A three-level gradient anchoring pavement splicing structure

Abstract

This utility model discloses a three-level gradient anchored pavement splicing structure, relating to the field of pavement splicing technology. It includes: a first pavement, a second pavement, a spliced ​​pavement, and a steel reinforcement frame. The spliced ​​pavement is located between the first and second pavements, and the ends of the first and second pavements that overlap with the spliced ​​pavement have interlocking stepped surfaces. The steel reinforcement frame is fixed within the spliced ​​pavement, extending out of the spliced ​​pavement at both ends. Both ends of the steel reinforcement frame are fixedly anchored to the first and second pavements, respectively, so that the first, second, and spliced ​​pavements can be spliced ​​together as a whole. The stepped surfaces allow for step-by-step force transfer, reducing local stress peaks caused by modulus differences during direct contact, and initially alleviating the problem of splice joint cracking. The steel reinforcement frame forcibly connects the originally independent first pavement and spliced ​​pavement into a rigid whole, avoiding shear stress at the splice joint due to relative displacement, and improving the overall load-bearing capacity and stability of the road.

Description

Technical Field

[0001] This utility model relates to the field of road splicing technology, and more specifically to a three-level gradient anchoring road splicing structure. Background Technology

[0002] In road maintenance or widening projects, reliable pavement splicing is crucial for ensuring driving safety, comfort, and extending road service life. Currently, while existing technologies commonly employ stepped overlaps and anchoring measures to enhance synergistic stress-bearing performance, they still face the problem of stress concentration caused by the mismatch in elastic moduli between new and old materials. Especially when the first pavement is nearing the end of its service life, its material properties deteriorate non-linearly, and the difference in elastic moduli further exacerbates cracks induced by stress concentration at the splice joint, making it difficult for the pavement to form a long-term, collaborative working system.

[0003] Therefore, in response to the existing problems, how to provide a three-level gradient anchoring pavement splicing structure that can ensure a more uniform stress distribution at the pavement splice, effectively reduce stress concentration, lower the risk of cracks induced by stress concentration at the splice joint, and at the same time, tightly connect the pavement with the spliced ​​pavement to form a whole, enhance the pavement's cooperative stress performance, and improve the overall stability and load-bearing capacity of the road, is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] Therefore, this utility model provides a three-level gradient anchoring pavement splicing structure, which can ensure a more uniform stress distribution at the pavement splice, effectively reduce stress concentration, and lower the risk of cracks induced by stress concentration at the splice joint. At the same time, it tightly connects the pavement with the spliced ​​pavement to form a whole, enhances the pavement's cooperative stress-bearing performance, and improves the overall stability and load-bearing capacity of the road.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A three-level gradient anchored pavement splicing structure includes:

[0007] The road surface comprises a first road surface, a second road surface, and a spliced ​​road surface, wherein the spliced ​​road surface is located between the first road surface and the second road surface, and the ends of the first road surface and the second road surface that overlap with the spliced ​​road surface are provided with interlocking stepped surfaces.

[0008] A steel reinforcement frame is fixed within the spliced ​​road surface and extends out of the spliced ​​road surface at both ends. The two ends of the steel reinforcement frame are fixedly anchored to the first road surface and the second road surface, respectively, so that the first road surface, the second road surface and the spliced ​​road surface can be spliced ​​together as a whole.

[0009] Through the above technical solution, this utility model provides a three-level gradient anchoring pavement splicing structure. By using an intermediate spliced ​​pavement and a vertically overlapping stepped surface, it overcomes the limitations of traditional straight-line splicing or single-layer stepped splicing, providing a structural foundation for subsequent gradient stress control and anchoring. The interlocking stepped surfaces significantly increase the contact area between the pavement and the spliced ​​pavement, avoiding stress concentration at a single splice joint. Simultaneously, the stepped surfaces allow for step-by-step force transfer, reducing local stress peaks caused by modulus differences when the pavement is in direct contact, thus initially alleviating the problem of splice joint cracking. The steel reinforcement frame forcibly connects the originally independent pavement and the spliced ​​pavement into a rigid whole, preventing shear stress at the splice joint due to relative displacement, and improving the overall load-bearing capacity and stability of the road.

[0010] Preferably, in the above-mentioned three-level gradient anchored pavement splicing structure, the spliced ​​pavement includes, from top to bottom, a first surface layer, a first base layer, and a first subbase layer, arranged in a stepped manner. The first surface layer is divided into multiple elastic modulus asphalt mixture layers along the transverse direction of the road. The stepped layering of the spliced ​​pavement allows the stress to be transmitted from the surface layer to the base layer through the stepped surfaces, extending the service life of the spliced ​​structure. The stepped arrangement ensures that each functional layer can work together without sacrificing the pavement performance at the splice. By setting multiple surface layers with different moduli inside the spliced ​​pavement, the first surface layer pre-constructs a modulus transition zone from "first pavement → spliced ​​pavement → second pavement," avoiding abrupt changes in pavement modulus, further dispersing surface stress, and reducing the risk of cracking at the surface layer splice joint.

[0011] Preferably, in the aforementioned three-level gradient anchored pavement splicing structure, the elastic moduli of the multiple elastic modulus asphalt mixture layers are arranged in an arithmetic sequence from the first pavement to the second pavement. This arithmetic sequence arrangement ensures a linear and uniform transition in modulus change, accurately compensating for performance differences in pavements under different service conditions, adapting to more engineering scenarios, facilitating material preparation and quality control during construction, avoiding construction errors caused by chaotic modulus design, and ensuring a stable gradient transition effect.

[0012] Preferably, in the above-mentioned three-level gradient anchored pavement splicing structure, the steel reinforcement frame includes transverse steel bars, vertical steel bars, and inclined steel bars; the transverse steel bars, vertical steel bars, and inclined steel bars are located in the same plane and are fixedly connected to each other; the transverse steel bars penetrate the first surface layer and extend out of the first surface layer at both ends, and the two ends of the transverse steel bars are fixed to the first pavement and the second pavement respectively; the vertical steel bars and inclined steel bars are both fixed in the spliced ​​pavement, and one end is fixed at a point in the first subbase. The transverse steel bars, as the main tensile members, directly connect the pavement, resist the tensile stress at the splice joint, and prevent the splice joint from opening; the vertical steel bars and inclined steel bars form a triangular support structure inside the spliced ​​pavement, with the vertical steel bars resisting vertical compressive stress and the inclined steel bars resisting shear stress, enhancing the spliced ​​pavement's own crack resistance and deformation resistance, and preventing the spliced ​​pavement from failing before the pavement due to insufficient strength. The three components work together to enable multi-dimensional force transmission. For example, the vertical pressure generated by vehicle loads can be transmitted to the base layer through vertical steel bars, and the shear force can be dispersed through inclined steel bars. This avoids local steel bar overload and breakage caused by relying solely on transverse steel bars, improves the reliability of the anchoring system, and also enhances the bond between the steel bars and the asphalt mixture, preventing the steel bars from separating from the road surface material and ensuring effective transmission of anchoring force.

[0013] Preferably, in the aforementioned three-level gradient anchoring pavement splicing structure, there are multiple steel reinforcement frames, arranged sequentially and parallel to each other along the longitudinal direction of the spliced ​​pavement. These multiple steel reinforcement frames form a longitudinal anchoring array, which can resist torsional deformation in the longitudinal direction of the pavement and simultaneously constrain uneven settlement in the transverse direction, preventing misalignment of the splice joints due to differential settlement and further enhancing the overall stability of the road. The number of steel reinforcement frames can also be flexibly adjusted according to the actual road length, making it more versatile than a fixed-number design and adaptable to different scenarios such as municipal roads and highways.

[0014] Preferably, in the aforementioned three-level gradient anchored pavement splicing structure, both the first and second pavements sequentially comprise a surface layer, a base layer, and a subbase layer from top to bottom, arranged in a stepped manner. The layered steps stagger the overlaps of each structural layer, preventing the concentration of interlayer shear stress at the same cross-section and preventing a chain reaction caused by the initial failure of one layer's overlap, thus significantly improving structural durability. Simultaneously, the layered steps provide a clear positioning benchmark for construction, avoiding splicing misalignment caused by construction errors in traditional single-layer steps, thereby improving installation efficiency and accuracy.

[0015] Preferably, in the aforementioned three-level gradient anchored pavement splicing structure, a filling layer is provided at the overlapping surfaces of the first pavement, the second pavement, and the spliced ​​pavement. The filling layer fills the gaps, preventing rainwater, snowmelt, oil, and other impurities from seeping into the base course or subbase, thus avoiding base course softening due to moisture and aggregate spalling, and fundamentally solving the problem of premature failure of the splicing structure caused by water damage. The filling layer acts as a bonding medium, improving the interfacial bonding strength of the overlapping surfaces. Simultaneously, the filling layer possesses a certain degree of elasticity, acting as a buffer during stress transmission, further dispersing local stress concentration at the overlapping surfaces, and preventing stress abrupt changes due to gaps. The filling layer can also accommodate a certain range of construction alignment errors, eliminating the need for extreme manual precision, reducing construction difficulty and cost, while ensuring that the overlapping surfaces are always in close contact, guaranteeing overall stress performance.

[0016] As can be seen from the above technical solution, compared with the prior art, this utility model discloses a three-level gradient anchoring road splicing structure, which has the following beneficial effects:

[0017] 1. This utility model, through its intermediate spliced ​​road surface and vertically overlapping stepped surface structure, overcomes the limitations of traditional straight-line splicing or single-layer stepped splicing, providing a structural foundation for subsequent gradient stress control and anchoring. The interlocking stepped surfaces significantly increase the contact area between the road surface and the spliced ​​road surface, avoiding stress concentration at a single splice joint; at the same time, the stepped surfaces can achieve step-by-step force transfer, reducing local stress peaks caused by modulus differences when the road surfaces are in direct contact, and initially alleviating the problem of splice joint cracking. The steel frame forcibly connects the originally independent road surface and the spliced ​​road surface into a rigid whole, avoiding shear stress caused by relative displacement at the splice joint, and improving the overall load-bearing capacity and stability of the road.

[0018] 2. This utility model constructs a modulus transition zone by setting multiple surface layers with different moduli inside the spliced ​​road surface through the first surface layer, avoiding direct abrupt changes in the road surface modulus, further dispersing surface stress, reducing the risk of cracking at the surface layer splice joint, and accurately compensating for the performance differences of the road surface under different service conditions. It is suitable for more engineering scenarios, and also facilitates material preparation and quality control during construction, avoiding construction errors caused by chaotic modulus design, and ensuring a stable gradient transition effect. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0020] Figure 1The attached figure is a schematic diagram of the three-level gradient anchoring road splicing structure provided by this utility model;

[0021] Figure 2 The attached figure is a structural schematic diagram of the steel reinforcement frame provided by this utility model.

[0022] in:

[0023] 1-First pavement; 11-Second surface layer; 12-Second base course; 13-Second subbase course; 2-Second pavement; 21-Third surface layer; 22-Third base course; 23-Third subbase course; 3-Spliced ​​pavement; 31-First surface layer; 311-First elastic modulus asphalt mixture layer; 312-Second elastic modulus asphalt mixture layer; 313-Third elastic modulus asphalt mixture layer; 32-First base course; 33-First subbase course; 4-Reinforcing steel frame; 41-Transverse reinforcing steel; 42-Vertical reinforcing steel; 43-Inclined reinforcing steel. Detailed Implementation

[0024] 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.

[0025] Example:

[0026] See appendix Figure 1-2 This utility model discloses a three-level gradient anchoring road splicing structure, including: a first road surface 1, a second road surface 2, a spliced ​​road surface 3, and a steel reinforcement frame 4;

[0027] The spliced ​​road surface 3 is located between the first road surface 1 and the second road surface 2, and the first road surface 1 and the second road surface 2 are connected to the spliced ​​road surface 3 at one end with interlocking stepped surfaces; the steel frame 4 is fixed inside the spliced ​​road surface 3 and extends out of the spliced ​​road surface 3 at both ends. The two ends of the steel frame 4 are fixedly anchored to the first road surface 1 and the second road surface 2 respectively, so that the first road surface 1, the second road surface 2 and the spliced ​​road surface 3 can be spliced ​​into a whole.

[0028] In some specific examples, the spliced ​​road surface 3 includes a first surface layer 31, a first base layer 32 and a first subbase layer 33 from top to bottom, and is arranged in a stepped manner. The first surface layer 31 is divided into multiple elastic modulus asphalt mixture layers along its transverse direction.

[0029] Specifically, the first road surface 1 includes, from top to bottom, a second surface layer 11, a second base layer 12, and a second subbase layer 13, arranged in a stepped manner; the second road surface 2 includes, from top to bottom, a third surface layer 21, a third base layer 22, and a third subbase layer 23, also arranged in a stepped manner. The second surface layer 11, the second base layer 12, and the second subbase layer 13, as well as the third surface layer 21, the third base layer 22, and the third subbase layer 23, respectively overlap with one end of the first surface layer 31, the first base layer 32, and the first subbase layer 33.

[0030] In other embodiments, the elastic moduli of the multiple elastic modulus asphalt mixture layers are arranged in an arithmetic sequence from the first pavement 1 to the second pavement 2.

[0031] Specifically, the multiple elastic modulus asphalt mixture layers include a first elastic modulus asphalt mixture layer 311, a second elastic modulus asphalt mixture layer 312, and a third elastic modulus asphalt mixture layer 313.

[0032] More specifically, the tolerance of the three elastic moduli of the first elastic modulus asphalt mixture layer 311, the second elastic modulus asphalt mixture layer 312, and the third elastic modulus asphalt mixture layer 313 is one-quarter of the difference between the elastic modulus of the third surface layer 21 and the elastic modulus of the second surface layer 11.

[0033] In a specific embodiment, the steel reinforcement frame 4 includes transverse steel bars 41, vertical steel bars 42, and inclined steel bars 43; the transverse steel bars 41, vertical steel bars 42, and inclined steel bars 43 are located in the same plane and are fixedly connected to each other; the transverse steel bars 41 penetrate the first surface layer 31 and extend out of the first surface layer 31 at both ends; the two ends of the transverse steel bars 41 are fixed on the first road surface 1 and the second road surface 2 respectively; the vertical steel bars 42 and inclined steel bars 43 are both fixed in the spliced ​​road surface 3, and one end is fixed at a point on the first base layer 33.

[0034] Specifically, the inclined steel bars 43 include right-inclined steel bars and left-inclined steel bars, and are symmetrically arranged at the vertical steel bars 42.

[0035] In some examples, there are multiple steel reinforcement frames 4, which are arranged in parallel along the longitudinal direction of the road surface 3.

[0036] In a specific example, both the first road surface 1 and the second road surface 2 consist of a surface layer, a base layer and a subbase layer from top to bottom, and are arranged in a stepped manner.

[0037] In some specific examples, a filling layer is provided at the overlapping surface of the first road surface 1, the second road surface 2, and the spliced ​​road surface 3.

[0038] The method of use and working principle of this utility model are as follows:

[0039] The road surface comprises a first road surface 1, a second road surface 2, and a spliced ​​road surface 3. The first road surface 1, from top to bottom, consists of a second surface layer 11, a second base layer 12, and a second subbase layer 13. The second road surface 2, from top to bottom, consists of a third surface layer 21, a third base layer 22, and a third subbase layer 23. The spliced ​​road surface 3, from top to bottom, consists of a first surface layer 31, a first base layer 32, and a first subbase layer 33. The first surface layer 31 is composed of a first elastic modulus asphalt mixture layer 311, a second elastic modulus asphalt mixture layer 312, and a third elastic modulus asphalt mixture layer 313 in the direction from the original road surface 2 to the second road surface 3. The spliced ​​road surface 3 forms a transition area between the first road surface 1 and the second road surface 2 to address the difference in elastic modulus. This splicing method can control the stress transmission path of the materials of the first road surface 1 and the second road surface 2, effectively suppressing cracks induced by stress concentration due to the difference in elastic modulus. A steel reinforcement frame 4 is embedded in the spliced ​​road surface and connects the first road surface 1 and the second road surface 2. The effective connection between the first road surface 1 and the second road surface 2 is achieved through the welding system of the steel reinforcement frame 4. The continuous load-bearing frame formed by the steel reinforcement frame 4 enhances the collaborative working ability of both sides of the lap joint under vehicle load.

[0040] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0041] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A three-level gradient anchoring pavement splicing structure, characterized in that, include: The first road surface (1), the second road surface (2), and the spliced ​​road surface (3) are located between the first road surface (1) and the second road surface (2), and the first road surface (1) and the second road surface (2) and the spliced ​​road surface (3) are provided with interlocking stepped surfaces at the ends of the first road surface (1) and the second road surface (2) and the spliced ​​road surface (3). The steel reinforcement frame (4) is fixed inside the spliced ​​road surface (3) and extends out of the spliced ​​road surface (3) at both ends. The two ends of the steel reinforcement frame (4) are fixedly anchored to the first road surface (1) and the second road surface (2) respectively, so that the first road surface (1), the second road surface (2) and the spliced ​​road surface (3) can be spliced ​​into a whole.

2. A three-stage gradient-anchored pavement joint structure according to claim 1, characterized in that, The spliced ​​road surface (3) includes a first surface layer (31), a first base layer (32) and a first subbase layer (33) from top to bottom, and is arranged in a stepped manner. The first surface layer (31) is divided into multiple elastic modulus asphalt mixture layers in the transverse direction of the road.

3. A three-stage graded anchored pavement joint structure according to claim 2, wherein, The elastic moduli of the multiple elastic modulus asphalt mixture layers are arranged in an arithmetic sequence from the first road surface (1) to the second road surface (2).

4. A three-stage graded anchored pavement joint structure according to claim 2, wherein The steel reinforcement frame (4) includes transverse steel bars (41), vertical steel bars (42) and inclined steel bars (43); the transverse steel bars (41), the vertical steel bars (42) and the inclined steel bars (43) are located in the same plane and are fixedly connected to each other. The transverse steel bars (41) penetrate the first surface layer (31) and extend out of the first surface layer (31) at both ends. The two ends of the transverse steel bars (41) are fixed on the first road surface (1) and the second road surface (2) respectively. The vertical steel bars (42) and the inclined steel bars (43) are both fixed in the spliced ​​road surface (3), and one end is fixed at a point on the first base layer (33).

5. A three-stage graded anchored pavement joint structure as claimed in claim 1, wherein, The number of steel reinforcement frames (4) is multiple, and they are arranged in parallel along the longitudinal direction of the spliced ​​road surface (3).

6. The pavement splicing structure with three-level gradient anchoring according to claim 1, characterized in that, The first road surface (1) and the second road surface (2) each include a surface layer, a base layer and a subbase layer from top to bottom, and are arranged in a stepped manner.

7. A three-stage graded anchored pavement joint structure as claimed in claim 1, wherein, A filling layer is provided at the overlapping surface of the first road surface (1), the second road surface (2) and the spliced ​​road surface (3).

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