Road reinforcing structure and construction method and design method of road reinforcing structure

Abstract

The invention discloses a road reinforcing structure and a construction method and design method of the road reinforcing structure, and the road reinforcing structure comprises a reinforcing firmware, a first filling structure, a second filling structure and a newly-built pavement; the reinforcing firmware comprises a transverse structure, a first vertical structure and a second vertical structure, the transverse structure is arranged on the roadbed, the first vertical structure and the second vertical structure are both arranged perpendicular to the transverse structure, the second vertical structure is located at the end, away from the slope, of the transverse structure, and the first vertical structure is located in the middle of the transverse structure; the first filling structure is filled between the first vertical structure and the side slope; the second filling structure is filled between the first vertical structure and the second vertical structure, and the average density of the second filling structure is larger than that of the first filling structure; and the newly-built pavement is laid above the first filling structure, the second filling structure and the first vertical structure. According to the technical scheme, the road reinforcing structure can improve the road passing efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of road construction, and in particular to a road reinforcement structure, a construction method and a design method of the road reinforcement structure. Background Art

[0002] In road engineering construction, road construction and maintenance along slopes have always been a very challenging area. The existing roadbed and pavement structures built along slopes have many technical problems that need to be solved urgently.

[0003] The traditional road structure beside the slope is not stable enough. Due to the complex terrain conditions of the slope, the soil is easily affected by natural factors and vehicle loads. When faced with these situations, ordinary road structures are difficult to effectively resist the displacement and deformation of the soil, which can easily lead to roadbed instability, and then cause road cracking, collapse and other diseases, seriously affecting the service life of the road and driving safety. In addition, the traditional road structure beside the slope is generally narrow, and the driving space is not spacious enough. When the traffic volume is large, there is a possibility of traffic congestion. Summary of the invention

[0004] The main purpose of the present invention is to provide a road reinforcement structure, aiming to improve road traffic efficiency.

[0005] To achieve the above-mentioned purpose, the road reinforcement structure proposed by the present invention comprises:

[0006] A reinforcing fixture is F-shaped, comprising a transverse structure, a first vertical structure and a second vertical structure, wherein the transverse structure is arranged on the roadbed, the first vertical structure and the second vertical structure are arranged perpendicular to the transverse structure, the second vertical structure is located at the end of the transverse structure away from the slope, the first vertical structure is located in the middle of the transverse structure, and the top of the second vertical structure is higher than that of the first vertical structure;

[0007] a first filling structure, filled between the first vertical structure and the slope;

[0008] a second filling structure, filled between the first vertical structure and the second vertical structure, wherein an average density of the second filling structure is less than an average density of the first filling structure; and

[0009] A new road surface is paved above the first filling structure, the second filling structure and the first vertical structure.

[0010] Optionally, EPS (expanded polystyrene) blocks are provided between the second filling structure, the top of the first vertical structure and the bottom of the newly-built road surface.

[0011] Optionally, the second filling structure is foamed lightweight soil.

[0012] Optionally, the reinforcing member is formed by casting reinforced concrete.

[0013] Optionally, the reinforcing fixture further includes a load-unloading platform, and the load-unloading platform is disposed at a middle position of a side of the first vertical structure facing the slope.

[0014] Optionally, the unloading platform is provided with a plurality of first drain pipes, each of which penetrates the unloading platform in an up-and-down direction, and a gravel layer is provided below the first drain pipe.

[0015] Optionally, the reinforcing fixture is provided with a plurality of second drainage pipes, one end of the second drainage pipe is located between the slope and the second vertical structure and beside the gravel layer, and the other end penetrates the second vertical structure and the first vertical structure and extends to the outside of the reinforcing fixture.

[0016] Optionally, a first steel wire mesh is laid on top of the second filling structure, and a geomembrane is laid on top of the first steel wire mesh.

[0017] Optionally, a side ditch is provided on the other side of the newly built road surface close to the side slope, and a debris platform is provided between the side ditch and the side slope.

[0018] The present invention also provides a construction method of a road reinforcement structure, which is used to form the above-mentioned road reinforcement structure, comprising the following steps:

[0019] S10: Chisel off the inner existing pavement structure surface layer and construct the sleeper beam;

[0020] S20: Casting a first transverse structure on a side close to the slope, casting a first vertical structure above a side of the first transverse structure away from the slope, casting a load-unloading platform at a middle position of the first vertical structure on a side facing the slope, and waiting for solidification;

[0021] S30: filling the first filling structure and the gravel layer above the first transverse structure, and then paving the inner geogrid on the first filling structure, and rolling and compacting it;

[0022] S40: When the first transverse structure, the first vertical structure and the newly built road surface on the inner half have solidified to a certain strength, the inner road, the side ditch, the debris platform, etc. are cast on the inner geogrid;

[0023] S50: chiseling out the surface layer of the existing road surface structure on the outer side, and casting a second transverse structure, and casting a second vertical structure above a side of the second transverse structure away from the first vertical structure;

[0024] S60: constructing a second filling structure between the first vertical structure and the second vertical structure, laying a first steel wire mesh, a geomembrane, an EPS block and an inner geogrid in sequence on the second filling structure, and rolling and compacting them;

[0025] S70: construct an outer road connecting to the inner road above the outer geogrid;

[0026] S80: Construction completed and open to traffic.

[0027] The present invention also provides a design method for a road reinforcement structure, which is used to form the above-mentioned road reinforcement structure, comprising the following steps:

[0028] a. Determine the height difference H between the design elevation of the new road surface and the elevation of the existing road surface based on the thickness of the new road surface hp, the thickness of the first filling structure he, and the thickness of the transverse structure he, H = hp + he + hs;

[0029] b. Assuming that the differential settlement of the inner and outer halves of the existing roadbed under the upper loading is negligible and the lateral structure is incompressible, the settlement of the lightweight soil embankment sl and the settlement of the ordinary soil embankment se are calculated according to the elastic theory:

[0030] s l =(γ p ·h p +γ c ·h c ) / E c ×h c +(γ p ·h p +γ c ·h c +γ l (h1+h2) / 2) / E l ×(h e -h c )≤Maximum settlement allowed by the specification

[0031] s e =(γ p ·h p +γ e ·h e / 2) / E e ×h e ≤ Allowable settlement according to the specification (γp is the weight of the new road surface, γl is the weight of the second filling structure, γe is the weight of the first filling structure, γc is the weight of the EPS block, γs is the weight of the existing foundation soil, γF is the weight of the reinforcement 10, and h1+h2 is the height of the first vertical structure)

[0032] c. Reasonably determine the compression modulus El of lightweight soil embankment, the compression modulus Ee of ordinary soil embankment, and the compression modulus Ec of EPS block. Theoretically, the thickness hc of EPS block should be calculated by sl=se. However, considering that measures such as wire mesh and geogrid have been taken to prevent uneven settlement, for the convenience of design calculation, a small difference in the theoretical calculation value of settlement, such as 5mm, can be allowed. The thickness hc of EPS block is calculated according to |se-sl|≤5mm. In general, hc should be ≤0.6m.

[0033] d. The purpose of setting the unloading platform inside the first vertical structure is to minimize the earth pressure Eea generated on one side of the first filling structure. Eea can be calculated by the following formula:

[0034] Earth pressure strength at the top of the first vertical structure

[0035] Earth pressure strength at the bottom of the first vertical structure

[0036] Subsoil pressure strength of unloading platform

[0037] Height of unloading platform influence area

[0038] The first vertical structure is subjected to the lateral earth pressure

[0039] In order to minimize Eae, the height h0 of the unloading platform influence zone should be set to h2. According to the quadratic function relationship between Eae and h2, when When Eae takes the minimum value, the distance h2 between the bottom of the unloading platform and the horizontal structure can be used to determine the distance h1 between the bottom of the unloading platform and the top of the first vertical structure, and the width of the unloading platform.

[0040] According to the vertical force G of the unloading platform x =b x ×(γ p ·h p +γ e ·h c +γ e h1-γ e ·h x ) Determine the end thickness hx of the unloading platform according to the structural calculation

[0041] According to the resultant lateral earth pressure Eae on the second vertical structure and the vertical force Gx on the unloading platform, the thickness of the second vertical structure is determined by structural verification;

[0042] e. During the pouring process of the foamed lightweight soil embankment, due to its fluidity, the soil pressure coefficient is close to Kl = 1.0. After the pouring is completed, due to the certain self-sustaining property of solidification shrinkage, the soil pressure coefficient gradually decreases and approaches Kl = 0.1. The foamed lightweight soil should be poured in layers, with a small pouring thickness each time, and the upper layer should be poured after the lower layer reaches the design strength. Therefore, the lateral soil pressure Eal1 acting on the second vertical structure reaches the maximum value after the construction is completed. The maximum value can be calculated as follows:

[0043] The soil pressure strength at the top of the second vertical structure pavement structure is 0;

[0044] The soil pressure strength p at the bottom of the EPS block of the second vertical structure l0 =(γ p ·h p +γ c ·h c )·K e

[0045] Earth pressure strength p of the top of the second vertical structure foam lightweight soil l1 =(γ p ·h p +γ c ·h c )·K l

[0046] The soil pressure strength p of the second vertical structure foam lightweight soil bottom l2 =[γ p ·h p +γ c ·h c +γ l ·(h e -h c )]·K l

[0047] The second vertical structure of the F-type structure is subjected to the lateral earth pressure

[0048]

[0049] Where, the active earth pressure coefficient K of the pavement structure and EPS block is e =1 / 3, active earth pressure coefficient K of foam lightweight soil embankment l =0.1.

[0050] According to the resultant lateral earth pressure Eal1 of the second vertical structure, the thickness of the second vertical structure is determined by structural verification.

[0051] The technical solution of the present invention is to lay a transverse structure on the existing road surface beside the slope, set a first vertical structure in the middle of the transverse structure, set a second vertical structure on the side of the transverse structure away from the slope, and the height of the first vertical structure is less than the height of the second vertical structure, so that the transverse structure, the first vertical structure and the second vertical structure form an F-shaped reinforcement, a first filling structure is laid between the first vertical structure and the slope, a second filling structure is laid between the first vertical structure and the second vertical structure, and then a new road surface is laid above the first filling structure, the second filling structure and the first vertical structure. In this way, the F-shaped reinforcement, the first filling structure and the second filling structure provide a stable support for the new road surface, which can effectively prevent the new road surface from cracking, collapse, etc., and the width of the new road surface is much larger than the width of the existing road surface, providing a more spacious driving space and reducing the possibility of traffic congestion.

[0052] Moreover, in this way, the inner half of the road will be rebuilt and constructed first without damaging the outer half of the road. During the construction of the inner half of the road, the traffic on the outer half of the road will not be affected. After the construction of the inner half of the road is completed and the new road in the inner half meets the traffic conditions, the traffic on the new road in the inner half will be opened, and then the construction of the outer half of the road will be carried out. In this way, traffic can be maintained during the entire construction period, and the impact on local traffic is relatively small. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0054] Figure 1 It is a structural schematic diagram of an embodiment of a road reinforcement structure of the present invention;

[0055] Figure 2 for Figure 1 The structural diagram of the enhanced firmware;

[0056] Figure 3 for Figure 1 Schematic diagram of stress analysis of the middle road reinforcement structure;

[0057] Figure 4 It is a structural schematic diagram of the road reinforcement structure construction method of the present invention;

[0058] Figure 5 for Figure 3 A schematic diagram of the structure of the road reinforcement structure after construction step S30;

[0059] Figure 6 for Figure 3 Structural schematic diagram of the road reinforcement structure after construction step S80.

[0060] Explanation of the accompanying numbers: 10, reinforcement; 11, horizontal structure; 12, first vertical structure; 121, unloading platform; 122, first drain pipe; 13, second vertical structure; 14, second drain pipe; 20, first filling structure; 21, gravel layer; 30, second filling structure; 31, EPS block; 32, first steel wire mesh; 33, geomembrane; 34, second steel wire mesh; 40, new road surface; 50, side ditch; 60, debris platform; 70, pillow beam; 80, slope; 90, existing roadbed; 91, anti-collision guardrail;

[0061] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0062] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0063] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0064] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing in the full text is to include three parallel solutions. Taking "A and / or B" as an example, it includes solution A, or solution B, or a solution that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0065] The present invention provides a road reinforcement structure for constructing an existing roadbed and road surface beside a side slope 80 .

[0066] In the embodiment of the present invention, Figures 1 to 3 As shown, the road reinforcement structure includes a reinforcement fixture 10, a first filling structure 20, a second filling structure 30 and a newly built road surface 40; the reinforcement fixture 10 is F-shaped, and includes a transverse structure 11, a first vertical structure 12 and a second vertical structure 13. The transverse structure 11 is arranged on the roadbed, and the first vertical structure 12 and the second vertical structure 13 are both arranged perpendicular to the transverse structure 11. The second vertical structure 13 is located at the end of the transverse structure 11 away from the slope 80, and the first vertical structure 12 is located in the middle position of the transverse structure 11, and the top of the second vertical structure 13 is higher than the first vertical structure 12; the first filling structure 20 is filled between the first vertical structure 12 and the slope 80; the second filling structure 30 is filled between the first vertical structure 12 and the second vertical structure 13, and the average density of the second filling structure 30 is less than the average density of the first filling structure 20; the newly built road surface 40 is paved above the first filling structure 20, the second filling structure 30 and the first vertical structure 12.

[0067] Specifically, during construction, the pavement structure layer can be chiseled out first, and then F-shaped reinforcements 10 can be set on the pavement, and the first filling structure 20 can be laid between the first vertical structure 12 and the slope 80, and the second filling structure 30 can be laid between the first vertical structure 12 and the second vertical structure 13, and then the newly built pavement 40 can be laid on the first filling structure 20, the second filling structure 30 and the first vertical structure 12. In addition, except for the asphalt surface layer that is chiseled out for durability, the pavement base layer is maintained as it is, and the existing roadbed 90 should be in a stable state without slippage, subsidence and other diseases.

[0068] In addition, the plane position of the newly built pavement 40 structure is basically the same as that of the existing pavement structure. Due to the needs of the road reconstruction project, the height difference H between the newly built pavement 40 structure and the existing pavement structure is relatively large, generally 3 to 10 meters, and the thickness of the transverse structure 11, the first vertical structure 12, and the second vertical structure 13 is generally 0.3 to 0.8 meters. In this embodiment, the height difference H between the newly built pavement 40 structure and the existing pavement structure is set to 6 meters, the total width of the newly built road is set to 14 meters, the inner and outer half-width road widths Bo = Bi = 7 meters, and the thickness hp of the newly built pavement 40 structure is 60 cm, which is composed of 4+5+7 cm thick asphalt surface layer + 1 cm thick rubber stress absorption layer + 22 cm thick fr≥5MPa concrete slab + 20 cm thick C20 concrete base.

[0069] To ensure the structural strength of the reinforcing fixture 10, the width B of the transverse structure 11 is 12m, the height H of the second vertical structure 13 is 6m, the height of the first vertical structure 12 is 4.4m, the thickness hs of the transverse structure 11 is 0.5m, the thickness of the first vertical structure 12 is 0.5m, and the thickness of the second vertical structure 13 is 0.4m.

[0070] The technical solution of the present invention is to lay a transverse structure 11 on the existing road surface beside the slope 80, set a first vertical structure 12 in the middle of the transverse structure 11, and set a second vertical structure 13 on the side of the transverse structure 11 away from the slope 80, and the height of the first vertical structure 12 is less than the height of the second vertical structure 13, so that the transverse structure 11, the first vertical structure 12 and the second vertical structure 13 form an F-shaped reinforcing fixture 10, a first filling structure 20 is laid between the first vertical structure 12 and the slope 80, and a second filling structure 30 is laid between the first vertical structure 12 and the second vertical structure 13, and then a new road surface 40 is laid above the first filling structure 20, the second filling structure 30 and the first vertical structure 12. In this way, the F-shaped reinforcing fixture 10, the first filling structure 20 and the second filling structure 30 provide a stable support for the new road surface 40, which can effectively prevent the new road surface 40 from cracking, collapse, etc., and the width of the new road surface 40 is much larger than the width of the existing road surface, providing a more spacious driving space and reducing the possibility of traffic congestion.

[0071] Moreover, in this way, the inner half of the road will be rebuilt and constructed first without damaging the outer half of the road. During the construction of the inner half of the road, the traffic on the outer half of the road will not be affected. After the construction of the inner half of the road is completed and the new road in the inner half meets the traffic conditions, the traffic on the new road in the inner half will be opened, and then the construction of the outer half of the road will be carried out. In this way, traffic can be maintained during the entire construction period, and the impact on local traffic is relatively small.

[0072] In some embodiments, EPS (expanded polystyrene) blocks are placed between the second filling structure 30, the first vertical structure 12 and the new road surface 40. The thickness hc of the EPS block 31 is generally 0.3m to 0.6m, the compression modulus Ec is 3.5 to 10.0MPa, and the weight γc is 9.0 to 11.0kN / m3. In this embodiment, the thickness of the EPS block 31 is 0.5m. Specifically, the EPS block 31 has the characteristics of light weight, and has certain elasticity and flexibility, which can play a buffering and shock-absorbing effect under the action of vehicle load, and can avoid the new road surface 40 structure from cracking under the uneven settlement of the second filling structure 30. Further, an outer geogrid is laid above the EPS block 31 and the second filling structure 30, and the outer new road surface 40 is paved above the geogrid, so that the concentrated load generated by the vehicle driving will be evenly transferred to the EPS block and the second filling structure 30 below through the plane diffusion effect of the geogrid, avoiding excessive local stress, thereby improving the road bearing capacity and extending the service life of the road. The geogrid adopts bidirectional type, with nominal tensile strength ≥80kN / m; elongation under nominal tensile strength ≤3%. When laying the grid, it should be ensured that the grid is smooth and the overlap between grids is not less than 50cm.

[0073] In some embodiments, the second filling structure 30 is foamed lightweight soil, and its thickness is the thickness he of the first filling structure 20 minus the thickness hc of the EPS block 31, which is 4.4 m. Specifically, the elastic modulus El of the foamed lightweight soil is 250 MPa, the minimum strength grade qu is determined according to the relevant requirements of the current Technical Code for Bubble Mixed Lightweight Soil Filling Engineering, generally above 100-200 MPa, the gravity γl is 6.0-10.0 kN / m3, the cohesion cl is 100-160 kPa, and the internal friction angle is The angle is 4°~10°, and the foamed lightweight soil embankment should be filled in layers according to the relevant specifications. In this way, the use of foamed lightweight soil can reduce the weight of the overall structure, reduce the pressure on the lower roadbed and slope 80, and is conducive to the overall safety and stability after the roadbed is raised, and avoid shallow sliding of the existing roadbed 90 fill slope 80 after loading or instability of the existing roadbed 90 retaining wall.

[0074] In some embodiments, the first filling structure 20 is a common filler, and the thickness he is 4.9m. The common filler is of higher quality than foam lightweight soil, has better compressive strength and bearing capacity, and can form a stable filling between the first vertical structure 12 and the second vertical structure 13, providing solid support for the newly built road surface 40 above, helping to disperse the vehicle load borne by the road surface and reduce the deformation of the road surface caused by uneven force. Common fillers can be selected according to local conditions. It is advisable to use coarse-grained soils such as gravel soil and sandy soil with good grading as fillers. The compression modulus Ee is 20-30MPa, the specific gravity γe is 17.0-19.0kN / m3, the cohesion ce is 0kPa, and the internal friction angle is 0. The angle is 25° to 30°. Ordinary earth embankments are filled in layers and compacted according to relevant specifications.

[0075] In some embodiments, the reinforcement 10 is cast and formed by C30 reinforced concrete. Specifically, reinforced concrete has high compressive strength, bending strength and durability, and can withstand various forces such as vehicle loads transmitted from the newly built road surface 40 above and lateral pressure from the surrounding soil, ensuring that the road will not be excessively deformed or damaged due to excessive force during long-term use, and can ensure the stability and safety of the road for a long time. In addition, on-site construction is more convenient, avoiding some difficulties and limitations in the transportation and installation of prefabricated components, improving construction efficiency, and also helping to ensure construction quality.

[0076] In some embodiments, the reinforcing fixture 10 further includes a unloading platform 121, which is disposed at the middle position of the side of the first vertical structure 12 facing the slope 80. Generally speaking, when H < 5m, the unloading platform 121 may not be provided, and when H ≥ 5m, the unloading platform 121 may be provided. To ensure the structural stability of the reinforcing fixture 10, the bottom surface of the unloading platform 121 is at a distance of h1 from the top of the first vertical structure 12 and at a distance of h2 from the horizontal structure (the height of the first vertical structure 12 is h1 + h2), the width of the unloading platform 121 is bx, and the thickness of the end is hx, and the unloading platform 121 may be provided with a variable cross-sectional thickness.

[0077] Specifically, the unloading platform 121 is capable of sharing part of the lateral pressure from the direction of the slope 80 borne by the first vertical structure 12. By sharing and transmitting the lateral force by the unloading platform 121, the pressure on the first vertical structure 12 is reduced, and the mechanical balance between the entire reinforcement fixture 10 and the slope 80 is better maintained, thereby improving the overall stability of the road reinforcement structure in the slope 80 environment.

[0078] In some embodiments, the unloading platform 121 is provided with a plurality of first drainage pipes 122, each of which penetrates the unloading platform 121 in the up-down direction, and a gravel layer 21 is provided below the first drainage pipe 122. The first drainage pipes 122 are spaced 2 to 3 m in the longitudinal direction of the road, with a diameter of 15 cm, and the gravel layer 21 is 30 cm wide. Specifically, the unloading platform 121 is located in the middle of the slope 80 and the road reinforcement structure, and it is easy to accumulate water that penetrates onto the platform. The first drainage pipe 122 can provide a direct drainage channel for the accumulated water, allowing it to quickly drain from the unloading platform 121 to the bottom, avoiding a large amount of accumulated water on the unloading platform 121, and having both water permeability and anti-filtration effects. This helps to reduce the erosion and damage of the structure of the unloading platform 121 by the accumulated water, and prolong the service life of the unloading platform 121. Gravel has good water permeability. When water is discharged to the gravel layer 21 through the first drain pipe 122, the gravel layer 21 can quickly diffuse and guide the water to the surroundings, forming an efficient drainage network.

[0079] In some embodiments, the reinforcement 10 is provided with a plurality of second drainage pipes 14, one end of the second drainage pipe 14 is located between the slope 80 and the second vertical structure 13, and is located beside the gravel layer 21, and the other end penetrates the second vertical structure 13 and the first vertical structure 12 and extends to the outside of the reinforcement 10. The second drainage pipes 14 are spaced 2m apart along the longitudinal direction of the road and have a diameter of 15cm. Specifically, the end of the second drainage pipe 14 located between the slope 80 and the second vertical structure 13 can drain the stagnant water in the slope 80 in time, and has both water permeability and anti-filtration effects, preventing the first filling structure 20 from causing excessive pressure on the first vertical structure 12 due to excessive water accumulation, and avoiding the first vertical structure 12 from being damaged due to excessive pressure, thereby reducing the possibility of deformation, cracking or even damage of the first vertical structure 12 and the transverse structure 11 due to excessive water pressure.

[0080] In some embodiments, the first drain pipe 122 and the second drain pipe 14 are both made of PVC (polyvinyl chloride). The cost of PVC material is relatively low, and compared with metal drain pipes, PVC pipes are light in weight and easy to carry and install.

[0081] In some embodiments, a first steel mesh 32 is laid on the top of the second filling structure 30. The material of the first steel mesh 32 is galvanized iron wire, and its specification is Ф4mm@10cm×10cm. It should extend horizontally beyond the first vertical structure 12 and be laid on the first filling structure 20 with a width of 2m. A geomembrane 33 is laid on the top of the first steel mesh 32. The geomembrane 33 uses two cloths and one film with good tensile strength and puncture resistance, and the specification is 200g / m2+(0.5~1mm)HDPE+200g / m2. Its effective anti-seepage life is consistent with the pavement design reference period. Specifically, the geomembrane 33 has good waterproof performance and can effectively prevent surface water and groundwater from penetrating into the first filling structure 20. This can avoid the filling material from reducing its strength and stability due to long-term immersion in water, and at the same time prevent moisture from eroding and softening the roadbed and other structures below, thereby protecting the safety and stability of the entire road structure. Furthermore, a second steel wire mesh 34 is laid 0.5 m away from the top of the second filling structure 30, so that the first steel wire mesh 32 and the second steel wire mesh 34 cooperate with each other to transfer road surface stress, reduce the possibility of loosening of the second filling structure 30, and further avoid cracks in the newly built road surface 40 structure due to uneven settlement of the second filling structure 30.

[0082] In some embodiments, a ditch 50 is provided on the other side of the newly built road surface 40 near the side slope 80, and a debris platform 60 is provided between the ditch 50 and the side slope 80. The size of the ditch 50 is 0.5m wide × 0.6m deep, and the width of the debris platform 60 is 1m. Specifically, the ditch 50 can effectively collect rainwater on the newly built road surface 40, guide the road surface runoff into the ditch 50, and prevent rainwater from accumulating on the road surface, affecting driving safety and road service life. The debris platform 60 can intercept stones, broken soil and other debris falling from the side slope 80, prevent them from rolling onto the road surface, avoid causing damage to moving vehicles and pedestrians, and ensure road traffic safety.

[0083] In some embodiments, an anti-collision guardrail 91 is provided at the edge of the newly built road away from the slope 80 to prevent vehicles from falling below the slope 80, thereby avoiding serious casualties and property losses. In addition, the anti-collision guardrail 91 can cushion the impact of the vehicle through its own deformation and energy absorption characteristics, reduce the damage to the occupants of the vehicle, and reduce the severity of the accident.

[0084] In some embodiments, a bolster 70 is provided at the foot of the slope inside the existing road surface structure. The bolster 70 is cast and formed by C20 concrete. The width bb of the bolster 70 is 0.8 m, and the height hb is 0.8 m. In this way, part of the load of the reinforcement 10 will be transferred to the depth of the existing roadbed 90 through the bolster 70, thereby improving the bearing capacity of the entire road structure, allowing the road to withstand heavier vehicle loads, and reducing deformation and damage to the road surface caused by excessive loads. Moreover, as a part of the reinforcement 10, the bolster 70 is embedded in the ground like a mortise and tenon, which can increase the bite and friction with the surrounding soil or foundation, resist this lateral force, prevent the reinforcement 10 from being displaced under the action of the lateral force, and ensure the stability of the road structure in the lateral direction.

[0085] like Figure 2 As shown, in the above embodiment, the size calculation process of each structure is as follows:

[0086] a. The height difference H between the design elevation of the new road surface 40 and the existing road surface elevation is determined according to the needs of the reconstruction project, generally 3 to 10m, which is 6m in this embodiment;

[0087] b. The new pavement 40 structure thickness hp is 60cm;

[0088] c. The thickness hs of the transverse structure 11 of the reinforcing fastener 10 is 60 cm, which is determined by the structural calculation;

[0089] d. The first filling structure 20he = H-hp-hs = 6-0.6-0.5 = 4.9m;

[0090] e. Calculate the settlement amount sl of the second filling structure 30 and the settlement amount se of the first filling structure 20 according to the elasticity theory:

[0091] s l =(γ p ·h p +γ c ·h c / 2) / E c ×h c +[γ p ·h p +γ c ·h c +γ l ·(h e -h c ) / 2] / E l ×(h e -h c )

[0092] =(25*0.6+10*h c / 2) / 5.0*h c +[25*0.6+10*hc +8*(4.9-h c ) / 2] / 200*(4.9-h c )≤Maximum settlement allowed by the specification

[0093] s e =(γ p ·h p +γ e ·h e / 2) / E e ×h e =(25*0.6+19*4.9 / 2) / 40*4.9=7.54mm≤standard allowable settlement

[0094] According to |se-sl|≤5mm, that is, sc=2.54mm, hc=0.5m.

[0095] f. The height of the first vertical structure 12 is h1+h2=he-hc=4.9-0.5=4.4m;

[0096] g. Calculation of the resultant earth pressure Eae on one side of the second filling structure 30:

[0097] In order to minimize Eae, the height of the unloading platform 121 influence area should be h0 = h2. When Eae takes the minimum value, the distance between the unloading platform 121 and the top of the first vertical structure 12 is h1=4.4-2.8=1.6m, and the width of the unloading platform 121 is

[0098]

[0099]

[0100] The width of the unloading platform 121 is set to 1.6m, and the resultant lateral earth pressure is reduced from 97.2kN / m to 75.1kN / m, a reduction of about 23%.

[0101] According to the vertical force G of the unloading platform 121 x =b x ×(γ p ·h p +γ e ·h c +γ e ·h1)=1.6×(25·0.6+19·0.5+19·1.6)=87.8kN / m. According to the structural verification, the end thickness of the unloading platform 121 is determined to be hx=0.3m, and the thickness of the first vertical structure 12 is 0.5m.

[0102] h. The resultant lateral earth pressure Eal1 acting on the second vertical structure 13 is calculated as follows:

[0103] EPS block 31 bottom soil pressure strength

[0104] p l0 =(γ p ·h p +γ c ·h c )·K e =(25*0.6+10*0.5)*1 / 3=6.7kPa

[0105] The top pressure strength p of the second filling structure 30 l1 =(γ p ·h p +γ c ·h c )·K l =(25*0.6+10*0.5)*0.1=2kPa

[0106] The second filling structure 30 bottom pressure strength p l2 =[γ p ·h p +γ c ·h c +γ l ·(h e -h c )]·K l =[25·0.6+10*0.5+8*(4.9-0.5)]*0.1=5.5kPa

[0107] The second vertical structure 13 is subjected to the lateral earth pressure

[0108]

[0109] According to the resultant lateral earth pressure of the second vertical structure 13, the thickness of the second vertical structure 13 is determined to be 0.4 m by structural verification.

[0110] i. Stability verification. The stability verification of enhanced firmware 10 is as follows:

[0111] Anti-slip stability

[0112]

[0113]

[0114] Anti-overturning stability

[0115]

[0116] In the formula, the meanings and values ​​of the parameters are as follows:

[0117] μ1 is the friction coefficient between the transverse structure 11 and the existing roadbed 90 pavement, which is taken as 0.35;

[0118] γp is the weight of the newly built road surface 40, γl is the weight of the second filling structure 30, γe is the weight of the first filling structure 20, γc is the weight of the EPS block 31, γs is the weight of the existing foundation soil, and γF is the weight of the reinforcing fixture 10. γp = γF = 25 kN / m3, γl = 8 kN / m3, γc = 10 kN / m3, γe = γs = 19 kN / m3;

[0119] GF is the gravity of the reinforcing fixture 10, G1 is the gravity of the second filling structure 30, Ge is the gravity of the first filling structure 20, and G F =25*(0.6*12+0.6*5.4+0.6*4.0)=321kN / m, G l =8*(7-0.6-0.3)*4.8=234.2kN / m, G e =19*(12-7-0.3)*4.8=428.6kN / m;

[0120] is the internal friction angle of the second filling structure 30, is the internal friction angle of the first filling structure 20, is the internal friction angle of the existing foundation soil,

[0121] EaT is the horizontal active earth pressure force acting on the reinforcing fixture 10 (kN / m);

[0122] pT1 is the active earth pressure strength value (kPa) at the top of the reinforcing fixture 10, and pT2 is the active earth pressure strength value (kPa) at the bottom;

[0123] It is the active earth pressure increase coefficient. When the height of the reinforcement fixture 10 is below 5m, it is 1.0; when it is 5-8m high, it is 1.1; when it exceeds 8m, it is 1.2.

[0124] It should be pointed out that in order to ensure the safety of the roadbed, the compressive strength of the existing retaining wall and its base bearing capacity should meet the requirements. If there are other working conditions such as earthquakes and flooding, further stability analysis and verification under the corresponding working conditions are required.

[0125] The present invention also proposes more than one method for strengthening the road construction, such as Figure 4 As shown, the following steps are included:

[0126] S10: Chisel off the inner existing pavement structure surface layer and construct the sleeper beam 70;

[0127] S20: Casting a first transverse structure on a side close to the slope 80, casting a first vertical structure 12 on a side of the first transverse structure away from the slope 80, casting a load-unloading platform 121 at a middle position of the first vertical structure 12 on a side facing the slope 80, and waiting for solidification;

[0128] S30: Fill the first filling structure 20 and the gravel layer 21 above the first transverse structure, and then lay the inner geogrid on the first filling structure 20 and compact it;

[0129] S40: When the first transverse structure, the first vertical structure 12 and the inner half width newly built road surface 40 solidify to a certain strength, the inner road, the side ditch 50, the debris platform 60, etc. are cast on the inner geogrid;

[0130] S50: chiseling out the existing road surface structure surface layer on the outer side, and casting a second transverse structure 112, and casting a second vertical structure 13 above a side of the second transverse structure 112 away from the first vertical structure 12;

[0131] S60: constructing a second filling structure 30 between the first vertical structure 12 and the second vertical structure 13, laying a first steel mesh 32, a geomembrane 33, an EPS block 31 and an inner geogrid on the second filling structure 30 in sequence, and rolling and compacting them;

[0132] S70: construct an outer road connecting to the inner road above the outer geogrid;

[0133] S80: Construction completed and open to traffic.

[0134] During the construction of each of the above steps, it is necessary to ensure that the construction site of the current process meets the relevant strength requirements or maintenance standards before the next process can be carried out. During the construction period, necessary traffic safety protection measures should be taken when social vehicles are allowed to pass.

[0135] Specifically, Figure 5 and Figure 6 As shown, in steps S10 to S40, only the inner half of the road is constructed without affecting the traffic on the outer half of the road. When the inner half of the road is completed and reaches the traffic conditions, the traffic on the inner half of the newly built road is opened, and then the outer half of the road is constructed. In this way, the traffic on the road can be guaranteed during the entire construction process, traffic will not be interrupted, and the impact on local social traffic is relatively small.

[0136] The above description is only a preferred embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the inventive concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A road reinforcement structure, used for construction on the existing roadbed and existing road surface beside the slope, characterized in that: include: A reinforcing fixture is F-shaped, comprising a transverse structure, a first vertical structure and a second vertical structure, wherein the transverse structure is arranged on the roadbed, the first vertical structure and the second vertical structure are arranged perpendicular to the transverse structure, the second vertical structure is located at the end of the transverse structure away from the slope, the first vertical structure is located in the middle of the transverse structure, and the top of the second vertical structure is higher than that of the first vertical structure; a first filling structure, filled between the first vertical structure and the slope; a second filling structure, filled between the first vertical structure and the second vertical structure, wherein an average density of the second filling structure is less than an average density of the first filling structure; as well as A new road surface is paved above the first filling structure, the second filling structure and the first vertical structure.

2. The road reinforcement structure according to claim 1, characterized in that: EPS blocks are arranged between the second filling structure, the upper part of the first vertical structure and the lower part of the newly-built road surface.

3. The road reinforcement structure according to claim 1, characterized in that: The second filling structure is foamed lightweight soil.

4. The road reinforcement structure according to claim 1, characterized in that: The reinforcing components are formed by casting reinforced concrete.

5. The road reinforcement structure according to claim 1, characterized in that: The reinforcing member further includes a load-unloading platform, and the load-unloading platform is arranged at a middle position of a side of the first vertical structure facing the slope.

6. The road reinforcement structure according to claim 5, characterized in that: The unloading platform is provided with a plurality of first drain pipes, each of which penetrates the unloading platform in the up-down direction, and a gravel layer is provided below the first drain pipe.

7. The road reinforcement structure according to claim 6, characterized in that: The reinforcing member is provided with a plurality of second drainage pipes, one end of which is located between the slope and the second vertical structure and beside the gravel layer, and the other end of which penetrates the second vertical structure and the first vertical structure and extends to the outside of the reinforcing member.

8. The road reinforcement structure according to claim 1, characterized in that: A first steel wire mesh is laid on the top of the second filling structure, and a geomembrane is laid on the top of the first steel wire mesh.

9. The road reinforcement structure according to claim 1, characterized in that: A side ditch is provided on the other side of the newly built road surface close to the side slope, and a debris platform is provided between the side ditch and the side slope.

10. A construction method for a road reinforcement structure, used to form the road reinforcement structure according to any one of claims 1 to 9, characterized in that: The following steps are involved: S10: Chisel off the existing pavement structure surface layer on the inner side close to the slope and construct the sleeper beam; S20: Casting a first transverse structure on a side close to the slope, casting a first vertical structure above a side of the first transverse structure away from the slope, casting a load-relief platform at a middle position of the first vertical structure on a side facing the slope, and waiting for solidification; S30: constructing a first filling structure and a gravel layer above the first transverse structure, and then laying an inner geogrid on the first filling structure, and rolling and compacting it; S40: When the first transverse structure, the first vertical structure and the newly built road surface on the inner half are solidified to a certain strength, an inner road, a side ditch, a debris platform, etc. are cast on the inner geogrid; S50: chiseling out the surface layer of the existing road surface structure on the outer side, and casting a second transverse structure, and casting a second vertical structure above a side of the second transverse structure away from the first vertical structure; S60: constructing a second filling structure between the first vertical structure and the second vertical structure, laying a first steel wire mesh, a geomembrane, an EPS block and an inner geogrid in sequence on the second filling structure, and rolling and compacting them; S70: constructing an outer road connected to the inner road above the outer geogrid; S80: Construction completed and open to traffic.

11. A method for designing a road reinforcement structure, for forming the road reinforcement structure according to any one of claims 1 to 9, comprising the following steps: a. Determine the height difference H between the design elevation of the new road surface and the elevation of the existing road surface based on the thickness of the new road surface hp, the thickness of the first filling structure he, and the thickness of the transverse structure he, H = hp + he + hs; b. Assuming that the differential settlement of the inner and outer halves of the existing roadbed under the upper loading is negligible and the lateral structure is incompressible, the settlement of the lightweight soil embankment sl and the settlement of the ordinary soil embankment se are calculated according to the elastic theory: s l =(γ p ·h p +γ c ·h c ) / E c ×h c +(γ p ·h p +γ c ·h c +γ l (h1+h2) / 2) / E l ×(h e -h c )≤Maximum settlement allowed by the specification s e =(γ p ·h p +γ e ·h e / 2) / E e ×h e ≤ Allowable settlement according to regulations (γp is the weight of the newly built road surface, γl is the weight of the second filling structure, γe is the weight of the first filling structure, γc is the weight of the EPS block, γs is the weight of the existing foundation soil, γF is the weight of the reinforcing fixture 10, and h1+h2 is the height of the first vertical structure) c. Reasonably determine the compression modulus El of lightweight soil embankment, the compression modulus Ee of ordinary soil embankment, and the compression modulus Ec of EPS block. Theoretically, the thickness hc of EPS block should be calculated by sl=se. However, considering that measures such as wire mesh and geogrid have been taken to prevent uneven settlement, for the convenience of design calculation, a small difference in the theoretical calculation value of settlement, such as 5mm, can be allowed. The thickness hc of EPS block is calculated according to |se-sl|≤5mm. In general, hc should be ≤0.6m. d. The purpose of setting the unloading platform inside the first vertical structure is to minimize the earth pressure Eea generated on one side of the first filling structure. Eea can be calculated by the following formula: Earth pressure strength at the top of the first vertical structure Soil pressure strength at the bottom of the first vertical structure Subsoil pressure strength of unloading platform Height of unloading platform influence area The first vertical structure is subjected to the lateral earth pressure In order to minimize Eae, the height h0 of the unloading platform influence zone should be set to h2. According to the quadratic function relationship between Eae and h2, when When Eae takes the minimum value, the distance h2 between the bottom of the unloading platform and the horizontal structure can be used to determine the distance h1 between the bottom of the unloading platform and the top of the first vertical structure, and the width of the unloading platform. According to the vertical force G of the unloading platform x =b x ×(γ p ·h p +γ e ·h c +γ e h1-γ e ·h x ) Determine the end thickness hx of the unloading platform according to the structural calculation According to the resultant lateral earth pressure Eae on the second vertical structure and the vertical force Gx on the unloading platform, the thickness of the second vertical structure is determined by structural verification; e. During the pouring process of the foamed lightweight soil embankment, due to its fluidity, the soil pressure coefficient is close to Kl = 1.

0. After the pouring is completed, due to the certain self-sustaining property of solidification shrinkage, the soil pressure coefficient gradually decreases and approaches Kl = 0.

1. The foamed lightweight soil should be poured in layers, with a small pouring thickness each time, and the upper layer should be poured after the lower layer reaches the design strength. Therefore, the lateral soil pressure Eal1 acting on the second vertical structure reaches the maximum value after the construction is completed. The maximum value can be calculated as follows: The soil pressure strength at the top of the second vertical structure pavement structure is 0; The soil pressure strength p at the bottom of the EPS block of the second vertical structure l0 =(γ p ·h p +γ c ·h c )·K e Earth pressure strength p of the top of the second vertical structure foam lightweight soil l1 =(γ p ·h p +γ c ·h c )·K l The soil pressure strength p of the second vertical structure foam lightweight soil bottom l2 =[γ p ·h p +γ c ·h c +γ l ·(h e -h c )]·K l The second vertical structure of the F-type structure is subjected to the lateral earth pressure Where, the active earth pressure coefficient K of the pavement structure and EPS block is e =1 / 3, active earth pressure coefficient K of foam lightweight soil embankment l =0.

1. According to the resultant lateral earth pressure Eal1 of the second vertical structure, the thickness of the second vertical structure is determined by structural verification.

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