of the third step (103) is vertically inserted with multiple second vertical anchor rods (307), and the top of the multiple second vertical anchor rods (307) is movably fitted with the same second steel column (306). The top of the first steel column (304) and the top of the second steel column (306) are movably fitted with multiple U-shaped tie rods (309).

3. The new and old pavement splicing structure according to claim 2, characterized in that: The bottom of the first steel column (304) is provided with a plurality of first slots (305), and the top of the first vertical anchor rod (303) is movably inserted into the corresponding first slot (305).

4. The new and old pavement splicing structure according to claim 2, characterized in that: The bottom of the second steel column (306) is provided with multiple second slots (308), and the top of the second vertical anchor rod (307) is movably inserted into the corresponding second slot (308).

5. The new and old pavement splicing structure according to claim 2, characterized in that: Multiple third slots (310) are equally spaced at the top of the first steel column (304) and the top of the second steel column (306), and the two ends of the U-shaped tie rod (309) are respectively movably fitted into the corresponding third slots (310).

6. The new and old pavement splicing structure according to claim 2, characterized in that: The first steel column (304), the horizontal anchor (3) and the first vertical anchor (303) are all used to fix them together inside the concrete layer (201) during the pouring process. The second steel column (306) and the second vertical anchor (307) are both used to fix them together inside the asphalt upper base layer (203) during the pouring process. The bottom of the horizontal anchor (3) is integrally provided with a limiting protrusion (301) that is in active contact with the right side of the geogrid (202).

7. The new and old pavement splicing structure according to claim 1, characterized in that: The top of the first step (101), the second step (102), the third step (103) and the fourth step (104) are all uneven.

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