New and old roadbed pavement splicing structure for road engineering

Abstract

The utility model discloses a road engineering new and old subgrade pavement splicing structure which comprises a new subgrade, an old subgrade and a pavement splicing structure main body arranged between the new subgrade and the old subgrade, a first rectangular groove and a second rectangular groove are formed in the close sides of the new subgrade and the old subgrade, and the front sides and the rear sides of the first rectangular groove and the second rectangular groove are open. The tops of the second rectangular grooves communicate with the bottoms of the corresponding first rectangular grooves, and a plurality of round inserting holes are formed in the inner walls of the repelling sides of the two second rectangular grooves. A series of structures are arranged, the splicing plates are connected to the inner sides of the tops of the new subgrade and the old subgrade in a crossed and lap joint mode to integrally cover the splicing faces, an integrated transverse reinforcement traction and longitudinal reinforcement mode is formed after grouting is matched, the splicing positions of the new subgrade and the old subgrade can be effectively connected and reinforced into a whole, and the construction efficiency is improved. The phenomenon of serious fracture or dislocation of the new roadbed and the old roadbed is reduced, the use stability is improved, and potential safety hazards are reduced.

Description

Technical Field

[0001] This utility model relates to the field of roadbed and pavement splicing technology, specifically a splicing structure for new and old roadbeds and pavements in road engineering. Background Technology

[0002] With the rapid development of my country's social economy, there are more and more cars on the road. In order to alleviate traffic pressure and improve road capacity, it is necessary to widen some roads and integrate new and old road sections. Therefore, it is necessary to splice the new and old road surfaces. When splicing existing new and old road surfaces, the new roadbed and pavement are generally constructed using the same materials as the old roadbed and pavement, and the splice point of the new roadbed and pavement is kept at the same height as the old roadbed and pavement. The two are usually in direct contact with each other.

[0003] However, when connecting the old and new roadbeds, the old roadbed has been subjected to vehicle loads for many years, and its settlement has reached a stable state. The new roadbed is newly constructed, and its settlement has not yet reached a stable state. Therefore, severe cracking or misalignment occurs between the old and new roadbeds, causing road damage and posing safety hazards. In view of this, this application proposes a splicing structure for connecting the old and new roadbeds in road engineering to solve the above-mentioned problems. Utility Model Content

[0004] The purpose of this utility model is to provide a splicing structure for new and old roadbeds and pavements in road engineering, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a road engineering new and old roadbed and pavement splicing structure, including a new roadbed, an old roadbed and a pavement splicing structure body set between the two, wherein the new roadbed and the old roadbed are respectively excavated on the side of their proximity, and a first rectangular groove and a second rectangular groove are respectively excavated with openings on the front and back sides, the top of the second rectangular groove is connected to the bottom of the corresponding first rectangular groove, and multiple round insertion holes are respectively opened on the inner wall of the side of the two second rectangular grooves that are opposed to each other;

[0006] The main body of the road splicing structure includes splicing plates fixedly installed in two first rectangular grooves. A common fixing seat is fixedly connected to the bottom inner wall of the two second rectangular grooves. Multiple grouting pipes are movably clamped at equal intervals on the top of the fixing seat. The splicing plates are fixedly sleeved on the multiple grouting pipes. Multiple splicing grouting reinforcement components, each movably inserted into corresponding circular insertion holes, are equidistantly connected to both sides of the grouting pipes. Each of the two second rectangular grooves is equipped with a clamping reinforcement component fixedly connected to the outside of the multiple grouting pipes. A grouting hole is provided on the left side of the grouting pipe, located on the top of the splicing plate. The splicing plates are used to cross-overlay the top inner sides of the new and old roadbeds to form a complete cover over the splicing surface, ensuring the splicing position is on a fixed plane. The splicing grouting reinforcement components are used to laterally solidify with the new and old roadbeds through the corresponding circular insertion holes during grouting in the grouting pipes, providing a lateral tensile reinforcement effect. The clamping reinforcement components are used for longitudinal reinforcement after grouting in the two second rectangular grooves to create a full space, further strengthening the structure.

[0007] Preferably, the spliced ​​grouting reinforcement component includes an L-shaped sleeve with a cover-shaped structure at the bottom. The two L-shaped sleeves facing each other have their close ends connected and fixed to the two sides of the corresponding grouting pipe. An L-shaped steel insert is movably inserted into the L-shaped sleeve. The opposing ends of the two L-shaped steel inserts are respectively inserted into the corresponding round holes. The outer side of the L-shaped steel insert is integrally provided with multiple annular protrusions that are in movable contact with the inner wall of the corresponding round holes. A grout outlet hole is provided between two adjacent annular protrusions and is opened at the top of the corresponding L-shaped steel insert. A rectangular sleeve is fixedly connected to the bottom of the L-shaped steel insert. A rectangular clamp rod welded to the top of the fixed seat is movably clamped in the rectangular sleeve.

[0008] Preferably, the retaining reinforcement component includes reinforcing steel bars disposed in the corresponding second rectangular groove, and connecting bars are welded and fixed on both sides of the grouting pipe, with the end of the connecting bar near the corresponding reinforcing steel bar being welded to the reinforcing steel bar.

[0009] Preferably, the top of the fixing seat is welded and fixed with multiple locking posts, each with a conical top, at equal intervals, and the grouting pipe is movably clamped onto the corresponding locking post.

[0010] Preferably, multiple T-shaped perforations are provided on both sides of the top of the splicing plate, and a first T-shaped fixing nail is movably fitted inside the T-shaped perforation. The bottom end of the first T-shaped fixing nail is hammered into the bottom inner wall of the corresponding first rectangular groove.

[0011] Preferably, the top two sides of the fixing base are provided with multiple round through holes, and a second T-shaped fixing nail is movably fitted in the round through holes. The bottom end of the second T-shaped fixing nail is hammered into the bottom inner wall of the corresponding second rectangular groove.

[0012] Preferably, the bottom inner wall width of the first rectangular groove is larger than the top width of the corresponding second rectangular groove, and the new roadbed, the old roadbed, and the top of the splicing plate are all paved with the same asphalt pavement layer.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. By combining the first rectangular groove, the second rectangular groove, the round insertion hole, the fixing seat, the splicing plate, the grouting pipe and the splicing grouting reinforcement component, the splicing plate can be cross-overlapped on the top inner side of the new roadbed and the old roadbed to form an overall coverage of the splicing surface. After grouting, it can form an integrated lateral reinforcement and tension between the new roadbed and the old roadbed, reducing the risk of cracking and separation at the splicing point.

[0015] 2. By combining the second rectangular groove, grouting pipe, fixing seat and clamping reinforcement components, a longitudinal reinforcement can be formed between the new and old roadbeds after grouting, which further strengthens the work. With the combined application of transverse reinforcement and longitudinal reinforcement, the splice of the new and old roadbeds can be effectively connected and reinforced into a whole, reducing the occurrence of severe breakage or misalignment between the new and old roadbeds, improving the stability of use and reducing safety hazards.

[0016] This utility model, through a series of structures, uses overlapping splicing plates to form an integral cover on the top inner side of the new and old roadbeds, and after grouting, forms a unified transverse reinforcement and longitudinal reinforcement method. This effectively connects and reinforces the splice of the new and old roadbeds into a whole, reducing the occurrence of severe breakage or misalignment between the new and old roadbeds, improving service stability, and reducing safety hazards. Attached Figure Description

[0017] Figure 1 This is a cross-sectional structural diagram of a road engineering new and old roadbed and pavement splicing structure proposed in this utility model;

[0018] Figure 2 for Figure 1 A magnified structural diagram of part A in the diagram;

[0019] Figure 3 This utility model provides a schematic diagram of the main three-dimensional structure of a road splicing structure for splicing new and old roadbeds and pavements in road engineering.

[0020] Figure 4 for Figure 3 A schematic diagram of the structure viewed from below.

[0021] In the diagram: 100, New roadbed; 101, First rectangular groove; 102, Second rectangular groove; 103, Circular insertion hole; 200, Old roadbed; 300, Asphalt pavement layer; 1, Fixing seat; 2, Second T-shaped fixing nail; 3, Splicing plate; 4, First T-shaped fixing nail; 5, Grouting pipe; 6, Clamping post; 7, Connecting bar; 8, Reinforcing bar; 9, L-shaped sleeve; 10, L-shaped steel insertion pipe; 11, Grout outlet hole; 12, Annular protrusion; 13, Rectangular clamp; 14, Rectangular clamping rod. Detailed Implementation

[0022] 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.

[0023] like Figures 1 to 4 As shown in the figure, the road engineering new and old roadbed pavement splicing structure proposed in this embodiment includes a new roadbed 100, an old roadbed 200 and a pavement splicing structure body set between the two. The new roadbed 100 and the old roadbed 200 are respectively excavated on the side with the front and rear sides open. The top of the second rectangular groove 102 is connected to the bottom of the corresponding first rectangular groove 101. Multiple round insertion holes 103 are opened on the inner wall of the side of the two second rectangular grooves 102 that are opposite to each other. The bottom inner wall width of the first rectangular groove 101 is larger than the top width of the corresponding second rectangular groove 102.

[0024] The main body of the road splicing structure includes splicing plates 3 fixedly installed in two first rectangular grooves 101. The new roadbed 100, the old roadbed 200, and the top of the splicing plates 3 are covered with the same asphalt pavement layer 300. Multiple T-shaped perforations are opened on both sides of the top of the splicing plates 3. First T-shaped fixing nails 4 are movably fitted into the T-shaped perforations. The bottom ends of the first T-shaped fixing nails 4 are hammered into the bottom inner wall of the corresponding first rectangular groove 101. The same fixing seat 1 is fixedly connected to the bottom inner wall of the two second rectangular grooves 102. Multiple round perforations are opened on both sides of the top of the fixing seat 1. Second T-shaped fixing nails 2 are movably fitted into the round perforations. The bottom ends of the second T-shaped fixing nails 2 are hammered into the bottom inner wall of the corresponding second rectangular groove 102. Multiple grouting pipes 5 are movably clamped at equal intervals on the top of the fixing seat 1. The splicing plates 3 are fixedly fitted onto the multiple grouting pipes 5. Multiple grouting pipes 5 are movably connected and fixed at equal intervals on both sides. The splicing grouting reinforcement component is inserted into the corresponding circular insertion hole 103. Each of the two second rectangular grooves 102 is equipped with a clamping reinforcement component that is fixedly connected to the outside of multiple grouting pipes 5. A grouting hole is provided on the left side of the grouting pipe 5 at the top of the splicing plate 3. Multiple clamping posts 6, each with a conical top, are welded and fixed at equal intervals to the top of the fixing seat 1. The grouting pipe 5 is movably clamped onto the corresponding clamping post 6. The splicing plate 3 is used to cross-overlay the inner top of the new roadbed 100 and the old roadbed 200 to cover the splicing surface as a whole, ensuring the splicing position is on a fixed plane. The splicing grouting reinforcement component is used to laterally solidify with the new roadbed 100 and the old roadbed 200 through the corresponding circular insertion hole 103 during grouting in the grouting pipe 5, forming a single unit with lateral tensile reinforcement. The clamping reinforcement component is used for longitudinal reinforcement after grouting in the two second rectangular grooves 102 to form a full space, further strengthening the structure.

[0025] Specifically, the spliced ​​grouting reinforcement component includes an L-shaped sleeve 9 with a dome-shaped structure at the bottom. The near ends of two L-shaped sleeves 9 facing each other are respectively connected and fixed to the two sides of the corresponding grouting pipe 5. An L-shaped steel insert 10 is movably inserted into the L-shaped sleeve 9. The opposing ends of the two L-shaped steel inserts 10 are respectively inserted into the corresponding round insertion holes 103. The outer side of the L-shaped steel insert 10 is integrally provided with multiple annular protrusions 12 that are in movable contact with the inner wall of the corresponding round insertion holes 103. A grout outlet hole 11 is provided between two adjacent annular protrusions 12, which is opened at the top of the corresponding L-shaped steel insert 10. A rectangular clamp 13 is fixedly connected to the bottom of the L-shaped steel insert 10. A rectangular clamp rod 14 welded to the top of the fixed base 1 is movably clamped in the rectangular clamp 13. The components include the L-shaped sleeve 9, L-shaped steel insert 10, annular protrusions 12, grout outlet hole 11, rectangular clamp 13, and rectangular clamp rod. 14. In advance, the L-shaped steel tube 10 is inserted laterally into the corresponding round insertion hole 103, and the rectangular sleeve 13 at its bottom is temporarily clamped and positioned on the top of the rectangular clamp rod 14. When the splicing plate 3 moves down and drives multiple grouting pipes 5 to move down, the grouting pipe 5 drives the corresponding L-shaped sleeve 9 to be inserted into the L-shaped steel tube 10. When grout is injected into the grouting pipe 5, the grout is diverted through the L-shaped sleeve 9 to the corresponding L-shaped steel tube 10, and then enters the corresponding round insertion hole 103 through its end and multiple grout outlet holes 11. After solidification, it forms an effect of being fixed together with the new roadbed 100 or the old roadbed 200 through the round insertion hole 103. Multiple annular protrusions 12 are used to strengthen the interlocking force between the smooth surface of the L-shaped steel tube 10 and the solidified grout, so as to achieve the effect of being horizontally solidified together with the new roadbed 100 and the old roadbed 200 through the round insertion hole 103, and achieve the effect of horizontal tension reinforcement.

[0026] Furthermore, the clamping reinforcement component includes reinforcing steel bars 8 set in the corresponding second rectangular grooves 102, and connecting bars 7 are welded and fixed on both sides of the grouting pipe 5. The end of the connecting bar 7 close to the corresponding reinforcing steel bar 8 is welded to the reinforcing steel bar 8. The reinforcing steel bars 8 and connecting bars 7 cooperate to form a full space after grout is injected into the two second rectangular grooves 102. The two reinforcing steel bars 8 and multiple connecting bars 7 solidify with the grout to form an integral whole, forming the effect of longitudinal reinforcement of the grout at the splicing position, further strengthening the work and reducing the risk of splitting and misalignment at the splicing position.

[0027] The usage method of this embodiment is as follows: When using the splicing structure of the new and old roadbeds and pavements in this road engineering project, firstly, a first rectangular groove 101 and a second rectangular groove 102 are pre-cut on the side of the new roadbed 100 and the old roadbed 200 that are close to each other. Then, circular insertion holes 103 are drilled at equal intervals on the side wall of the second rectangular groove 102 using a drilling device. Then, multiple second T-shaped fixing nails 2 are hammered one by one using a hammering device to fix the fixing seat 1 to the bottom inner wall of the two second rectangular grooves 102. The L-shaped steel insertion tube 10 is then inserted horizontally into the corresponding groove. The splicing plate 3 is inserted into the round insertion hole 103, and its bottom rectangular sleeve 13 is temporarily clamped and positioned on the top of the rectangular clamp rod 14. Then, the splicing plate 3 is moved down and inserted into the two first rectangular grooves 101. The splicing plate 3 drives multiple grouting pipes 5 to be clamped onto the corresponding clamping posts 6. The grouting pipes 5 drive the corresponding L-shaped sleeves 9 to be inserted onto the L-shaped steel insertion pipes 10. Then, the splicing plate 3 is fixed to the bottom inner wall of the two first rectangular grooves 101 by hammering multiple first T-shaped fixing nails 4 one by one with a hammering device.

[0028] Next, grout is injected into the grouting pipe 5. The grout is diverted through the L-shaped sleeve 9 to the corresponding L-shaped steel insert 10, and then through its end and multiple grout outlet holes 11 into the corresponding round insertion holes 103. After solidification, it forms an integral fixed effect with the new roadbed 100 or the old roadbed 200 through the round insertion holes 103. Multiple annular protrusions 12 are used to strengthen the interlocking force between the smooth surface of the L-shaped steel insert 10 and the solidified grout, achieving the effect of lateral solidification with the new roadbed 100 and the old roadbed 200 through the round insertion holes 103, thus achieving the effect of lateral tensile reinforcement. Then, grout is injected into the two second rectangular grooves 102 through the grouting holes. After the grout is injected into the two second rectangular grooves 102 to form a full space, the two reinforcing steel bars 8 and multiple connecting bars 7 solidify with the grout to form an integral whole, creating a longitudinal reinforcement effect at the splicing position. Further reinforcement work is carried out by overlapping the splicing plates 3 on the inner top of the new roadbed 100 and the old roadbed 200 to form an overall coverage of the splicing surface. Combined with the transverse reinforcement and longitudinal reinforcement, the splicing point of the new roadbed 100 and the old roadbed 200 can be effectively connected and reinforced to form an integral whole, reducing the occurrence of severe breakage or misalignment of the new roadbed 100 and the old roadbed 200, improving the stability of use, and reducing safety hazards.

[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 subgrade pavement splicing structure for road engineering, comprising a new subgrade (100), an old subgrade (200), and a pavement splicing structure main body provided therebetween, characterized in that: The new roadbed (100) and the old roadbed (200) are both provided with a first rectangular groove (101) and a second rectangular groove (102) with openings on both the front and back sides. The top of the second rectangular groove (102) is connected to the bottom of the corresponding first rectangular groove (101). Multiple round insertion holes (103) are provided on the inner wall of the two opposing sides of the second rectangular groove (102). The main body of the road splicing structure includes a splicing plate (3) fixedly installed in two first rectangular grooves (101). The same fixing seat (1) is fixedly connected to the bottom inner wall of two second rectangular grooves (102). Multiple grouting pipes (5) are movably clamped at equal intervals on the top of the fixing seat (1). The splicing plate (3) is fixedly sleeved on the multiple grouting pipes (5). Multiple splicing grouting reinforcement components are movably inserted into corresponding round insertion holes (103) on both sides of the grouting pipes (5). Each of the two second rectangular grooves (102) is provided with a clamping reinforcement component fixedly connected to the outside of the multiple grouting pipes (5). A grouting hole is provided on the left side of the grouting pipe (5) at the top of the splicing plate (3).

2. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: The spliced ​​grouting reinforcement component includes an L-shaped sleeve (9) with a cover-shaped structure at the bottom. The two L-shaped sleeves (9) facing each other on the left and right are connected and fixed to the two sides of the corresponding grouting pipe (5). An L-shaped steel insert (10) is movably inserted into the L-shaped sleeve (9). The two L-shaped steel inserts (10) are inserted into the corresponding round holes (103) at their opposing ends. The outer side of the L-shaped steel insert (10) is integrally provided with a plurality of annular protrusions (12) that are in movable contact with the inner wall of the corresponding round holes (103). A grout outlet hole (11) is provided between two adjacent annular protrusions (12) on the top of the corresponding L-shaped steel insert (10). A rectangular clamp (13) is fixedly connected to the bottom of the L-shaped steel insert (10). A rectangular clamp rod (14) welded to the top of the fixed seat (1) is movably clamped in the rectangular clamp (13).

3. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: The clamping reinforcement component includes a reinforcing steel bar (8) set in the corresponding second rectangular groove (102), and connecting bars (7) are welded and fixed on both sides of the grouting pipe (5). The end of the connecting bar (7) close to the corresponding reinforcing steel bar (8) is welded to the reinforcing steel bar (8).

4. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: The top of the fixed base (1) is welded and fixed with multiple clips (6) with tapered tops at equal intervals, and the grouting pipe (5) is movably clipped onto the corresponding clips (6).

5. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: Multiple T-shaped perforations are provided on both sides of the top of the splicing plate (3). A first T-shaped fixing nail (4) is movably fitted inside the T-shaped perforation. The bottom end of the first T-shaped fixing nail (4) is hammered into the bottom inner wall of the corresponding first rectangular groove (101).

6. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: Multiple circular holes are provided on both sides of the top of the fixing base (1). A second T-shaped fixing nail (2) is movably fitted in the circular holes. The bottom end of the second T-shaped fixing nail (2) is hammered into the bottom inner wall of the corresponding second rectangular groove (102).

7. A road engineering new and old subgrade pavement splicing structure according to claim 1, characterized in that: The bottom inner wall width of the first rectangular groove (101) is greater than the top width of the corresponding second rectangular groove (102), and the top of the new roadbed (100), the old roadbed (200) and the splicing plate (3) is paved with the same asphalt pavement layer (300).

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