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 and second pavement, the side of first pavement close to second pavement is set into first ladder structure, first ladder structure is opened with the first mortise of through both ends on every layer step horizontal plane along road longitudinal direction, the side of second pavement close to first pavement is set into second ladder structure, which can be adapted to be connected on the step horizontal plane of first ladder structure, second ladder structure is formed with the first tenon of first mortise adaptive clamping on every layer step horizontal plane, first tenon and first mortise clamping to realize first pavement and second pavement splicing into integral pavement structure;The structure can ensure that pavement is strong integrity, improve bearing capacity and durability, optimize stress dispersion, reduce splicing place cracking and risk of misplacement, simultaneously, improve adaptive deformation capacity, disperse longitudinal and lateral force of vehicle load, reduce local damage, and little disturbance to original pavement, easy to construction.

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, reliable pavement splicing is crucial for ensuring driving safety, comfort, and extending road lifespan. Current pavement splicing technologies often employ stepped joints or pre-embedded anchor steel bars. However, stepped joints rely primarily on interfacial bonding and interlocking, which can easily lead to stress concentration under vehicle loads and repeated temperature and humidity deformation, causing cracking, misalignment, and even localized collapse at the joint. While pre-embedded anchor steel bars can improve shear resistance to some extent, they suffer from significant disturbance to the original pavement and compromised structural integrity. Furthermore, these splicing methods are insufficiently adaptable to settlement differences or temperature deformation at the splice interface caused by differences between the old and new roadbeds, making the splice interface a weak point in the road structure and frequently resulting in damage. These problems not only shorten road lifespan and increase later maintenance costs but also severely disrupt traffic.

[0003] Therefore, in response to the existing problems, how to provide a road splicing structure that can ensure strong integrity, improve load-bearing capacity and durability, optimize stress distribution, reduce the risk of cracking and misalignment at the splice, improve adaptability to deformation, disperse the longitudinal and lateral forces of vehicle loads, reduce local damage, and minimize disturbance to the original road surface and is easy to construct 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 ensure strong integrity, improve load-bearing capacity and durability, optimize stress distribution, reduce the risk of cracking and misalignment at the splice, improve adaptability to deformation, disperse the longitudinal and lateral forces of vehicle loads, reduce local damage, and cause little disturbance to the original road surface, making it easy to construct.

[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 and a second road surface. The first road surface is provided with a first stepped structure on the side near the second road surface. The first stepped structure has a first mortise through both ends on each step horizontal surface along the longitudinal direction of the road. The second road surface is provided with a second stepped structure on the side near the first road surface, which can be adapted to overlap the step horizontal surface of the first stepped structure. The second stepped structure has a first tenon formed on each step horizontal surface that is adapted to engage with the first mortise. The first tenon engages with the first mortise to splice the first road surface and the second road surface into an integral road surface structure.

[0007] Through the above technical solution, this utility model provides a road surface splicing structure. The first road surface has a first stepped structure with a first mortise through the horizontal surface of the step. The second road surface has a matching second stepped structure with a first tenon matching the first mortise on the horizontal surface of the step. The two are spliced ​​by interlocking. The interlocking of the mortise and tenon forms an interlocking structure, which greatly reduces the disturbance to the original road surface, enhances the integrity and collaborative performance of the spliced ​​new and old road surfaces, and improves the overall load-bearing capacity of the road surface. The stepped splicing combined with the mortise and tenon interlocking can initially disperse the stress generated by vehicle load and temperature and humidity deformation, reduce the risk of cracking and misalignment at the splice due to stress concentration, and extend the service life of the road.

[0008] Preferably, in the above-mentioned road splicing structure, the first step structure has a second mortise on each step horizontal surface along the road thickness direction, and penetrates the side end face perpendicular to the corresponding step horizontal surface and close to the second road surface; the second step structure has a second tenon formed on each step horizontal surface that is adapted to and engages with the second mortise, and the second mortise and the second tenon head engage.

[0009] The beneficial effects of this invention are: by adding a vertical mortise and tenon connection to the horizontal mortise and tenon joint, a three-dimensional interlocking structure is formed. This structure further enhances the shear resistance and structural stability of the joint, effectively resisting longitudinal and lateral forces from vehicle loads and reducing local damage; at the same time, it enhances the overall integrity of the road surface in the vertical direction, reducing the possibility of separation or collapse at the joint due to differential settlement between the old and new roadbeds.

[0010] Preferably, in the above-mentioned road surface splicing structure, the first mortise in the first step structure on the horizontal plane of each step is located on the side away from the second road surface.

[0011] The beneficial effects of this utility model are: by setting the first mortise on the side away from the splicing interface, the engagement position of the tenon and the mortise can be closer to the interior of the first road surface, thereby enhancing the support of the first road surface structure for the splicing part; avoiding direct erosion of the mortise by the external environment (such as moisture and impurities) due to its proximity to the splicing interface, thus extending the service life of the mortise, while ensuring the reliability of the tenon-mortise connection and reducing the risk of splicing failure due to damage to the mortise.

[0012] Preferably, in the above-mentioned road splicing structure, both the first road surface and the second road surface have interlocking stepped surfaces on the uppermost step surface.

[0013] The beneficial effects of this utility model are: the interlocking step surface of the uppermost step can further optimize the splicing effect of the road surface layer, making the road surface transition smoother and improving driving comfort; the interlocking structure can enhance the integrity of the surface road surface, reduce the impact of vehicles on the splicing of the surface layer, and reduce the probability of surface cracking and peeling; at the same time, the structure can also prevent water from seeping from the road surface layer into the splicing interior to a certain extent, thus helping to improve waterproof performance.

[0014] Preferably, in the above-mentioned road splicing structure, the first road surface includes a surface layer, a base layer and a subbase layer from top to bottom, and together form the first stepped structure arrangement at the splicing end; the second road surface includes 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.

[0015] The beneficial effects of this invention are: it enables the corresponding splicing of each structural layer of the new and old pavement, achieving a multi-gradient, multi-level interlocking design. This design can disperse stress from the splicing joint to a larger area and deeper layers of each structural layer, avoiding stress concentration at the splicing point of a single structural layer; each structural layer bears the load separately, improving the overall load-bearing capacity and durability of the pavement, while adapting to the material properties and deformation requirements of different structural layers, reducing splicing damage caused by differences in deformation between layers.

[0016] Preferably, in the above-mentioned road splicing structure, the overlapping surfaces of the first step structure and the second step structure are both provided with corresponding sawtooth patterns.

[0017] The beneficial effects of this utility model are: the serrated texture can significantly increase the friction and contact area of ​​the overlapping surfaces of the two road surfaces, improve the shear strength of the overlapping surface, effectively resist the lateral shear force generated by vehicle load, and reduce misalignment at the splice; the concave and convex structure of the serrated texture can form a mechanical interlock between the overlapping surfaces, enhance the integrity, and prevent relative sliding of the overlapping surfaces; at the same time, the serrated texture can also increase the bonding force between the filling material and the overlapping surface, ensure the stability of the filling layer, and improve the waterproof and cushioning effect.

[0018] Preferably, in the above-mentioned pavement splicing structure, a filler layer is provided at the overlap surface of the first pavement and the second pavement. The filler layer at the overlap surface primarily serves to waterproof and seal, preventing moisture from seeping into the splice and avoiding structural damage caused by moisture erosion. Simultaneously, the filler layer also buffers the stress impact caused by differential settlement between the old and new roadbeds and temperature changes, protecting the spliced ​​structure and extending its service life.

[0019] As can be seen from the above technical solution, compared with the prior art, the present utility model discloses a road splicing structure, which has the following beneficial effects:

[0020] 1. This utility model forms a strong interlocking structure between road surfaces through a mortise-and-tenon locking structure. This splicing method not only reduces disturbance to the original road surface but also improves the integrity and collaborative performance of the road surface.

[0021] 2. This utility model, through the multi-gradient interlocking design of the road surface, can effectively disperse the stress that was originally concentrated near the splice joint to a larger area of ​​the road surface in contact with each other and to a deeper layer of the structure, thereby reducing road surface damage caused by stress concentration.

[0022] 3. This invention incorporates a filling layer at the road surface joints, allowing for controllable relative displacement of the spliced ​​areas in both vertical and horizontal directions. This capability enables the spliced ​​structure to better adapt to differential settlement between road surfaces.

[0023] 4. The stepped, grooved, and sawtooth structures of this invention create physical seepage paths that increase the difficulty of water seeping directly down the joint. Simultaneously, the asphalt mixture filling the joint forms a waterproof barrier, significantly improving the sealing and waterproofing performance of the joint. Attached Figure Description

[0024] 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.

[0025] Figure 1 The attached figure is a structural schematic diagram of a road splicing structure provided by this utility model;

[0026] Figure 2 The attached figure is a structural schematic diagram of a road splicing structure provided by this utility model;

[0027] Figure 3 The attached figure is a front view of a road splicing structure provided by this utility model.

[0028] in:

[0029] 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-Sawtooth pattern; 4-First mortise; 5-First tenon; 6-Second mortise; 7-Second tenon; 8-Stepped surface. Detailed Implementation

[0030] 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.

[0031] Example:

[0032] See appendix Figure 1-3 This utility model discloses a road surface splicing structure, including:

[0033] The first road surface 1 and the second road surface 2 are provided. The side of the first road surface 1 closest to the second road surface 2 is provided with a first stepped structure. The first stepped structure has a first mortise 4 that runs through both ends along the longitudinal direction of the road on the horizontal surface of each step. The side of the second road surface 2 closest to the first road surface 1 is provided with a second stepped structure that can be adapted to overlap the horizontal surface of the first stepped structure. The second stepped structure has a first tenon 5 formed on the horizontal surface of each step that is adapted to and engages with the first mortise 4. The first tenon 5 engages with the first mortise 4 to realize the splicing of the first road surface 1 and the second road surface 2 into an integral road surface structure.

[0034] In some specific examples, the first step structure has a second mortise 6 on each step horizontal surface along the road thickness direction, and it penetrates the side end face perpendicular to the corresponding step horizontal surface and close to the second road surface; the second step structure has a second tenon 7 formed on each step horizontal surface that is adapted to and engages with the second mortise 6, and the second mortise 6 and the second tenon 7 engage.

[0035] In some other embodiments, the first groove 4 of the first step structure on the horizontal plane of each step is located on the side away from the second road surface 2.

[0036] In a specific embodiment, the uppermost step surface of both the first road surface 1 and the second road surface 2 is provided with interlocking stepped surfaces 8.

[0037] In a specific example, the first road surface 1 consists of a surface layer, a base layer, and a subbase layer from top to bottom, which together form a first stepped structure at the splicing end; the second road surface 2 consists of a subbase layer, a base layer, and a surface layer from bottom to top, which together form a second stepped structure at the splicing end.

[0038] 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.

[0039] In some examples, the surfaces where the first and second stepped structures overlap are both provided with corresponding serrated patterns 3.

[0040] In some specific embodiments, a filling layer is provided at the overlapping surface of the first road surface 1 and the second road surface 2.

[0041] Specifically, the filling layer uses asphalt mixture, which not only forms an elastic filling layer at the junction of the first pavement 1 and the second pavement 2 to adapt to settlement, but also significantly improves the sealing and waterproof performance of the joint.

[0042] The method of use and working principle of this utility model are as follows:

[0043] The first pavement 1 consists of a surface layer, a base layer, and a subbase layer from top to bottom, forming a first stepped structure at the joint. The second pavement 2 consists of a subbase layer, a base layer, and a surface layer from top to bottom, forming a second stepped structure at the joint. The first pavement 1 has a first stepped structure with a first mortise 4 extending longitudinally along the road surface on the horizontal plane of the step. The second pavement 2 has a matching second stepped structure with a first tenon 5 fitting the first mortise 4 on the horizontal plane of the step. The two are interlocked to achieve the joint. The first stepped structure has a second mortise 6 extending along the road thickness direction on the horizontal plane of the step. The second stepped structure has a second tenon 7 fitting the second mortise 6 on the horizontal plane of the step. The two are interlocked. The multi-gradient interlocking design of the first pavement 1 and the second pavement 2 effectively disperses the stress originally concentrated near the joint to a larger contact area and a deeper structural layer. The overlapping surfaces of the first pavement 1 and the second pavement 2 are serrated, and the resulting physical seepage path increases the difficulty of water directly seeping down along the joint. The use of asphalt mixture to fill the joint between the first pavement 1 and the second pavement 2 not only forms an elastic filling layer at the joint to adapt to settlement, but also significantly improves the sealing and waterproof performance of the joint.

[0044] 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.

[0045] 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 first road surface (1) and the second road surface (2) are provided with a first stepped structure on the side of the first road surface (1) near the second road surface (2). The first stepped structure has a first mortise (4) that runs through both ends on the horizontal surface of each step along the longitudinal direction of the road. The second road surface (2) is provided with a second stepped structure on the side of the first road surface (1) that can be adapted to overlap on the horizontal surface of the first stepped structure. The second stepped structure has a first tenon (5) that is adapted to and engages with the first mortise (4) on the horizontal surface of each step. The first tenon (5) engages with the first mortise (4) to realize the splicing of the first road surface (1) and the second road surface (2) into an integral road surface structure.

2. The road surface splicing structure according to claim 1, characterized in that, The first step structure has a second mortise (6) on each step surface along the road thickness direction, and it penetrates the corresponding step surface perpendicular to the side surface of the second road surface; the second step structure has a second tenon (7) on each step surface that is adapted to and engages with the second mortise (6), and the second mortise (6) engages with the second tenon (7).

3. The road surface splicing structure according to claim 1, characterized in that, In the first step structure, the first groove (4) on the horizontal surface of each step is located on the side away from the second road surface (2).

4. The road surface splicing structure according to claim 1, characterized in that, Both the first road surface (1) and the second road surface (2) have interlocking stepped surfaces (8) on the uppermost step level.

5. A road surface splicing structure according to claim 1, characterized in that, The first road surface (1) consists of a surface layer, a base layer and a subbase layer from top to bottom, and together they form the first stepped structure at the splicing end; the second road surface (2) consists of a subbase layer, a base layer and a surface layer from bottom to top, and together they form the second stepped structure at the splicing end.

6. A road surface splicing structure according to claim 1, characterized in that, The surfaces where the first and second stepped structures overlap are provided with corresponding serrated patterns (3).

7. 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) and the second road surface (2).

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