A gob site high-speed railway correctable roadbed structure and construction method

Abstract

The present application relates to a kind of mined-out area site high-speed railway can rectify deviation roadbed structure, including abutment, can rectify deviation bearing platform, graded broken stone cushion, roadbed filler, compression arch beam, asphalt waterproof layer, can rectify deviation bearing platform is located between two abutments, can rectify deviation bearing platform is connected with abutment by compression arch beam, roadbed filler is coated on the upper end surface of abutment, can rectify deviation bearing platform, asphalt waterproof layer is coated on the upper end surface of roadbed filler.Its construction method includes six steps of construction abutment, prefabricated part construction, can rectify deviation bearing platform construction, compression arch beam construction, road laying and settlement rectification etc.The present application can reduce the construction quantity of pile foundation pier, reduce roadbed construction cost cost, can eliminate the adverse effects caused by uneven settlement of foundation, has certain deformation resistance capacity;And when large residual settlement appears in mined-out area foundation, deformation amount can be accurately monitored and judged, and accurate rectification adjustment operation to settlement deformation amount can be realized.

Description

Technical Field

[0001] This invention relates to a correctable subgrade structure and construction method for high-speed railways in mining subsidence areas, belonging to the field of engineering construction and testing technology. Background Technology

[0002] my country possesses abundant underground resources, but the area of ​​ground subsidence caused by mining has been continuously expanding over the past few decades. With rapid economic development, my country's high-speed railway network has gradually formed a "four vertical and four horizontal" structure in recent years. Thanks to its astonishing development speed and robust capabilities, my country's high-speed rail has won high international recognition. However, the existence of numerous mining subsidence areas in major resource-extracting provinces has made the planning and widespread adoption of high-speed railways difficult, severely hindering the development of my country's transportation industry. Furthermore, high-speed train sets are extremely sensitive to uneven subgrade settlement, while bridge pier structures have poor resistance to settlement strain and are relatively expensive. During railway operation, corrections can only be made during brief maintenance windows, making it extremely difficult to ensure both production and safety. Therefore, finding a deformation-resistant and corrective subgrade design suitable for high-speed railways in mining subsidence areas is urgently needed.

[0003] The utility model patent with publication number CN207582209U provides a structure for repairing deformation of high-speed railway subgrade. However, the proposed technical solution only offers a method for monitoring subgrade settlement. It relies solely on changes in pressure cell data to assess the camber of the subgrade, failing to monitor uneven settlement and guarantee the subgrade's resistance to deformation. Furthermore, it cannot provide corrective measures to remedy subgrade deformation. Therefore, it is necessary to find a correctable subgrade structure and construction method suitable for high-speed railways in mining subsidence areas to overcome the shortcomings of existing equipment and meet the needs of actual engineering operations. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned shortcomings and provide a correctable subgrade structure and construction method for high-speed railways in mining subsidence areas. This invention can reduce the number of pile foundation piers required, reduce subgrade construction costs, eliminate the adverse effects caused by uneven foundation settlement, and has a certain resistance to deformation. When large residual settlement occurs in the foundation of mining subsidence areas, it can accurately monitor and judge the deformation and perform precise correction and adjustment of settlement deformation. In addition, it has good waterproof and anti-corrosion capabilities and the ability to eliminate the resonance effect transmission caused by dynamic loads, thereby greatly improving the safety and reliability of bridge construction and operation in mining subsidence areas.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: A corrective roadbed structure for high-speed railways in mining subsidence areas includes bridge abutments, a corrective bearing platform, a graded crushed stone cushion layer, roadbed fill material, a compression-resistant arch beam, an asphalt waterproof layer, a concrete stress gauge, and a data receiving terminal. There are two bridge abutments, and the corrective bearing platform is located between the two abutments and is distributed along the same straight line as the abutments. The lower end face of the corrective bearing platform is connected to the roadbed through the graded crushed stone cushion layer. The corrective bearing platform is connected to the bridge abutments through the compression-resistant arch beam. The roadbed fill material covers the bridge abutments and the corrective bearing platform. On the upper surface of the platform, an asphalt waterproof layer covers the upper surface of the roadbed fill. An overlapping groove is provided at the connection position between the upper surface of the bridge abutment and the compression arch beam. The overlapping groove is distributed parallel to the horizontal plane and perpendicular to the connection line between the bridge abutment and the corrective bearing platform. The bridge abutment is connected to the compression arch beam through the overlapping groove. Several concrete stress gauges are embedded between adjacent compression arch beams in each compression arch beam between the bridge abutment and the corrective bearing platform. Each concrete stress gauge establishes a data connection with a data receiving terminal.

[0006] Furthermore, the correctable bearing platform includes a composite raft foundation, support platforms, correction brackets, and jacks. The composite raft foundation is a columnar structure with a rectangular axial cross-section, and its upper surface has a bearing cavity with an inverted triangular axial cross-section. Two support platforms are symmetrically distributed on both sides of the composite raft foundation's axis and slidably connected to the upper surface of the bearing cavity. Each support platform includes a platform body and insert blocks. The insert blocks are connected to the front end face of the platform body and are spaced apart in a crenellated structure along the axial direction of the front end face of the platform body, with the insert blocks of the two support platforms intersecting. Each insert block is a block-shaped structure with an isosceles triangular cross-section. A translation track is provided at the bottom of the bearing cavity corresponding to each insert block. Each insert block is embedded in a translation track and slidably connected to the translation track. The translation track is parallel to the bottom of the bearing cavity, and its lower end face is embedded at least 5 mm into the upper surface of the composite raft foundation. The upper surface of the platform body has at least one parallel track... The guide grooves on the two support platforms are symmetrically distributed along the axis of the composite raft foundation. The correction bracket is located directly above the composite raft foundation and is coaxially distributed with it. The lower end face of the correction bracket is slidably connected to the upper end face of the two support platforms through the guide grooves. The lower end face is also connected to the upper end face of the composite raft foundation through a jack, and the correction bracket and the jack are coaxially distributed. The correction bracket includes a bearing platform, a guide base, a sliding strip, and an overlapping groove. The bearing platform is a strip structure with an isosceles trapezoidal cross section. The guide base is a guide base with an inverted isosceles triangle cross section. The upper end face of the guide base is connected to the lower end face of the bearing platform. Several sliding strips are symmetrically distributed on the outer surfaces of both sides of the guide base, and the guide base is slidably connected to the guide grooves of the support platform through the sliding strips. There are two overlapping grooves, symmetrically distributed on the outer surfaces of both sides of the bearing platform. The overlapping grooves are parallel to the axis of the bearing platform. The bearing platform is connected to the anti-compression arch beam through the overlapping grooves.

[0007] Furthermore, the cross-section of the bearing cavity is an obtuse isosceles triangle, and the bottom apex angle of the bearing cavity is 110°–160°.

[0008] Furthermore, the support platform has a cross-section that is either an isosceles trapezoid or a right trapezoid, and the connecting blocks of the support platform have a cross-section that is either an isosceles triangle or a rectangular block, and the connecting blocks are coaxially distributed with the platform.

[0009] Furthermore, the pressure-resistant arch beam includes Type I pressure-resistant blocks, Type II pressure-resistant blocks, Type III pressure-resistant blocks, and waterproof sand. Type I and Type II pressure-resistant blocks are rectangular plate-like structures with positioning protrusions on their front sides and positioning grooves on their rear sides. Type III pressure-resistant blocks are also rectangular plate-like structures with positioning protrusions on both their front and rear sides. These positioning protrusions and grooves are distributed parallel to the axes of the Type I, Type II, and Type III pressure-resistant blocks, and adjacent Type I, Type II, and Type III pressure-resistant blocks are interconnected through these positioning protrusions and grooves. The Type II pressure-resistant block also contains a sand injection channel and a sand discharge port. The sand channel is embedded in and passes through the Type II pressure-resistant block. Several sand discharge ports are evenly distributed along the axial direction of the Type II pressure-resistant block, embedded in the lower end face of the Type II pressure-resistant block and distributed perpendicularly to the lower end face of the Type II pressure-resistant block. The upper end face of each sand discharge port is connected to the sand injection channel, and the lower end face is located at the lower end face of the Type II pressure-resistant block and is connected to the gap between the Type I, Type II, and Type III pressure-resistant blocks. The waterproof sand is embedded in the sand injection channel, the sand discharge port, and the gap between the Type I, Type II, and Type III pressure-resistant blocks. The two sides of the Type III pressure-resistant block are connected to the positioning grooves of the Type I and Type II pressure-resistant blocks respectively through positioning protrusions. The Type I and Type II pressure-resistant blocks are connected to each other through positioning protrusions and positioning grooves.

[0010] Furthermore, among the Type I and Type II pressure-resistant blocks, several Type II pressure-resistant blocks are distributed along the connection line between the bridge abutment and the correctable bearing platform, and the Type II pressure-resistant block at one end is connected to the Type III pressure-resistant block, while the Type II pressure-resistant block at the other end is connected to the bridge abutment through several Type I pressure-resistant blocks.

[0011] Furthermore, the Type III pressure-resistant block is connected to the bridge abutment and the corrective bearing platform via Type I and Type II pressure-resistant blocks, and the Type I and Type II pressure-resistant blocks are distributed at intervals between each other.

[0012] Furthermore, the concrete stress gauge is embedded in the compression arch beam, and the concrete stress gauge is embedded between the joint of the type III compression block and the type II compression block of the compression arch beam, and establishes a data connection with the data receiving terminal through any one or both of wireless communication networks and online communication networks.

[0013] A construction method for a high-speed railway subgrade structure with correctable deviation in a goaf area includes the following steps: S1. Construct bridge abutments. In accordance with the Class A design standard of the Technical Specification for Foundation Treatment of Buildings (Structures) in Coal Mine Goaf Area (GB 51180-2016), after the foundation is treated, select the positions of the first and last bridge abutments outside the goaf area affected by the planned route, and construct them using gravity pier structure and technology. Reserve overlapping grooves in the bridge abutments, and reserve steel mesh for connecting the ends in the overlapping grooves. At the same time, pre-set at least one data receiving terminal for backup. S2, Precast component construction: During the construction of step S1, the roadbed camber and the location and structural design of the corrective bearing platform are planned simultaneously according to the length range of the goaf area, and a construction plan is generated. Then, according to the construction plan, the Type I, Type II, and Type III compression blocks that constitute the compression arch beam, as well as the support platform and correction bracket that constitute the corrective bearing platform, are precast. The precast components are then cured for at least 7×24 hours before being put into use. S3, Construction of the Corrective Support Platform: According to the construction plan in step S2, firstly, the foundation pit for the corrective support platform is excavated. Then, a 30-60cm thick layer of graded crushed stone is laid at the bottom of the foundation pit. Next, the composite raft foundation of the corrective support platform is constructed. The foundation pit corresponding to the composite raft foundation is surrounded by underground continuous walls. The upper surface of the composite raft foundation is waterproofed. Then, the prefabricated components prepared in step S2 are used to assemble the support platform, correction bracket, and jacks that constitute the corrective support platform. A pre-reserved overlapping groove is reserved on the support platform, and a steel mesh for connecting the ends is also reserved in the overlapping groove. Then, the height of the support platform is adjusted by the jacks to meet the requirements of the construction plan in step S2. The position of the support platform is then positioned for bearing load by the positioning mechanism. S4, Construction of the Compression Arch Beam: After completing the construction of the corrective bearing platform, the construction of the Type I, Type II, and Type III compression blocks and waterproof sand that constitute the compression arch beam can be carried out according to the construction plan formulated in step S2. During construction, the concrete stress gauge is positioned and a data connection is established between the concrete stress gauge and the data receiving terminal in step S1. Finally, the jack is driven to adjust the position of the support platform. The displacement of the support platform realizes the synchronous adjustment of the spacing and pressure between the Type I, Type II, and Type III compression blocks. The concrete stress gauge records the stress of the Type I, Type II, and Type III compression blocks until the requirements of the construction plan formulated in step S2 are met. S5, Road paving: After completing step S4, roadbed filling and asphalt waterproofing layer can be laid to complete bridge construction. After the construction is completed, the jacks can be removed and the road can be opened to traffic. S6, Settlement Correction: When site settlement occurs, the stress generated by deformation is detected by a concrete stress gauge to determine the amount of settlement deformation. Then, the jacks are driven to move, and the jacks drive the displacement of the support platform, thereby eliminating the settlement deformation stress and correcting the amount of deformation settlement. After the correction is completed, the position of the support platform is positioned to bear the load through a positioning mechanism.

[0014] This invention can reduce the number of pile foundation piers required for construction, reduce roadbed construction costs, eliminate the adverse effects of uneven foundation settlement, and has a certain resistance to deformation. When large residual settlement occurs in the foundation of a mining subsidence area, it can accurately monitor and judge the deformation and perform precise correction and adjustment of the settlement deformation. In addition, it has good waterproof and anti-corrosion capabilities and the ability to eliminate the resonance effect transmission caused by dynamic loads, thereby greatly improving the safety and reliability of bridge construction and operation in mining subsidence areas. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the corrective bearing platform structure; Figure 3 This is a schematic diagram of a composite raft foundation structure. Figure 4 This is a schematic diagram of the support platform structure; Figure 5 This is a schematic diagram of the alignment support structure; Figure 6 This is a schematic diagram of a Type I compression block structure; Figure 7 This is a schematic diagram of a Type II compression block structure; Figure 8 This is a schematic diagram of a Type III compression block structure; Figure 9 This is a flowchart illustrating the specific construction process of the present invention. Detailed Implementation

[0016] like Figure 1As shown in Figure 8, a high-speed railway subgrade structure with corrective bearing capacity in a mining subsidence area includes abutments 1, a corrective bearing platform 2, a graded crushed stone cushion layer 3, subgrade fill material 4, a compression arch beam 5, an asphalt waterproof layer 6, a concrete stress gauge 7, and a data receiving terminal 8. There are two abutments 1. The corrective bearing platform 2 is located between the two abutments 1 and is distributed in the same straight line as the abutments 1. The lower end of the corrective bearing platform 2 is connected to the subgrade through the graded crushed stone cushion layer 3. The corrective bearing platform 2 is connected to the abutments 1 through the compression arch beam 5. The subgrade fill material 4 covers the abutments 1 and the corrective bearing platform 2. On the upper surface of the deflection bearing platform 2, the asphalt waterproof layer 6 covers the upper surface of the roadbed fill 4. The upper surface of the bridge abutment 1 is provided with an overlap groove 9 at the connection position between it and the compression arch beam 5. The overlap groove 9 is distributed parallel to the horizontal plane and perpendicular to the connection line between the bridge abutment 1 and the deflection bearing platform 2. The bridge abutment 1 is connected to the compression arch beam 5 through the overlap groove 9. Several concrete stress gauges 7 are embedded between two adjacent compression arch beams 5 in each compression arch beam 5 between the bridge abutment 1 and the deflection bearing platform 2. Each concrete stress gauge 7 establishes a data connection with the data receiving terminal 8.

[0017] It is important to note that the corrective bearing platform 2 includes a composite raft foundation 21, a support platform 22, a correction bracket 23, and a jack 24. The composite raft foundation 21 is a columnar structure with a rectangular axial cross-section, and its upper end face has a bearing cavity 25 with an inverted triangular axial cross-section. There are two support platforms 22, symmetrically distributed on both sides of the axis of the composite raft foundation 21, and slidably connected to the upper end face of the bearing cavity 25. Each support platform 22 includes a platform body 221 and a connecting block 222. The connecting block 222 is connected to the front end face of the platform body 221 and forms a straight line along the axial direction of the front end face of the platform body 221. The stacked structures are spaced apart, and the insertion blocks 222 of the two support platforms 22 are intersected. The insertion blocks 222 are block-shaped structures with an isosceles triangular cross section. The bottom of the bearing cavity 25 corresponding to the insertion block 222 is provided with a translation track 223. Each insertion block 222 is embedded in a translation track 223 and slidably connected to the translation track 223. The translation track 223 is parallel to the bottom of the bearing cavity 25, and its lower end face is embedded at least 5 mm into the upper end face of the composite raft foundation 21. The upper end face of the platform 221 is provided with at least one guide groove 224 parallel to the upper end face of the platform 221. The guide grooves 224 on the two support platforms 22 are symmetrically distributed around the axis of the composite raft foundation 21. The correction bracket 23 is located directly above the composite raft foundation 21 and is coaxially distributed with the composite raft foundation 21. The lower end face of the correction bracket 23 is slidably connected to the upper end face of the two support platforms 22 through the guide grooves 224, and the lower end face is also connected to the upper end face of the composite raft foundation 21 through the jack 24. The correction bracket 23 and the jack 24 are coaxially distributed. The correction bracket 23 includes a bearing platform 231, a guide base 232, a slide bar 233, and an overlapping groove 9. The bearing platform 231 is a cross-section. The guide base 232 is a strip structure in the shape of an isosceles trapezoid. The guide base 232 is a guide base 232 with an inverted isosceles triangle cross section. The upper end face of the guide base 232 is connected to the lower end face of the support platform 231. Several slide bars 233 are symmetrically distributed on both outer surfaces of the guide base 232. The guide base 232 is slidably connected to the guide groove 224 of the support platform 22 through the slide bars 233. There are two overlapping grooves 9, which are symmetrically distributed on both outer surfaces of the support platform 231. The overlapping grooves 9 are parallel to the axis of the support platform 231. The support platform 231 is connected to the compression arch beam 5 through the overlapping grooves 9.

[0018] Further optimized, the cross-section of the bearing cavity 25 is an obtuse isosceles triangle structure, and the bottom apex angle of the bearing cavity 25 is an included angle of 110° to 160°.

[0019] Meanwhile, the support platform 22 has a platform body 221 with a cross-section of either an isosceles trapezoid or a right trapezoid, and the plug-in block 222 of the support platform 22 has a cross-section of either an isosceles triangle or a rectangular block, and the plug-in block 222 is coaxially distributed with the platform body 221.

[0020] Meanwhile, the pressure-resistant arch beam 5 includes type I pressure-resistant blocks 51, type II pressure-resistant blocks 52, type III pressure-resistant blocks 53, and waterproof sand 54. Type I and type II pressure-resistant blocks 51 and 52 are both rectangular plate-shaped structures with a rectangular cross-section. Type I and type II pressure-resistant blocks 51 and 52 have positioning protrusions 55 on their front sides and positioning grooves 56 on their rear sides. Type III pressure-resistant blocks 53 are also rectangular plate-shaped structures with positioning protrusions 55 on both their front and rear sides. The positioning protrusions 55 and positioning grooves 56 are distributed parallel to the axes of type I, type II, and type III pressure-resistant blocks 53, and adjacent type I, type II, and type III pressure-resistant blocks 53 are interconnected through the positioning protrusions 55 and positioning grooves 56. The type II pressure-resistant block 52 also has a sand injection channel 57 and a sand discharge port 58. The channel 57 is embedded in and penetrates the type II pressure-resistant block 52. Several sand discharge ports 58 are evenly distributed along the axial direction of the type II pressure-resistant block 52, embedded in the lower end face of the type II pressure-resistant block 52 and perpendicular to it. The upper end face of each sand discharge port 58 is connected to the sand injection channel 57, and the lower end face is located at the lower end face of the type II pressure-resistant block 52, and is connected to the type I pressure-resistant block 51, type II pressure-resistant block 52, and type III pressure-resistant block 52. The gaps between 53 are connected. The waterproof sand 54 is embedded in the sand injection channel 57, the sand discharge port 58 and the gaps between the type I pressure-resistant block 51, type II pressure-resistant block 52 and type III pressure-resistant block 53. The two sides of the type III pressure-resistant block 53 are connected to the positioning grooves 56 of the type I pressure-resistant block 51 and type II pressure-resistant block 52 respectively through positioning protrusions 55. The type I pressure-resistant block 51 and type II pressure-resistant block 52 are connected to each other through positioning protrusions 55 and positioning grooves 56.

[0021] In a further optimized configuration, several Type I pressure-resistant blocks 51 and Type II pressure-resistant blocks 52 are distributed along the connection line between the bridge abutment 1 and the corrective bearing platform 2. One end of the Type II pressure-resistant block 52 is connected to the Type III pressure-resistant block 53, and the other end of the Type II pressure-resistant block 52 is connected to the bridge abutment 1 through several Type I pressure-resistant blocks 51.

[0022] In a further optimized configuration, the Type III pressure-resistant block 53 is connected to the bridge abutment 1 and the corrective bearing platform 2 via Type I pressure-resistant blocks 51 and Type II pressure-resistant blocks 52, with the Type I pressure-resistant blocks 51 and Type II pressure-resistant blocks 52 being spaced apart from each other.

[0023] In this embodiment, the concrete stress gauge 7 is embedded in the compression arch beam 5, and the concrete stress gauge 7 is embedded between the joint of the type III compression block 53 and the type II compression block 51 of the compression arch beam 5, and establishes a data connection with the data receiving terminal 8 through any one or both of the wireless communication network and the online communication network.

[0024] like Figure 9As shown, a construction method for a high-speed railway subgrade structure with correctable deviation in a goaf area includes the following steps: S1. Construct bridge abutments. In accordance with the Class A design standard of the Technical Specification for Foundation Treatment of Buildings (Structures) in Coal Mine Goaf Area (GB 51180-2016), after the foundation is treated, select the positions of the first and last bridge abutments outside the goaf area affected by the planned route, and construct them using gravity pier structure and technology. Reserve overlapping grooves in the bridge abutments, and reserve steel mesh for connecting the ends in the overlapping grooves. At the same time, pre-set at least one data receiving terminal for backup. S2, Precast component construction: During the construction of step S1, the roadbed camber and the location and structural design of the corrective bearing platform are planned simultaneously according to the length range of the goaf area, and a construction plan is generated. Then, according to the construction plan, the Type I, Type II, and Type III compression blocks that constitute the compression arch beam, as well as the support platform and correction bracket that constitute the corrective bearing platform, are precast. The precast components are then cured for at least 7×24 hours before being put into use. S3, Construction of the Corrective Support Platform: According to the construction plan in step S2, firstly, the foundation pit for the corrective support platform is excavated. Then, a 30-60cm thick layer of graded crushed stone is laid at the bottom of the foundation pit. Next, the composite raft foundation of the corrective support platform is constructed. The foundation pit corresponding to the composite raft foundation is surrounded by underground continuous walls. The upper surface of the composite raft foundation is waterproofed. Then, the prefabricated components prepared in step S2 are used to assemble the support platform, correction bracket, and jacks that constitute the corrective support platform. A pre-reserved overlapping groove is reserved on the support platform, and a steel mesh for connecting the ends is also reserved in the overlapping groove. Then, the height of the support platform is adjusted by the jacks to meet the requirements of the construction plan in step S2. The position of the support platform is then positioned for bearing load by the positioning mechanism. S4, Construction of the Compression Arch Beam: After completing the construction of the corrective bearing platform, the construction of the Type I, Type II, and Type III compression blocks and waterproof sand that constitute the compression arch beam can be carried out according to the construction plan formulated in step S2. During construction, the concrete stress gauge is positioned and a data connection is established between the concrete stress gauge and the data receiving terminal in step S1. Finally, the jack is driven to adjust the position of the support platform. The displacement of the support platform realizes the synchronous adjustment of the spacing and pressure between the Type I, Type II, and Type III compression blocks. The concrete stress gauge records the stress of the Type I, Type II, and Type III compression blocks until the requirements of the construction plan formulated in step S2 are met. S5, Road paving: After completing step S4, roadbed filling and asphalt waterproofing layer can be laid to complete bridge construction. After the construction is completed, the jacks can be removed and the road can be opened to traffic. S6, Settlement Correction: When site settlement occurs, the stress generated by deformation is detected by a concrete stress gauge to determine the amount of settlement deformation. Then, the jacks are driven to move, and the jacks drive the displacement of the support platform, thereby eliminating the settlement deformation stress and correcting the amount of deformation settlement. After the correction is completed, the position of the support platform is positioned to bear the load through a positioning mechanism.

[0025] This invention can reduce the number of pile foundation piers required for construction, reduce roadbed construction costs, eliminate the adverse effects of uneven foundation settlement, and has a certain resistance to deformation. When large residual settlement occurs in the foundation of a mining subsidence area, it can accurately monitor and judge the deformation and perform precise correction and adjustment of the settlement deformation. In addition, it has good waterproof and anti-corrosion capabilities and the ability to eliminate the resonance effect transmission caused by dynamic loads, thereby greatly improving the safety and reliability of bridge construction and operation in mining subsidence areas.

[0026] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A correctable subgrade structure for high-speed railways in mining subsidence areas, characterized in that: The high-speed railway roadbed structure with corrective bearings in the goaf area includes bridge abutments, a corrective bearing platform, a graded crushed stone cushion layer, roadbed fill material, a compression arch beam, an asphalt waterproof layer, a concrete stress gauge, and a data receiving terminal. There are two bridge abutments, and the corrective bearing platform is located between the two abutments and is distributed in the same straight line as the abutments. The lower end of the corrective bearing platform is connected to the roadbed through the graded crushed stone cushion layer. The corrective bearing platform is connected to the bridge abutments through the compression arch beam. The roadbed fill material covers the bridge abutments and the corrective bearing platform. On the upper surface of the platform, an asphalt waterproof layer covers the upper surface of the roadbed fill. An overlapping groove is provided at the connection position between the upper surface of the bridge abutment and the compression arch beam. The overlapping groove is distributed parallel to the horizontal plane and perpendicular to the connection line between the bridge abutment and the corrective bearing platform. The bridge abutment is connected to the compression arch beam through the overlapping groove. Several concrete stress gauges are embedded between two adjacent compression arch beams in each compression arch beam between the bridge abutment and the corrective bearing platform. Each concrete stress gauge establishes a data connection with a data receiving terminal. The aforementioned correctable bearing platform includes a composite raft foundation, support platforms, correction brackets, and jacks. The composite raft foundation is a columnar structure with a rectangular axial cross-section, and its upper surface has a bearing cavity with an inverted triangular axial cross-section. Two support platforms are symmetrically distributed on both sides of the composite raft foundation's axis and slidably connected to the upper surface of the bearing cavity. Each support platform includes a platform body and insert blocks. The insert blocks are connected to the front end face of the platform body and are spaced apart in a crenellated structure along the axial direction of the front end face of the platform body, with the insert blocks of the two support platforms intersecting. Each insert block is a block-shaped structure with an isosceles triangular cross-section. A translation track is provided at the bottom of the bearing cavity corresponding to each insert block. Each insert block is embedded in a translation track and slidably connected to the translation track, which is parallel to the bottom of the bearing cavity. The lower end face of the translation track is embedded at least 5 mm into the upper surface of the composite raft foundation. The upper surface of the platform body has at least one guide rail parallel to the upper surface of the platform body. The guide grooves on the two support platforms are symmetrically distributed along the axis of the composite raft foundation. The correction bracket is located directly above the composite raft foundation and is coaxially distributed with the composite raft foundation. The lower end face of the correction bracket is slidably connected to the upper end face of the two support platforms through the guide grooves. The lower end face is also connected to the upper end face of the composite raft foundation through a jack. The correction bracket and the jack are coaxially distributed. The correction bracket includes a bearing platform, a guide base, a sliding strip, and an overlapping groove. The bearing platform is a strip structure with an isosceles trapezoidal cross section. The guide base is a guide base with an inverted isosceles triangle cross section. The upper end face of the guide base is connected to the lower end face of the bearing platform. Several sliding strips are symmetrically distributed on the outer surfaces of both sides of the guide base. The guide base is slidably connected to the guide grooves of the support platform through the sliding strips. There are two overlapping grooves, symmetrically distributed on the outer surfaces of both sides of the bearing platform. The overlapping grooves are parallel to the axis of the bearing platform. The bearing platform is connected to the anti-compression arch beam through the overlapping grooves. The aforementioned pressure-resistant arch beam includes Type I pressure-resistant blocks, Type II pressure-resistant blocks, Type III pressure-resistant blocks, and waterproof sand. Type I and Type II pressure-resistant blocks are rectangular plate-like structures with positioning protrusions on their front sides and positioning grooves on their rear sides. Type III pressure-resistant blocks are also rectangular plate-like structures with positioning protrusions on both their front and rear sides. These positioning protrusions and grooves are distributed parallel to the axes of the Type I, Type II, and Type III pressure-resistant blocks, and adjacent Type I, Type II, and Type III blocks are interconnected via these positioning protrusions and grooves. The Type II pressure-resistant block also contains a sand injection channel and a sand discharge port. The channel is embedded in and penetrates the Type II pressure-resistant block. Several sand discharge ports are evenly distributed along the axial direction of the Type II pressure-resistant block, embedded in the lower end face of the Type II pressure-resistant block and distributed perpendicularly to the lower end face of the Type II pressure-resistant block. The upper end face of each sand discharge port is connected to the sand injection channel, and the lower end face is located at the lower end face of the Type II pressure-resistant block and is connected to the gap between the Type I, Type II and Type III pressure-resistant blocks. The waterproof sand is embedded in the sand injection channel, the sand discharge port and the gap between the Type I, Type II and Type III pressure-resistant blocks. The two sides of the Type III pressure-resistant block are connected to the positioning grooves of the Type I and Type II pressure-resistant blocks respectively through positioning protrusions. The Type I and Type II pressure-resistant blocks are connected to each other through positioning protrusions and positioning grooves.

2. The correctable subgrade structure for high-speed railway in a goaf area according to claim 1, characterized in that: The cross-section of the bearing cavity is an obtuse isosceles triangle, and the bottom apex angle of the bearing cavity is 110°–160°.

3. The correctable subgrade structure for high-speed railway in a goaf area according to claim 1, characterized in that: The support platform has a cross-section that is either an isosceles trapezoid or a right trapezoid. The connecting blocks of the support platform have a cross-section that is either an isosceles triangle or a rectangular block. The connecting blocks are coaxially distributed with the platform.

4. The correctable subgrade structure for high-speed railway in a goaf area according to claim 1, characterized in that: In the aforementioned Type I and Type II pressure-resistant blocks, several Type II pressure-resistant blocks are distributed along the connection line between the bridge abutment and the correctable bearing platform. The Type II pressure-resistant block at one end is connected to the Type III pressure-resistant block, and the Type II pressure-resistant block at the other end is connected to the bridge abutment through several Type I pressure-resistant blocks.

5. The correctable subgrade structure for high-speed railway in a goaf area according to claim 1, characterized in that: The Type III pressure-resistant block is connected to the bridge abutment and the corrective bearing platform through Type I and Type II pressure-resistant blocks, and the Type I and Type II pressure-resistant blocks are distributed at intervals between each other.

6. The correctable subgrade structure for high-speed railway in a goaf area according to claim 1, characterized in that: The concrete stress gauge is embedded in the compression arch beam, and is located between the joint of the type III compression block and the type II compression block of the compression arch beam. It establishes a data connection with the data receiving terminal through any one or both of the following: wireless communication network and online communication network.

7. A construction method for a high-speed railway subgrade structure with self-correcting capability in a goaf area, applicable to the high-speed railway subgrade structure with self-correcting capability in a goaf area as described in any one of claims 1-6, characterized in that: The construction method for the high-speed railway correctable subgrade structure in the goaf area includes the following steps: S1. Construct bridge abutments. In accordance with the Class A design standard of the Technical Specification for Foundation Treatment of Buildings (Structures) in Coal Mine Goaf Area (GB 51180-2016), after the foundation is treated, select the positions of the first and last bridge abutments outside the goaf area affected by the planned route, and construct them using gravity pier structure and technology. Reserve overlapping grooves in the bridge abutments, and reserve steel mesh for connecting the ends in the overlapping grooves. At the same time, pre-set at least one data receiving terminal for backup. S2, Precast component construction: During the construction of step S1, the roadbed camber and the location and structural design of the corrective bearing platform are planned simultaneously according to the length range of the goaf area, and a construction plan is generated. Then, according to the construction plan, the Type I, Type II, and Type III compression blocks that constitute the compression arch beam, as well as the support platform and correction bracket that constitute the corrective bearing platform, are precast. The precast components are then cured for at least 7×24 hours before being put into use. S3, Construction of the Corrective Support Platform: According to the construction plan in step S2, the foundation pit for the corrective support platform is first excavated. Then, a 30-60cm thick layer of graded crushed stone is laid at the bottom of the foundation pit. Next, the composite raft foundation of the corrective support platform is constructed. The foundation pit corresponding to the composite raft foundation is surrounded by underground continuous walls. The upper surface of the composite raft foundation is waterproofed. Then, the prefabricated components prepared in step S2 are used to assemble the support platform, correction bracket, and jacks that constitute the corrective support platform. An overlap groove is reserved on the support platform, and a steel mesh is reserved in the overlap groove to connect the ends. Then, the height of the support platform is adjusted by the jacks to meet the requirements of the construction plan in step S2. The position of the support platform is then positioned for bearing load by the positioning mechanism. S4, Construction of the Compression Arch Beam: After completing the construction of the corrective bearing platform, the construction of the Type I, Type II, and Type III compression blocks and waterproof sand that constitute the compression arch beam can be carried out according to the construction plan formulated in step S2. During construction, the concrete stress gauge is positioned and a data connection is established between the concrete stress gauge and the data receiving terminal in step S1. Finally, the jack is driven to adjust the position of the support platform. The displacement of the support platform realizes the synchronous adjustment of the spacing and pressure between the Type I, Type II, and Type III compression blocks. The concrete stress gauge records the stress of the Type I, Type II, and Type III compression blocks until the requirements of the construction plan formulated in step S2 are met. S5, Road paving: After completing step S4, roadbed filling and asphalt waterproofing layer can be laid to complete bridge construction. After the construction is completed, the jacks can be removed and the road can be opened to traffic. S6, Settlement Correction: When site settlement occurs, the stress generated by deformation is detected by a concrete stress gauge to determine the amount of settlement deformation. Then, the jacks are driven to move, and the jacks drive the displacement of the support platform, thereby eliminating the settlement deformation stress and correcting the amount of deformation settlement. After the correction is completed, the position of the support platform is positioned to bear the load through a positioning mechanism.

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