A crack-resistant splicing structure for highway pavement

Abstract

This utility model discloses a crack-resistant splicing structure for highway pavement, relating to the field of road engineering technology. It includes a pit excavated in the roadbed, with multiple base plate assemblies arranged within the pit. These base plate assemblies are laid sequentially along the direction of the pit, with expansion joints between adjacent assemblies. Each base plate assembly includes a first base plate laid within the pit, connected to the two inner walls of the pit by multiple bolts. A second base plate is installed at the end of the first base plate extending outside the pit to prevent bolt detachment. A pavement panel is mounted on the top surface of the second base plate. This utility model first installs the first base plate into the pit using bolts, then lays the second base plate on the first base plate to prevent bolt detachment, and finally lays the pavement panel on the second base plate. Through the coordination of the pit, the first base plate, the second base plate, and the pavement panel, flexible pavement installation is possible during the road surface construction process.

Description

Technical Field

[0001] This utility model relates to the field of road engineering technology, and in particular to a crack-resistant splicing structure for highway pavement. Background Technology

[0002] A road surface is a layered structure built on top of the roadbed using various road construction materials, directly bearing vehicle loads. A high-quality road surface should have sufficient strength and good stability, and its surface should be smooth, dense, and skid-resistant. Typically, a road surface structure consists of a surface layer, a base layer, and a subbase layer.

[0003] However, under the current technology, the existing road surface does not have a splicing structure during the paving process, which makes the existing road surface inflexible.

[0004] Therefore, there is an urgent need for a crack-resistant splicing structure for highway pavement that can be flexibly laid during the pavement construction process. Utility Model Content

[0005] The purpose of this invention is to provide a crack-resistant splicing structure for highway pavement to solve the problems existing in the prior art.

[0006] To achieve the above objectives, the present invention provides the following solution: The present invention provides a road surface crack-resistant splicing structure, including a pit opened on the roadbed, a plurality of base plate assemblies are arranged in the pit, the plurality of base plate assemblies are laid sequentially along the direction of the pit and an expansion joint is left between two adjacent base plate assemblies; the base plate assembly includes a first base plate laid in the pit, the first base plate is connected to the two inner walls of the pit by a plurality of bolts, a second base plate is provided in the end of the first base plate extending out of the pit to prevent the bolts from falling off, and a road panel is provided on the top surface of the second base plate.

[0007] Preferably, multiple threaded holes are provided on the inner walls of both sides of the pit, and the threaded holes are threadedly connected to the bolts.

[0008] Preferably, the top surfaces of the outer walls on both sides of the foundation pit are respectively provided with inclined surfaces.

[0009] Preferably, the first substrate includes a base plate, and side plates are fixedly connected to both ends of the base plate facing the inner wall of the pit. The side plates are provided with a plurality of through holes, and the through holes are provided in a one-to-one correspondence with the threaded holes.

[0010] Preferably, a cover plate is fixedly connected to the end of the side plate away from the bottom plate, and the cover plate is fastened to the inclined surface.

[0011] Preferably, a first gap is left between the outer wall of the side plate and the inner wall of the pit, and between the cover plate and the inclined surface.

[0012] Preferably, a top plate is fixedly connected to the top surface of the second substrate, the width of the top plate being greater than the width of the second substrate and less than the width of the bottom plate; the width of the second substrate is less than the distance between the two opposing bolts.

[0013] Preferably, a plurality of positioning posts are fixedly connected to one end of the top plate facing the road surface panel, and the positioning posts are detachably connected to positioning holes, which are formed on the road surface panel.

[0014] Preferably, the road panel is T-shaped, the positioning hole is opened on the narrower end of the road panel, the narrower end of the road panel is located between the two side plates, and a second gap is left between the road panel and the side plates.

[0015] Preferably, the inner diameter of the positioning hole is larger than the outer diameter of the positioning post.

[0016] The present invention discloses the following technical effects:

[0017] This utility model involves excavating a pit on the roadbed and laying multiple base plate assemblies sequentially along the direction of the pit, with expansion joints between adjacent base plate assemblies. When laying the base plate assemblies, the first base plate is first installed in the pit with bolts, then a second base plate is laid on the first base plate to prevent the bolts from falling off, and finally the road panel is laid on the second base plate.

[0018] This utility model, through the cooperation of the foundation pit, the first substrate, the second substrate, and the road panel, enables flexible paving during the road surface laying process. 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 embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the roadbed structure of this utility model;

[0022] Figure 3 This is a schematic diagram of the first substrate structure of this utility model;

[0023] Figure 4 This is a schematic diagram of the second substrate structure of this utility model;

[0024] Figure 5 This is a schematic diagram of the road panel structure of this utility model;

[0025] Among them, 1. Roadbed; 2. First base plate; 3. Second base plate; 4. Road panel; 5. Bolt; 11. Foundation pit; 12. Threaded hole; 13. Inclined surface; 21. Base plate; 22. Side plate; 23. Through hole; 24. Cover plate; 31. Top plate; 32. Positioning post; 41. Positioning hole. Detailed Implementation

[0026] The feasible implementations discovered in this field are as follows:

[0027] Patent publication number CN117090093A discloses a method and structure for splicing cement-stabilized crushed stone base courses; a joint connecting rod is set every dmm along the longitudinal direction of the road, where d = 500-1000, including: S1. Drilling holes of a certain depth in the old road base course along the transverse direction of the road; S2. Filling the holes with a semi-rigid connecting rod mixture and compacting it; S3. Pre-reserving a semi-rigid connecting rod mixture with the same mix ratio as filling the holes on the top of the subgrade outside the old road base course and compacting it. The semi-rigid connecting rod mixture inside the holes and the semi-rigid connecting rod mixture outside the holes together form the joint connecting rod after curing.

[0028] This patent employs a joint connecting rod method. The outer part of the joint connecting rod is molded and cured simultaneously with the splicing base course mixture to form an integral whole. The other end of the joint connecting rod extends into the interior of the old road base course and measures are taken to connect it with the old road base course mixture, forming a strong joint tensile force. This ensures effective connection between the new and old road base course mixtures at the joint, preventing cracking at the joint due to insufficient connection. The joint connecting rod uses cement-stabilized fine-grained soil, which, like the cement-stabilized crushed stone mixture of the base course, is a cement-stabilized inorganic binder. Furthermore, the amount of drying shrinkage and thermal shrinkage deformation are basically equivalent, resulting in equal strength, allowing the splicing position to remain stable for a long time.

[0029] Patent publication number CN219315409U discloses an anti-reflective crack pavement structure; it includes an old pavement layer with a first splicing surface and a new pavement layer with a second splicing surface, the first splicing surface and the second splicing surface are configured to cooperate, and the new pavement layer and the old pavement layer are spliced ​​together through the first splicing surface and the second splicing surface; the first splicing surface has at least one step, and the second splicing surface has the same number of reverse steps and corresponding positions as the first step; there is a vertical gap between the first splicing surface and the second splicing surface, and the vertical gap is filled with an interface adhesive layer; a stress dispersion layer is provided on the upper part of the interface adhesive layer.

[0030] This patented technology uses steps at the junction of the old and new pavement layers for splicing. The connection area between the old and new pavement layers is equal to the total surface area of ​​the steps. Compared to direct splicing, this significantly increases the splicing area, reduces local stress, and effectively suppresses reflective cracking at the junction of the old and new pavement layers. Furthermore, the patent incorporates a stress-dispersing layer above the joint between the old and new pavement layers. This layer provides a strong bidirectional bond between the old and new pavement layers, eliminating stress from reflective cracks and stabilizing the connection. The reinforcing layer laid on top of the stress-dispersing layer is firmly connected to both the upper and lower pavement layers, effectively preventing interlayer cracking and delamination. The reinforcement layer also enhances the anti-slip performance between the upper and lower pavement layers, improving the overall integrity of the road structure, effectively suppressing reflective cracking, and extending the service life of the asphalt pavement.

[0031] Patent publication number CN217266680U discloses a spliced ​​highway subgrade and pavement structure, including a first subgrade component, a second subgrade component fixedly connected to the side of the first subgrade component, a connecting component connecting the first subgrade component and the second subgrade component, foundation bricks fixedly connected to the upper surfaces of the first subgrade component and the second subgrade component, a compression-resistant component fixedly connected to the upper end face of the foundation bricks, and a top plate component fixedly connected to the upper end face of the compression-resistant component.

[0032] This patent includes a first roadbed component and a second roadbed component. When this spliced ​​highway roadbed and pavement structure is in operation, the first base plate and the second base plate are aligned and laid. During splicing, the insert plate is embedded in the fitting groove, and then the countersunk hole and the threaded hole are aligned. The bolt is screwed into the countersunk hole and the threaded hole by rotating the nut. This structure achieves its splicing and fixing effect, thereby improving the flexibility of its roadbed laying. This patent also includes grooves and arc plates. When this spliced ​​highway roadbed and pavement structure is in use, the grooves opened in the first base plate improve its resistance to deformation and cracking in cold weather, while the arched structure of the arc plate can improve its compressive strength.

[0033] 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.

[0034] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] Reference Figures 1 to 5 This utility model discloses a crack-resistant splicing structure for highway pavement, including a pit 11 opened on the roadbed 1. Multiple base plate assemblies are arranged in the pit 11. The multiple base plate assemblies are laid sequentially along the direction of the pit 11 and an expansion joint is left between two adjacent base plate assemblies. The base plate assembly includes a first base plate 2 laid in the pit 11. The first base plate 2 is connected to the two inner walls of the pit 11 by multiple bolts 5. A second base plate 3 is provided in the end of the first base plate 2 that extends out of the pit 11 to prevent the bolts 5 from falling off. A road panel 4 is provided on the top surface of the second base plate 3.

[0036] This utility model involves excavating a pit 11 on the roadbed 1 and laying multiple base plate assemblies sequentially along the direction of the pit 11 with expansion joints between adjacent base plate assemblies; when laying the base plate assemblies, the first base plate 2 is first installed in the pit 11 with bolts 5, then the second base plate 3 is laid on the first base plate 2 to prevent the bolts 5 from falling off, and finally the road panel 4 is laid on the second base plate 3.

[0037] This utility model, through the cooperation of the foundation pit 11, the first substrate 2, the second substrate 3, and the road panel 4, enables flexible paving during the road surface laying process.

[0038] To further optimize the design, multiple threaded holes 12 are respectively opened on the inner walls of both sides of the foundation pit 11, and the threaded holes 12 are threadedly connected to the bolts 5, so that the bolts 5 are screwed into the threaded holes 12.

[0039] To further optimize the design, inclined surfaces 13 are provided on the top surfaces of the outer walls on both sides of the foundation pit 11.

[0040] In a further optimized scheme, the first substrate 2 includes a base plate 21, and side plates 22 are fixedly connected to both ends of the base plate 21 facing the inner wall of the pit 11. Multiple through holes 23 are provided on the side plates 22, and the through holes 23 are corresponding to the threaded holes 12 one by one.

[0041] When the first substrate 2 is placed in the pit 11 and the through hole 23 is set to correspond one-to-one with the threaded hole 12, the bolt 5 is passed through the through hole 23 and screwed into the threaded hole 12 so that the first substrate 2 can be effectively limited in the pit 11.

[0042] In a further optimized design, a cover plate 24 is fixedly connected to the end of the side plate 22 away from the bottom plate 21, and the cover plate 24 is fastened to the inclined surface 13. After the cover plate 24 is fastened to the top surface on both sides of the foundation pit 11, the inclined surface 13 enables the cover plate 24 to be effectively installed on the top surface on both sides of the foundation pit 11, and the cover plate 24 can effectively protect both sides of the foundation pit 11.

[0043] In a further optimized design, a first gap is left between the outer wall of the side plate 22 and the inner wall of the pit 11, and between the cover plate 24 and the inclined surface 13.

[0044] The base plate 21, side plate 22 and cover plate 24 are integrally formed. The pre-reserved first gap allows for expansion and contraction space after the base plate 21, side plate 22 and cover plate 24 are installed, which also improves the crack resistance of the first substrate 2.

[0045] In a further optimized design, a top plate 31 is fixedly connected to the top surface of the second substrate 3. The width of the top plate 31 is greater than the width of the second substrate 3 and less than the width of the bottom plate 21. This allows the side of the top plate 31 facing the bolt 5 to effectively abut against the bolt 5. The bolt head of the bolt 5 is usually polygonal. By abutting against one side of the bolt head of the bolt 5 by the top plate 31, the rotation of the bolt 5 is effectively prevented, and the bolt 5 will not fall out of the threaded hole 12.

[0046] The second substrate 3 is integrally formed with the top plate 31.

[0047] The width of the second substrate 3 is smaller than the distance between the two opposing bolts 5. This allows the second substrate 3 to be effectively positioned between the two bolts 5 and provides space for expansion and contraction, thus improving crack resistance.

[0048] Meanwhile, in order to effectively limit the second substrate 3 on the first substrate 2, a plurality of cylinders are fixedly connected to the end of the base plate 21 facing the second substrate 3. The cylinders are detachably connected with round holes, which are opened on the end of the second substrate 3 facing the base plate 21. By inserting the cylinders into the round holes, the second substrate 3 can be effectively limited on the base plate 21.

[0049] The inner diameter of the circular hole is larger than the outer diameter of the cylinder. This allows for sufficient allowance for the expansion and contraction of the second substrate 3, thus improving the crack resistance of the second substrate 3.

[0050] In a further optimized design, the top plate 31 is fixedly connected to a plurality of positioning posts 32 at the end facing the road panel 4. The positioning posts 32 are detachably connected to positioning holes 41, which are opened on the road panel 4.

[0051] By inserting the positioning post 32 into the positioning hole 41, the road panel 4 can be effectively positioned on the top plate 31.

[0052] Further optimization of the design: the pavement panel 4 is T-shaped, with positioning holes 41 located on the narrower end of the pavement panel 4. This narrower end of the pavement panel 4 is positioned between the two side plates 22, with a second gap between it and the side plates 22. This second gap facilitates the expansion and contraction of the pavement panel 4 between the two side plates 22, improving the crack resistance of the pavement panel 4.

[0053] The design was further optimized so that the inner diameter of the positioning hole 41 is larger than the outer diameter of the positioning post 32. This allows for sufficient allowance for the expansion and contraction of the road panel 4.

[0054] Work process: Based on the depth, width, and length of the excavated pit 11 on the roadbed 1, the quantities of the first substrate 2, the second substrate 3, and the road panel 4 are prefabricated. During the prefabrication process, the pit 11 is excavated on the roadbed 1, and threaded holes 12 are opened on the inner walls of the opposite sides of the pit 11. The first substrate 2 is then installed in the pit 11, and after the through holes 23 correspond one-to-one with the threaded holes 12, the bolts 5 are passed through the through holes 23 and screwed into the threaded holes 12, so that the first substrate 2 can be effectively limited in the pit 11. Then, by inserting the cylinder into the round hole, the second substrate 3 can be effectively limited on the bottom plate 21. Then, by inserting the positioning pin 32 into the positioning hole 41, the road panel 4 can be effectively limited on the top plate 31. The installation process of the first substrate 2, the second substrate 3, and the road panel 4 is repeated to complete the road paving.

[0055] The first substrate 2, the second substrate 3, and the road panel 4 are made of fiber-reinforced concrete, which effectively improves crack resistance.

[0056] Fiber-reinforced concrete is a new type of composite material with steel fibers, synthetic fibers or composite fibers as reinforcing materials. It has comprehensive properties such as impermeability, frost resistance, abrasion resistance and impact resistance.

[0057] In the description of this utility model, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0058] The embodiments described above are merely preferred embodiments of the present utility model and are not intended to limit the scope of the present utility model. Various modifications and improvements made to the technical solutions of the present utility model by those skilled in the art without departing from the spirit of the present utility model should fall within the protection scope defined by the claims of the present utility model.

Claims

1. A crack-resistant splicing structure for highway pavement, characterized in that: Includes a pit (11) opened on the roadbed (1), and a plurality of base plate assemblies are provided in the pit (11). The plurality of base plate assemblies are laid sequentially along the direction of the pit (11) and an expansion joint is left between two adjacent base plate assemblies. The substrate assembly includes a first substrate (2) laid in the pit (11). The first substrate (2) is connected to the two inner walls of the pit (11) by a plurality of bolts (5). A second substrate (3) is provided at one end of the first substrate (2) extending out of the pit (11) to prevent the bolts (5) from falling off. A road panel (4) is provided on the top surface of the second substrate (3).

2. The anti-cracking splicing structure for highway pavement according to claim 1, characterized in that: Multiple threaded holes (12) are respectively opened on the inner walls of both sides of the foundation pit (11), and the threaded holes (12) are threadedly connected to the bolts (5).

3. The anti-cracking splicing structure for highway pavement according to claim 2, characterized in that: The top surfaces of the outer walls on both sides of the foundation pit (11) are respectively provided with inclined surfaces (13).

4. The anti-cracking splicing structure for highway pavement according to claim 3, characterized in that: The first substrate (2) includes a base plate (21), and side plates (22) are fixedly connected to both ends of the base plate (21) facing the inner wall of the pit (11). Multiple through holes (23) are provided on the side plates (22), and the through holes (23) are corresponding to the threaded holes (12).

5. The anti-cracking splicing structure for highway pavement according to claim 4, characterized in that: A cover plate (24) is fixedly connected to one end of the side plate (22) away from the bottom plate (21), and the cover plate (24) is fastened to the inclined surface (13).

6. The anti-cracking splicing structure for highway pavement according to claim 5, characterized in that: A first gap is left between the outer wall of the side plate (22) and the inner wall of the pit (11), and between the cover plate (24) and the inclined surface (13).

7. The anti-cracking splicing structure for highway pavement according to claim 6, characterized in that: A top plate (31) is fixedly connected to the top surface of the second substrate (3). The width of the top plate (31) is greater than the width of the second substrate (3) and less than the width of the bottom plate (21). The width of the second substrate (3) is smaller than the distance between the two opposing bolts (5).

8. The anti-cracking splicing structure for highway pavement according to claim 7, characterized in that: The top plate (31) is fixedly connected to a plurality of positioning posts (32) at one end facing the road panel (4). The positioning posts (32) are detachably connected to positioning holes (41), which are opened on the road panel (4).

9. The anti-cracking splicing structure for highway pavement according to claim 8, characterized in that: The road panel (4) is T-shaped, and the positioning hole (41) is opened on the narrow end of the road panel (4). The narrow end of the road panel (4) is located between the two side plates (22) and a second gap is left between it and the side plates (22).

10. The anti-cracking splicing structure for highway pavement according to claim 8, characterized in that: The inner diameter of the positioning hole (41) is larger than the outer diameter of the positioning post (32).

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