High fill embankment structure

Abstract

The application belongs to the technical field of road engineering, and discloses a high-fill roadbed structure which comprises a pile foundation, a bearing part and an inner filling material. The pile foundation is embedded in a foundation, the bearing part comprises a bottom plate, a first side wall and a buttress, the bottom plate is fixedly connected to the top end of the pile foundation, the first side wall is connected to the opposite ends of the bottom plate and surrounds the bottom plate to form a containing groove, a plurality of spaces are arranged on the bottom plate, the buttress is arranged on the inner side of the first side wall and is connected to the bottom plate and the first side wall, and the inner filling material is filled in the containing groove, wherein the inner filling material comprises lightweight soil, a transition layer and a pavement structure layer, and the lightweight soil, the transition layer and the pavement structure layer are sequentially arranged from bottom to top in the vertical direction. Through the above arrangement, the high-fill roadbed structure can improve the stability of the road, has high bearing capacity, significantly reduces the risk of settlement, instability and damage, does not need to occupy a large range of land resources, and is beneficial to environmental protection.

Description

Technical Field

[0001] This invention relates to the field of road engineering technology, and in particular to a high-fill roadbed structure. Background Technology

[0002] The main components of existing high-fill roadbeds can be divided into the roadbed body, roadbed protection, reinforcement structures, and roadbed ancillary facilities. In engineering practice, a high-fill roadbed is defined as one where the fill height exceeds 6m in soft soil areas and exceeds 8m in other areas using soil or rock fill. Currently, due to limitations in engineering conditions and technology, existing high-fill roadbeds have the following disadvantages:

[0003] 1. When existing high-fill roadbeds are sloped according to a certain proportion, they must occupy a large area of ​​land resources (such as urban residential land, cultivated land, forest land, etc.) and damage the ecological environment.

[0004] 2. Existing high-fill roadbeds have high embankments and heavy fill materials, which place high demands on the foundation. Generally, large-scale foundation treatment is required to control foundation settlement and foundation damage, which increases construction costs.

[0005] 3. The existing high-fill roadbed has a long settlement period. Before the settlement is stable, the next process cannot be carried out, which increases the construction period.

[0006] 4. Existing high-fill roadbeds require large-area layered compaction, which will disturb the existing soil layers and reduce the stability of the foundation.

[0007] 5. When high retaining walls are selected for existing high embankment roadbeds, the presence of soil lateral pressure and water lateral pressure leads to poor stability of the high retaining walls, resulting in significant safety hazards and a high risk of retaining wall slippage, overturning, and slope collapse.

[0008] 6. The existing high-fill roadbed has a large self-weight, poor stability and bearing capacity, and is prone to cracking, resulting in excessive settlement that cannot meet the actual engineering requirements. Summary of the Invention

[0009] The purpose of this invention is to provide a high-fill roadbed structure that can improve road stability, has high load-bearing capacity, significantly reduces the risk of settlement, instability and damage, does not require a large area of ​​land resources, and is environmentally friendly.

[0010] To achieve this objective, the present invention adopts the following technical solution:

[0011] A high-fill roadbed structure, comprising:

[0012] Pile foundations are foundations that are embedded in the ground.

[0013] The load-bearing component includes a base plate, a first side wall, and a buttress. The base plate is fixedly connected to the top of the pile foundation. The first side wall is connected to the opposite ends of the base plate and forms a receiving groove with the base plate. The base plate has multiple open spaces. The buttress is located inside the first side wall and is connected to the base plate and the first side wall.

[0014] The filling material is filled into the receiving groove. The filling material includes lightweight soil, a transition layer and a pavement structure layer, which are arranged in sequence from bottom to top in the vertical direction.

[0015] Optionally, the support member further includes two transverse side beams, two longitudinal side beams, multiple transverse center beams, and multiple longitudinal center beams. The two transverse side beams are respectively disposed at both ends of the base plate in the extension direction, and the two longitudinal side beams are respectively disposed at both ends of the base plate in the width direction, forming a frame with the two transverse side beams. The multiple transverse center beams and multiple longitudinal center beams are interwoven in the frame to form multiple spaces.

[0016] Optionally, on the base plate, the transverse side beams, the longitudinal side beams, the plurality of transverse middle beams and the plurality of longitudinal middle beams intersect to form a plurality of intersection points, and the pile foundation includes a plurality of piles, which are evenly arranged, and the top of the piles are fixedly connected to the base plate.

[0017] Optionally, the thickness of the first sidewall gradually increases from top to bottom along the vertical direction, and the end of the first sidewall near the bottom plate is fitted with a haunch. Multiple buttresses are provided along the length of the first sidewall.

[0018] Optionally, the lightweight soil is aerated lightweight soil, the lightweight soil contains multiple layers of wire mesh, the lightweight soil is segmented along the length of the base plate, and a settlement joint is provided between each adjacent segment of the lightweight soil, and the lightweight soil is poured in layers.

[0019] Optionally, the transition layer includes a carriageway subbase and a sidewalk subbase. The carriageway subbase is laid on top of the lightweight soil, and the sidewalk subbase is disposed at both ends of the carriageway subbase and located between the first sidewall and the carriageway subbase.

[0020] Optionally, the road structure layer includes a vehicular road surface, a non-motorized vehicle road surface, and a pedestrian road surface. The vehicular road surface and the non-motorized vehicle road surface are laid on top of the vehicular road sub-layer and located between the pedestrian sub-layers at both ends of the vehicular road sub-layer. The non-motorized vehicle road surface is located at both ends of the vehicular road surface. A median barrier is provided on the vehicular road surface. A side median strip and a roadside barrier are connected between the vehicular road surface and the non-motorized vehicle road surface. The pedestrian road surface is laid on the pedestrian sub-layer and connected to the first sidewall. The top of the pedestrian road surface is flush with the top of the first sidewall in the vertical direction. A curb is provided at the end of the pedestrian road surface facing the non-motorized vehicle road surface. A pedestrian railing is provided at the top of the first sidewall.

[0021] Optionally, the bearing member further includes a second side wall. When the high fill roadbed structure is connected to the bridge structure, the second side wall is set between the bottom plate and the bridge structure, which can block the receiving groove. The slope of the top of the second side wall is the same as the slope of the top of the bridge structure. A settlement joint is provided between the second side wall and the bridge structure. The bottom plate is located on the abutment of the bridge structure.

[0022] Optionally, when the high-fill roadbed structure is connected to the road structure, the second sidewall is set between the bottom plate and the road structure to seal the receiving groove. The road structure includes a pavement layer and an approach slab. The second sidewall is provided with a corbel on the side facing the road structure. The pavement layer is laid on the top of the approach slab, the approach slab is placed on the corbel, and backfilling is carried out between the approach slab and the ground line.

[0023] Optionally, the bearing member is made of cast-in-place concrete or precast concrete, and the bearing member is provided with multiple bearing sections along its length, with settlement joints between two adjacent bearing sections.

[0024] Beneficial effects:

[0025] This invention provides a high-fill roadbed structure, comprising pile foundations, load-bearing components, and infill material. The pile foundations are embedded in the ground, avoiding extensive ground treatment, increasing the overall stability of the high-fill roadbed structure, increasing the safety factor, and enabling it to adapt to extreme working conditions. The load-bearing components include a base plate, a first side wall, and buttresses. The base plate is fixedly connected to the top of the pile foundations, effectively distributing the upper load onto the base plate, which is then transferred to the pile foundations, improving the overall structural stability and load-bearing capacity, and reducing settlement. The first side wall connects to the opposite ends of the base plate, forming a receiving groove, which maximizes the protection of the infill material from damage, saves limited land resources, and helps protect the surrounding ecological environment. Multiple open spaces on the base plate reduce its weight, further minimizing settlement of the high-fill roadbed structure. The buttresses are located inside the first side wall and connected to the base plate and the first side wall, further improving the connection strength, stability, and bending resistance of the first side wall, and preventing cracking. The filling material, comprising lightweight soil, a transition layer, and a pavement structure layer, is placed vertically from bottom to top within the containment trench. Due to the readily available nature of lightweight soil, its simple construction, the absence of compaction, and the absence of soil or water pressure after setting, it significantly reduces the risk of settlement, instability, or even failure in high-fill roadbed structures. The transition layer ensures a smooth transition between the lightweight soil and the pavement structure layer, increasing the bonding force between them and preventing delamination, thereby improving the overall load-bearing capacity and stability of the structure. The pavement structure layer directly bears the loads of vehicles and pedestrians, ensuring safe transportation. Through these features, the high-fill roadbed structure of this application improves road stability, has a high load-bearing capacity, significantly reduces the risk of settlement, instability, and failure, and does not require a large area of ​​land, thus being environmentally friendly. Attached Figure Description

[0026] Figure 1 This is a cross-sectional schematic diagram of the high-fill roadbed structure provided in an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of a multi-section bearing segment provided in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of the base plate provided in an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the connection between the high-fill roadbed structure and the bridge structure provided in an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the connection between the high-fill roadbed structure and the road structure provided in an embodiment of the present invention.

[0031] In the picture:

[0032] 1. Pile foundation; 11. Pile body;

[0033] 2. Load-bearing component; 21. Base plate; 22. First side wall; 23. Buttress; 24. Receiving groove; 25. Transverse side beam; 26. Longitudinal side beam; 27. Transverse middle beam; 28. Longitudinal middle beam; 29. ​​Second side wall; 291. Corbel;

[0034] 3. Filling materials; 31. Lightweight soil; 32. Transition layer; 321. Carriage subbase; 322. Sidewalk subbase; 33. Road structure layer; 331. Carriage pavement; 3311. Median barrier; 332. Non-motorized vehicle lane pavement; 3321. Side median strip; 3322. Roadside guardrail; 333. Sidewalk pavement;

[0035] 100. Bridge structure; 200. Road structure; 201. Pavement layer; 202. Approach slab. Detailed Implementation

[0036] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0037] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0038] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0039] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0040] like Figures 1-5 As shown, this embodiment provides a high-fill roadbed structure, which includes pile foundations 1, bearing members 2, and filling material 3. The pile foundations 1 are buried in the foundation. The bearing members 2 include a base plate 21, a first side wall 22, and a buttress 23. The base plate 21 is fixedly connected to the top of the pile foundation 1. The first side wall 22 is connected to the opposite ends of the base plate 21 and forms a receiving groove 24 with the base plate 21. The base plate 21 has multiple empty spaces. The buttress 23 is located inside the first side wall 22 and is connected to the base plate 21 and the first side wall 22. The filling material 3 is filled in the receiving groove 24. The filling material 3 includes lightweight soil 31, a transition layer 32, and a pavement structure layer 33. The lightweight soil 31, the transition layer 32, and the pavement structure layer 33 are arranged sequentially from bottom to top in the vertical direction.

[0041] In this embodiment, the pile foundation 1 is embedded in the foundation. By setting the pile foundation 1, large-scale foundation treatment can be avoided, increasing the overall stability of the high-fill roadbed structure, increasing the safety factor, and enabling it to adapt to extreme working conditions. The load-bearing component 2 includes a base plate 21, a first side wall 22, and a buttress 23. The base plate 21 is fixedly connected to the top of the pile foundation 1, which can effectively distribute the upper load onto the base plate 21, and then transfer it to the pile foundation 1 through the base plate 21, improving the stability and load-bearing capacity of the overall structure and reducing settlement. The first side wall 22 is connected to the opposite ends of the base plate 21 and forms a receiving groove 24 with the base plate 21, which can protect the filling material 3 from damage to the greatest extent, save limited land resources, and help protect the ecological environment around the project. The base plate 21 has multiple empty spaces, which reduces its own weight and helps reduce the settlement of the high-fill roadbed structure. The buttress 23 is located inside the first side wall 22 and connects to the base plate 21 and the first side wall 22, further improving the connection strength, stability, and bending resistance of the first side wall 22 and preventing cracking. The filling material 3 is filled into the receiving groove 24. The filling material 3 includes lightweight soil 31, a transition layer 32, and a pavement structure layer 33, arranged vertically from bottom to top. Due to the readily available material, simple construction, lack of compaction requirement, and absence of soil and water lateral pressure after setting, the lightweight soil 31 significantly reduces the risk of settlement, instability, or even failure of the high-fill subgrade structure. The transition layer 32 ensures a smooth transition between the lightweight soil 31 and the pavement structure layer 33, increasing the bonding force between them and preventing delamination, thereby improving the overall load-bearing capacity and stability of the structure. The pavement structure layer 33 directly bears the loads of vehicles and pedestrians, ensuring safe transportation. Through the above-mentioned design, the high-fill roadbed structure of this embodiment can improve the stability of the road, has a high bearing capacity, significantly reduces the risk of settlement, instability and damage, does not require the occupation of a large area of ​​land resources, and is environmentally friendly.

[0042] Specifically, such as Figures 1-5As shown, the load-bearing component 2 also includes two transverse side beams 25, two longitudinal side beams 26, multiple transverse center beams 27, and multiple longitudinal center beams 28. The two transverse side beams 25 are respectively located at both ends of the base plate 21 along its extension direction, and the two longitudinal side beams 26 are respectively located at both ends of the base plate 21 along its width direction, forming a frame with the two transverse side beams 25. By setting the frame, the rigidity and stability of the load-bearing component 2 are enhanced, enabling it to withstand greater external loads. The multiple transverse center beams 27 and multiple longitudinal center beams 28 are interwoven within the frame to form multiple spaces. By forming spaces, the amount of material used is reduced, thereby reducing the self-weight of the load-bearing component 2, which is beneficial to reducing the settlement of the high-fill roadbed structure. Through the above arrangement, the force transmission path of the upper load is clear, ensuring that the high-fill roadbed structure has better load-bearing capacity. The aforementioned transverse edge beam 25, longitudinal edge beam 26, transverse center beam 27, and longitudinal center beam 28 can be either positive or negative beams, exposed or concealed beams. The specific configuration can be adjusted by those skilled in the art based on the actual site conditions. Different combinations of beam-slab structures can better adapt to more complex engineering conditions. Furthermore, the aforementioned border can be rectangular or fan-shaped, depending on the road construction situation, and will not be further limited here.

[0043] More specifically, such as Figure 3 As shown, on the base plate 21, the transverse side beams 25, longitudinal side beams 26, multiple transverse middle beams 27, and multiple longitudinal middle beams 28 intersect to form multiple intersection points. The pile foundation 1 includes multiple piles 11, which are evenly arranged, specifically in a rectangular arrangement. This even arrangement of the piles 11 simplifies the construction process, making positioning and installation more accurate and faster, and also helps reduce material waste and lower construction costs. The top of each pile 11 is fixedly connected to the base plate 21, ensuring the connection strength of each component while distributing the load more evenly, thus improving the overall structural bearing capacity and stability. Furthermore, the base plate 21 is a flat plate, facilitating construction.

[0044] More specifically, the pile body 11 adopts either prestressed pipe piles or cast-in-place piles, increasing the selectivity of the pile foundation 1. This allows workers to choose different types of pile bodies 11 based on objective factors such as site conditions, construction period, and project investment. Moreover, using prestressed pipe piles can significantly shorten the construction period and reduce costs, while using cast-in-place piles can provide greater single pile bearing capacity and has strong adaptability to various geological conditions. The top of the pile body 11 is buried below or above the ground line. When the top of the pile body 11 is above the ground line, the portion of the pile body 11 above the ground line is set as a pier, which not only provides higher bearing capacity but also expands the practical application scenarios. It can be applied to extreme conditions such as mountain slopes and deep valleys. In deeper sections of embankments, the high-fill roadbed structure can be elevated, making it more adaptable. Through reasonable optimization of the structural layout, multiple pile bodies 11 are all located within the vertical projection range of the base plate 21, ensuring the balance and coordination of the entire structure. Furthermore, the pile foundation 1 also includes a cushion layer, which is disposed between the base plate 21 and the pile body 11, further enhancing the stability and bearing capacity of the pile foundation 1.

[0045] Specifically, the first side wall 22 is fixedly connected to the transverse side beam 25 and the longitudinal side beam 26, thereby increasing the stability of the first side wall 22, preventing overturning and slippage, and ensuring the safety and stability of the high-fill roadbed structure. In the horizontal direction, the outer edge of the first side wall 22 is flush with the outer edges of the transverse side beam 25 and the longitudinal side beam 26, thus making the overall appearance of the high-fill roadbed structure more aesthetically pleasing.

[0046] More specifically, in this embodiment, a U-shaped trough structure is formed by the base plate 21 and the first side wall 22, which eliminates the need for foundation treatment of the high-fill roadbed structure and eliminates the need for long-term settlement observation and long-term safety monitoring of the roadbed slope. This greatly improves the stability and safety of the high-fill roadbed structure, making the high-fill roadbed structure a monolithic structure and enhancing its durability. Moreover, the pile foundation 1 is consolidated with the U-shaped trough structure, so that the overall structure can meet the structural requirements for shear and punching shear resistance.

[0047] More specifically, the first sidewall 22 can be partially buried below the ground line or completely exposed above the ground line, allowing the high-fill roadbed structure of this embodiment to adapt to geographical environments with significant longitudinal elevation differences. In this embodiment, as... Figure 1 As shown, by embedding part of the U-shaped channel structure below the ground line and the other part exposed above the ground line, the height difference of the fill can be reduced, the amount of fill work can be reduced, and the lateral pressure of the fill on the first side wall 22 can be reduced. Therefore, it is suitable for areas with large terrain undulations and large longitudinal drops, and can effectively reduce the lateral pressure of the fill on the first side wall 22, thereby improving the stability of the structure.

[0048] Furthermore, the top of the first side wall 22 is set to coincide with the road design elevation, or to extend entirely above the ground line, to facilitate the elevation treatment of the high-fill roadbed structure. Further, the outer contour line of the first side wall 22 along its length coincides with the red line of the road structure 200. This arrangement restricts the high-fill roadbed structure to within the planned red line of urban roads and highways, eliminating the need to occupy surrounding land, thus promoting environmental protection and preventing damage to the surrounding ecosystem.

[0049] Specifically, such as Figure 1 As shown, the thickness of the first sidewall 22 gradually increases from top to bottom along the vertical direction, which can better cope with the lateral pressure at different heights. Since the lateral pressure at the lower part of the first sidewall 22 is greater, a thicker wall is required to support it. As the height increases, the lateral pressure gradually decreases, so the wall thickness can be reduced accordingly. This allows for more efficient use of materials and reduces waste. The end of the first sidewall 22 near the bottom slab 21 is haunched, which can improve the shear resistance and overall stability of the high-fill roadbed structure. The top of the buttress 23 is 1.5 to 2 meters lower than the top of the first sidewall 22. The thickness of the buttress 23 is 0.5 to 0.7 meters. Multiple buttresses 23 are provided along the length of the first sidewall 22, and the spacing between two adjacent buttresses 23 is 2.5 to 4 meters. Through the above arrangement, the first sidewall 22 is subjected to more uniform and reasonable stress. This arrangement also ensures the economy of the buttress 23 arrangement and reduces construction costs.

[0050] Specifically, such as Figure 1 As shown, the lightweight soil 31 is aerated lightweight soil 31. The bulk density grade of the aerated lightweight soil 31 is less than W8, the strength grade is greater than CF0.8, and the thickness is not less than 2m. This configuration can significantly reduce the self-weight of the high-fill subgrade structure, reduce settlement, and significantly reduce the thickness of the bottom slab 21, as well as the diameter and length of the piles 11, thereby improving the bearing capacity of the high-fill subgrade structure. Multiple layers of wire mesh are installed within the lightweight soil 31 to prevent structural cracking. It is understood that by installing multiple layers of wire mesh at stress concentration points such as the bottom and top of the lightweight soil 31 filling, cracks caused by stress concentration are avoided. Lightweight soil 31 is segmented along the length of the base plate 21, with each segment of lightweight soil 31 being 10-15m long. Settlement joints are provided between adjacent segments of lightweight soil 31. By providing settlement joints, it is possible to prevent the lightweight soil 31 from being sheared during uneven settlement. The lightweight soil 31 is poured in layers, with each layer of lightweight soil 31 having a thickness of 50-80cm to ensure the strength of the lightweight soil 31 after pouring, improve its bearing capacity, and prevent cracking caused by temperature stress during the filling of large volumes of lightweight soil 31.

[0051] More specifically, due to the advantages of lightweight soil 31, such as its readily available material, simple construction, no need for compaction, and no soil or water lateral pressure after setting, the horizontal lateral pressure of lightweight soil 31 during filling is very small. After the lightweight soil 31 sets, it exerts no lateral pressure on the first sidewall 22, ensuring the safety and stability of the first sidewall 22, thereby significantly reducing the risk of settlement, instability, or even failure of the high-fill roadbed structure. Moreover, lightweight soil 31 can be provided by suppliers or mixed on-site, and its filling is similar to pumped concrete. It has advantages such as no need for compaction, readily available material, mature technology, simple construction method, short construction period, and low cost.

[0052] Specifically, such as Figure 1 As shown, the transition layer 32 includes a carriageway subbase 321 and a sidewalk subbase 322. The carriageway subbase 321 is laid on top of the lightweight soil 31, effectively transferring vehicle loads and reducing the impact of vehicles on the underlying structure. The sidewalk subbase 322 is located at both ends of the carriageway subbase 321 and between the first side wall 22 and the carriageway subbase 321, providing better protection for the carriageway subbase 321 from pedestrians and other external factors. Simultaneously, the sidewalk subbase 322 also serves a decorative and aesthetic purpose, enhancing the overall visual appeal of the structure. Furthermore, the carriageway subbase 321 uses lime-soil with a thickness of 0.6–1 m, while the sidewalk subbase 322, considering planting requirements, uses planting soil with a thickness of 1.2–1.5 m. This arrangement alleviates uneven deformation between the pavement structure layer 33 and the lightweight soil 31, increasing the comfort of vehicles and pedestrians.

[0053] More specifically, the slope of the bottom of the lightweight soil 31 is the same as the slope of the base slab 21 to ensure a smooth transition between the lightweight soil 31 and the base slab 21, avoiding localized stress concentration or uneven load-bearing. The slope of the top of the lightweight soil 31 is the same as the slope of the driveway subbase 321, ensuring a smooth transition between the lightweight soil 31 and the driveway subbase 321 and preventing unstable vehicle movement or poor drainage. Furthermore, due to the thickness and high plasticity of the lightweight soil 31, its top can be made into irregular shapes for ease of construction.

[0054] Specifically, the road structure layer 33 includes a vehicular road surface 331, a non-motorized vehicle road surface 332, and a pedestrian road surface 333. Both the vehicular road surface 331 and the non-motorized vehicle road surface 332 are laid on top of the vehicular road sub-layer 321 and located between the pedestrian sub-layers 322 at both ends of the vehicular road sub-layer 321, ensuring the stability of vehicles and non-motorized vehicles such as bicycles. The non-motorized vehicle road surface 332 is located at both ends of the vehicular road surface 331. A median barrier 3311 is installed on the vehicular road surface 331. Side medians 3321 and roadside barriers 3322 are interconnected between the vehicular road surface 331 and the non-motorized vehicle road surface 332. These features effectively separate vehicular and bicycle traffic, improving road traffic safety. The pedestrian road surface 333 is laid on the pedestrian sub-layer 322 and connected to the first side wall 22, ensuring not only the connection strength between the pedestrian road surface 333 and the first side wall 22 but also the safety and comfort of pedestrians. The top of the pedestrian walkway 333 is vertically aligned with the top of the first side wall 22, facilitating construction. A curb is provided at the end of the pedestrian walkway 333 facing the non-motorized vehicle lane 332 to ensure aesthetic appeal. A pedestrian railing is installed at the top of the first side wall 22 to further enhance traffic safety. These features physically separate the vehicle lane, non-motorized vehicle lane, and pedestrian walkway, ensuring that these roads do not interfere with each other and guaranteeing safe passage.

[0055] Specifically, such as Figures 1-4 As shown, the bearing member 2 also includes a second side wall 29. When the high-fill roadbed structure is connected to the bridge structure 100, the second side wall 29 is set between the bottom plate 21 and the bridge structure 100, which can seal the receiving groove 24 and thus protect the inner filling material 3 from damage. The slope of the top of the second side wall 29 is the same as the slope of the top of the bridge structure 100. This setting can ensure a smooth transition between the two and avoid stress concentration or uneven load. A settlement joint is provided between the second side wall 29 and the bridge structure 100 to ensure that the high-fill roadbed structure and the bridge structure 100 do not interfere with each other during settlement. Moreover, by setting the settlement joint, the settlement difference between the two can be effectively absorbed, reducing the damage to the structure caused by uneven settlement. The settlement joint can also play a drainage role to prevent water accumulation from having an adverse effect on the structure. The transverse side beam 25 and the bottom plate 21 are both located on the abutment of the bridge structure 100. Under the premise of ensuring the connection strength and stability of each structure, it can ensure that the high-fill roadbed structure and the bridge structure 100 do not interfere with each other in space. Furthermore, expansion joints are installed in the settlement joints to ensure that the bridge structure 100 can undergo normal expansion and contraction deformation. The expansion joints can be elastic supports, expansion joints, or sliding bearings, and no further restrictions are imposed here.

[0056] Specifically, such as Figures 1-5As shown, when the high-fill roadbed structure connects with the road structure 200, the second sidewall 29 is set between the base slab 21 and the road structure 200, which can seal the receiving groove 24, thereby protecting the inner filling material 3 from damage. The road structure 200 includes a pavement layer 201 and an approach slab 202. The sidewall 29 facing the road structure 200 is provided with a corbel 291, which can provide stable support and ensure the stability of the road structure 200. The pavement layer 201 is laid on top of the approach slab 202, and the approach slab 202 is placed on the corbel 291. Backfill is carried out between the approach slab 202 and the ground line. Through the above arrangement, the flatness and stability of the road structure 200 can be ensured, and the load-bearing capacity and stability of the road structure 200 can be further enhanced.

[0057] Specifically, the bearing component 2 is made of cast-in-place concrete or precast concrete, allowing workers to choose flexibly according to the project conditions, thus improving the applicability of the high-fill subgrade structure. The bearing component 2 consists of multiple bearing sections along its length, each 30–45 m long, with settlement joints between adjacent sections. The height of the bearing component 2 is 6–10 m. This design facilitates the organization of construction procedures, reduces the impact of uneven settlement on the stress of the high-fill subgrade structure, thereby mitigating the risks caused by uneven settlement. Furthermore, it allows workers to easily adjust the design based on the technical specifications and actual conditions, making it more reliable and applicable.

[0058] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A high-fill roadbed structure, characterized in that, include: Pile foundation (1), embedded in the ground; The supporting component (2) includes a base plate (21), a first side wall (22) and a buttress (23). The base plate (21) is fixedly connected to the top of the pile foundation (1). The first side wall (22) is connected to the opposite ends of the base plate (21) and forms a receiving groove (24) with the base plate (21). The base plate (21) has multiple empty spaces. The buttress (23) is located on the inner side of the first side wall (22) and is connected to the base plate (21) and the first side wall (22). The filling material (3) is filled into the receiving groove (24). The filling material (3) includes lightweight soil (31), transition layer (32) and road structure layer (33). The lightweight soil (31), transition layer (32) and road structure layer (33) are arranged in sequence from bottom to top in the vertical direction. The bearing member (2) also includes a second side wall (29). When the high fill roadbed structure is connected to the bridge structure (100), the second side wall (29) is set between the bottom plate (21) and the bridge structure (100) and can block the receiving groove (24). The slope of the top of the second side wall (29) is the same as the slope of the top of the bridge structure (100). The bottom plate (21) is located on the abutment of the bridge structure (100). The support member (2) also includes two transverse side beams (25), two longitudinal side beams (26), multiple transverse middle beams (27) and multiple longitudinal middle beams (28). The two transverse side beams (25) are respectively disposed at both ends of the extension direction of the base plate (21), and the two longitudinal side beams (26) are respectively disposed at both ends of the base plate (21) along the width direction, and together with the two transverse side beams (25) form a frame. The multiple transverse middle beams (27) and the multiple longitudinal middle beams (28) are intersected in the frame to form multiple spaces. The second sidewall (29) has a corbel (291) on the side facing the road structure (200).

2. The high-fill roadbed structure according to claim 1, characterized in that, On the base plate (21), the transverse side beam (25), the longitudinal side beam (26), the multiple transverse middle beams (27) and the multiple longitudinal middle beams (28) intersect to form multiple intersection points. The pile foundation (1) includes multiple pile bodies (11), which are evenly arranged. The top of the pile body (11) is fixedly connected to the base plate (21).

3. The high-fill roadbed structure according to claim 1, characterized in that, Along the vertical direction, the thickness of the first sidewall (22) gradually increases from top to bottom. The end of the first sidewall (22) near the bottom plate (21) is fitted with a haunch. The buttress (23) is provided in multiple ways along the length of the first sidewall (22).

4. The high-fill roadbed structure according to claim 1, characterized in that, The lightweight soil (31) is a bubble-mixed lightweight soil. The lightweight soil (31) is provided with multiple layers of wire mesh. The lightweight soil (31) is divided into sections along the length of the base plate (21), and a settlement joint is provided between each adjacent section of the lightweight soil (31). The lightweight soil (31) is poured in layers.

5. The high-fill roadbed structure according to claim 1, characterized in that, The transition layer (32) includes a carriageway subbase (321) and a sidewalk subbase (322). The carriageway subbase (321) is laid on top of the lightweight soil (31), and the sidewalk subbase (322) is located at both ends of the carriageway subbase (321) and between the first sidewall (22) and the carriageway subbase (321).

6. The high-fill roadbed structure according to any one of claims 1-5, characterized in that, The bearing member (2) is made of cast-in-place concrete or precast concrete. The bearing member (2) is provided with multiple bearing sections along its length, and a settlement joint is provided between two adjacent bearing sections.

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