Pavement splicing structure

Abstract

The utility model discloses a kind of pavement splicing structures, it is related to pavement splicing technical field, comprising: first pavement, second pavement and splicing pavement, first pavement and second pavement between there is splicing gap and its relative splicing gap side is all set into first ladder structure;Each step surface of first ladder structure is all formed with mortise, mortise is opened along the road thickness direction of each step surface of first ladder structure and is through vertical corresponding step surface side end face, splicing pavement is located splicing gap, the side of splicing pavement corresponding first pavement and second pavement is set into second ladder structure that can be adapted to be connected on the step surface of first ladder structure, the side end face of vertical its corresponding step surface on second ladder structure is formed with tenon that mortise adapts to clasp, tenon and mortise clasp to splicing pavement and first pavement and second pavement are spliced into integral pavement structure;It can effectively disperse stress, reduce joint cracking and collapse;And enhance the integrity of pavement and splicing pavement.

Description

Technical Field

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

[0002] In road maintenance or widening projects, pavement splicing is a crucial step in ensuring road performance, safety, and service life. However, both commonly used splicing methods—stepped joints and pre-embedded anchored steel bars—have shortcomings. Stepped joints rely primarily on interfacial bonding and interlocking. Under repeated vehicle loads and temperature- and humidity-induced deformation, this splicing method is prone to stress concentration, leading to cracking, misalignment, and even localized collapse at the joint, affecting road smoothness and safety. While pre-embedded anchored steel bars can improve shear resistance to some extent, they cause significant disturbance to the original pavement, compromising the integrity of the original pavement structure, and the overall integrity of the spliced ​​structure is weak. When facing complex conditions such as differential settlement between old and new subgrades and temperature deformation, the anchored steel bar method is insufficiently adaptable, and the splicing interface can easily become a weak point in the road structure, causing damage. These splicing problems not only shorten the road's service life and increase later maintenance costs but also severely disrupt traffic.

[0003] Therefore, in view of the existing problems, how to provide a road splicing structure that can effectively disperse stress, reduce the risk of cracking and collapse at the joints, enhance the integrity of the road surface and the spliced ​​road surface, better adapt to the problems of differential settlement and temperature and humidity deformation, reduce disturbance to the original road surface, and reduce damage to the original road surface structure are problems that urgently need to be solved by those skilled in the art. Utility Model Content

[0004] Therefore, this utility model provides a road splicing structure that can effectively disperse stress and reduce the risk of cracking and collapse at the joints; it also enhances the integrity of the road surface and the spliced ​​road surface; at the same time, it better adapts to the problems of differential settlement and temperature and humidity deformation, and reduces disturbance to the original road surface and reduces damage to the original road surface structure.

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

[0006] A road surface splicing structure includes: a first road surface, a second road surface, and a splicing road surface. The first road surface and the second road surface have a splicing gap, and each of the first and second road surfaces has a first stepped structure on one side relative to the splicing gap. Each step of the first stepped structure has a mortise formed on its surface. The mortise is opened along the road thickness direction of each step of the first stepped structure and extends perpendicularly to the side end face corresponding to its step surface. The splicing road surface is located in the splicing gap, and the side of the splicing road surface corresponding to the first and second road surfaces has a second stepped structure that can be adapted to overlap the step surface of the first stepped structure. The side end face of the second stepped structure, perpendicular to its corresponding platform, has a tenon that fits and engages with the mortise. The tenon engages with the mortise to splice the splicing road surface with the first and second road surfaces into an integral road surface structure.

[0007] Through the above technical solution, this utility model provides a road splicing structure. By setting the middle and using a stepped structure in the spliced ​​road surface, it effectively buffers differential settlement of the road surface and disperses the stress caused by temperature difference deformation. The interlocking design of the mortise and tenon improves the mechanical locking ability of the splicing interface and prevents misalignment.

[0008] Preferably, in the above-mentioned road surface splicing structure, the first road surface and the second road surface have a plurality of mortises spaced apart along the longitudinal direction of the road on each of the step surfaces, and the spliced ​​road surface has a plurality of tenons corresponding to the mortises spaced apart along the longitudinal direction of the road on both sides of each of the step surfaces. The arrangement of multiple mortises and tenons along the longitudinal direction of the road improves the uniformity and continuity of the splicing structure. The segmented design can better distribute the shear force caused by vehicle loads and reduce stress concentration. It adapts to the expansion or contraction of the road surface due to temperature changes, reducing the risk of damage caused by temperature differences.

[0009] Preferably, in the above-mentioned road surface splicing structure, the mortise includes a locking groove and an anti-detachment groove to prevent detachment along the lateral direction of the road surface. The locking groove is opened along the lateral direction of the road surface of each step surface of the first and second road surfaces and penetrates the side end face perpendicular to the step surface. The tenon is formed along the lateral direction of the road surface on a vertical surface perpendicular to its corresponding step surface. The shape of the tenon is adapted to the locking groove and the anti-detachment groove. There are multiple anti-detachment grooves arranged in groups symmetrically, and multiple groups of anti-detachment grooves are formed on the opposite side walls of the locking groove along the longitudinal direction of the road surface of the corresponding step surface. The locking groove and the tenon provide the main splicing support and ensure the stability of the structure. The design of the anti-detachment groove effectively prevents the splicing structure from lateral slippage under vehicle load. The cooperation between the anti-detachment groove and the tenon can also limit excessive displacement of the structure when the temperature changes, enhancing the adaptability of the splicing structure.

[0010] Preferably, in the above-mentioned road splicing structure, multiple connecting rods are further included. Connecting rod insertion slots are provided on the opposite side walls of the locking groove. The connecting rod passes through the tenon, and its two ends extend beyond the sides of the tenon and are fitted into the connecting rod insertion slots. This enhances the connection strength between the tenon and the locking groove. The cooperation between the connecting rod and the connecting rod insertion slot effectively resists the shear force caused by vehicle loads, improving shear resistance. This improves the integrity and durability of the splicing structure, reducing the risk of overall failure due to localized damage.

[0011] Preferably, in the above-mentioned pavement splicing structure, the first pavement and the second pavement, from top to bottom, sequentially include a surface layer, a base layer, and a subbase layer, and together form the first stepped structure arrangement at the splicing end; the spliced ​​pavement, from bottom to top, sequentially includes a subbase layer, a base layer, and a surface layer, and together form the second stepped structure at the splicing end. The layered structure allows each pavement layer to bear different mechanical functions, optimizing overall performance. The stepped arrangement disperses the stress generated by differential settlement, improving the stability of the pavement splicing. The layered structure facilitates construction and subsequent maintenance, reducing maintenance costs.

[0012] Preferably, in the above-mentioned pavement splicing structure, a filler layer is provided at the overlapping surface of the first pavement, the second pavement, and the spliced ​​pavement. The filler layer absorbs and disperses stress at the splice, mitigating the effects of differential settlement and temperature-induced deformation. It also provides waterproofing, preventing moisture penetration that could damage the base layer and extending the pavement's service life.

[0013] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a road splicing structure, which has the following beneficial effects:

[0014] 1. This utility model utilizes a mortise and tenon interlocking design to create a robust joint structure between road surfaces. This jointing method not only reduces disturbance to the original road surface and ensures a tight bond between each road surface layer, adapting to differential road settlement, but also effectively disperses stress that was originally concentrated near the joint to a larger area and deeper layers of the structure where the mortise and tenon meet. This reduces road surface damage caused by stress concentration and improves the overall integrity and collaborative performance of the road surface joint.

[0015] 2. This utility model improves the stability of the splicing structure by correspondingly engaging the slot and the tenon, and correspondingly engaging the anti-detachment slot and the anti-detachment block. It can be seen that the design of the connecting components further enhances the integrity and shear resistance of the splicing. Attached Figure Description

[0016] 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.

[0017] Figure 1 The attached figure is a structural schematic diagram of a road splicing structure provided by this utility model;

[0018] Figure 2 The attached figure is a structural schematic diagram of a road splicing structure provided by this utility model;

[0019] Figure 3 The attached figure is a schematic diagram of the mortise groove provided by this utility model;

[0020] Figure 4 The attached figure is a structural schematic diagram of the tenon provided by this utility model.

[0021] in:

[0022] 1-First road surface; 11-First surface layer; 12-First base layer; 13-First subbase layer; 2-Second road surface; 21-Second surface layer; 22-Second base layer; 23-Second subbase layer; 3-Spliced ​​road surface; 31-Third surface layer; 32-Third base layer; 33-Third subbase layer; 4-Mortise groove; 41-Matching groove; 42-Anti-detachment groove; 5-Tongue; 51-Matching block; 52-Anti-detachment block; 6-Connecting rod. 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] Example:

[0025] See appendix Figure 1-4 This utility model discloses a road surface splicing structure, including:

[0026] The road surface consists of a first road surface 1, a second road surface 2, and a spliced ​​road surface 3. The first road surface 1 and the second road surface 2 have a splicing gap, and each side of the first road surface 1 relative to the splicing gap is provided with a first step structure. Each step surface of the first step structure is provided with a mortise 4. The mortise 4 is opened along the road thickness direction of each step surface of the first step structure and passes through the side end face perpendicular to its corresponding step surface. The spliced ​​road surface 3 is located in the splicing gap, and the side of the spliced ​​road surface 3 corresponding to the first road surface 1 and the second road surface 2 is provided with a second step structure that can be adapted to overlap the step surface of the first step structure. The side end face of the second step structure perpendicular to its corresponding platform is provided with a tenon 5 that is adapted to engage with the mortise 4. The tenon 5 engages with the mortise 4 to splice the spliced ​​road surface 3 with the first road surface 1 and the second road surface 2 into an integral road structure.

[0027] In some specific examples, the first road surface 1 and the second road surface 2 are provided with multiple mortises 4 at intervals along the longitudinal direction of the road on each step surface, and multiple tenons 5 corresponding to the mortises 4 are provided on both sides of the spliced ​​road surface 3 along the longitudinal direction of the road on each step surface.

[0028] In some other embodiments, the mortise 4 includes a snap-fit ​​groove 41 and an anti-detachment groove 42 to prevent detachment along the lateral direction of the road surface. The snap-fit ​​groove 41 is opened along the lateral direction of the road surface of each step surface of the first road surface 1 and the second road surface 2 and penetrates the side end face perpendicular to the step surface. The tenon 5 is formed along the lateral direction of the road surface on the vertical surface perpendicular to the corresponding step surface. The shape of the tenon 5 is adapted to the snap-fit ​​groove 41 and the anti-detachment groove 42. There are multiple anti-detachment grooves 42 and they are arranged in groups symmetrically. Multiple groups of anti-detachment grooves 42 are formed on the opposite side walls of the snap-fit ​​groove 41 along the longitudinal direction of the road surface of the corresponding step surface.

[0029] Specifically, the tenon 5 includes a snap-fit ​​block 51 and an anti-detachment block 52. The snap-fit ​​block 51 is formed with a vertical surface perpendicular to the respective step surface. There are multiple anti-detachment blocks 52, which are arranged in two groups. Each group of anti-detachment blocks 52 has opposite side walls of the snap-fit ​​block 51 along the longitudinal direction of the road and is integrally formed with it. The snap-fit ​​groove 41 is snapped into the snap-fit ​​block 51, and the anti-detachment groove 42 is snapped into the anti-detachment block 52.

[0030] In a specific embodiment, it also includes multiple connecting rods 6. The two side walls of the snap-fit ​​groove 41 are provided with connecting rod insertion grooves. The connecting rod 6 passes through the tenon 5, and its two ends extend out of the two sides of the tenon 5 and are adapted to snap into the connecting rod insertion groove.

[0031] In a specific example, the first road surface 1 and the second road surface 2, from top to bottom, consist of a surface layer, a base layer and a subbase layer, and together form a first stepped structure at the splicing end; the spliced ​​road surface 3, from bottom to top, consists of a subbase layer, a base layer and a surface layer, and together form a second stepped structure at the splicing end.

[0032] Specifically, the first road surface 1 includes, from top to bottom, a first surface layer 11, a first base layer 12, and a first subbase layer 13; the second road surface 2 includes, from top to bottom, a second surface layer 21, a second base layer 22, and a second subbase layer 23; and the spliced ​​road surface 3 includes, from top to bottom, a third surface layer 31, a third base layer 32, and a third subbase layer 33.

[0033] In some examples, a filler layer is provided at the joint surface of the first road surface 1, the second road surface 2, and the spliced ​​road surface 3.

[0034] The method of use and working principle of this utility model are as follows:

[0035] The first pavement consists of a first surface layer 11, a first base layer 12, and a first subbase layer 13, forming a first stepped structure from top to bottom. The second pavement consists of a second surface layer 21, a second base layer 22, and a second subbase layer 23, also forming a first stepped structure from top to bottom. The spliced ​​pavement consists of a third surface layer 31, a third base layer 32, and a third subbase layer 33, forming a second stepped structure from top to bottom. Through a multi-gradient and multi-directional interlocking design, where the interlocking groove 41 and interlocking block 51 are correspondingly engaged, and the anti-detachment groove 42 and anti-detachment block 52 are correspondingly engaged, the stress originally concentrated near the joint line can be effectively dispersed to a larger area and a deeper layer of the structure where the splicing groove and splicing joint contact. The joints of the first pavement 1, the second pavement 2, and the spliced ​​pavement 3 are filled with asphalt mixture, which allows for limited and controllable relative displacement of the spliced ​​parts in both vertical and horizontal directions. This capability enables the spliced ​​structure to better adapt to differential settlement occurring between the first pavement 1, the second pavement 2, and the spliced ​​pavement 3.

[0036] 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 it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0037] 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 road surface splicing structure, characterized in that, include: The road surface consists of a first road surface (1), a second road surface (2), and a spliced ​​road surface (3). The first road surface (1) and the second road surface (2) have a splicing gap, and each of them is provided with a first step structure on one side relative to the splicing gap. Each step surface of the first step structure is formed with a mortise (4). The mortise (4) is opened along the road thickness direction of each step surface of the first step structure and passes through the side end face perpendicular to its step surface. The spliced ​​road surface (3) is located in the splicing gap, and the side of the spliced ​​road surface (3) corresponding to the first road surface (1) and the second road surface (2) is provided with a second step structure that can be adapted to overlap on the step surface of the first step structure. The side end face of the second step structure perpendicular to its corresponding platform is formed with a tenon (5) that is adapted to and engages with the mortise (4). The tenon (5) engages with the mortise (4) to splice the spliced ​​road surface (3) with the first road surface (1) and the second road surface (2) into an integral road structure.

2. The road surface splicing structure according to claim 1, characterized in that, The first road surface (1) and the second road surface (2) are provided with a plurality of mortises (4) spaced apart along the longitudinal direction of the road on each step surface. The spliced ​​road surface (3) is provided with a plurality of tenons (5) corresponding to the mortises (4) on both sides of each step surface along the longitudinal direction of the road.

3. The road surface splicing structure according to claim 2, characterized in that, The mortise (4) includes a snap-fit ​​groove (41) and an anti-detachment groove (42) to prevent detachment along the transverse direction of the road. The snap-fit ​​groove (41) is opened along the transverse direction of the road surface of each step surface of the first road surface (1) and the second road surface (2) and penetrates the side end face perpendicular to the step surface. The tenon (5) is formed along the transverse direction of the road on a vertical surface perpendicular to the corresponding step surface. The shape of the tenon (5) is adapted to the snap-fit ​​groove (41) and the anti-detachment groove (42). The number of anti-detachment grooves (42) is multiple and arranged symmetrically in groups. Multiple groups of anti-detachment grooves (42) are formed on the opposite side walls of the snap-fit ​​groove (41) along the longitudinal direction of the corresponding step surface road.

4. A road surface splicing structure according to claim 3, characterized in that, It also includes multiple connecting rods (6), and the connecting rod insertion slots are provided on the opposite side walls of the snap-fit ​​groove (41). The connecting rod (6) passes through the tenon (5), and its two ends extend out of the sides of the tenon (5) and are adapted to snap into the connecting rod insertion slots.

5. A road surface splicing structure according to claim 1, characterized in that, 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 together form the first stepped structure at the splicing end; the spliced ​​road surface (3) consists of a subbase layer, a base layer and a surface layer from bottom to top, and together form the second stepped structure at the splicing end.

6. A road surface splicing structure according to claim 1, characterized in that, 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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