Construction method of fabricated roadbed and pavement

Abstract

The invention relates to the technical field of road engineering, discloses a construction method of an assembly type roadbed and pavement, and aims to solve the problems that an existing temporary road is poor in structural integrity and low in bearing capacity, and components are difficult to recycle. The method comprises the following steps: firstly, preparing a special soilbag with a built-in internal tie structure, filling bulk materials in a layered manner, and compacting to form an assembled roadbed block with a stable geometrical shape; then, the roadbed blocks are laid on a flattened foundation in an array mode, connection and locking are conducted through external interlocking structures preset on all the blocks, and an integral roadbed is formed; and finally, an assembly type surface layer is laid on the integral roadbed. All the blocks are connected into a synergistically stressed whole through an external interlocking structure, so that the bearing capacity and the deformation resistance of the roadbed are greatly improved. The method is rapid in construction and convenient to disassemble and assemble, all components can be completely recycled and reused, and the method has remarkable economic benefits and environmental protection advantages.

Description

Technical Field

[0001] The present invention belongs to the technical field of road engineering, and in particular relates to a construction method of an assembled roadbed and pavement. Background Art

[0002] In various engineering construction, mining, field exploration and other scenarios, it is often necessary to quickly build temporary roads that can carry heavy equipment and vehicles. At present, the construction method of such temporary roads is usually to directly lay and compact bulk materials such as gravel and slag on the leveled foundation to form a roadbed. However, the roadbed structure formed by this traditional method is inherently loose and lacks integrity and effective constraints. Under the repeated action of vehicle loads, especially heavy loads, the roadbed material is prone to lateral slippage and uneven settlement, resulting in the rapid development of rutting, potholes and other road surface defects, a short service life, and the need for frequent maintenance.

[0003] More importantly, when the service life of temporary roads ends, these paved bulk materials are often mixed with the underlying soil layer and are difficult to be effectively recycled. They are usually discarded as construction waste, which is contrary to the green and sustainable development concept pursued by modern engineering. Even if there is a plan to try to use simple geobags or prefabricated panels, ordinary geobags cannot form a flat and stable bearing surface due to their own easy deformation, nor can they form an effective connection between blocks, and prefabricated panels cannot solve the stability problem of the underlying bulk foundation. Therefore, how to provide a temporary road construction method with efficient construction, stable structure, and the ability to achieve complete recycling and reuse of components is a technical problem that needs to be solved urgently in this field. Summary of the Invention

[0004] The present invention aims to solve the technical problems that existing temporary roads have low bearing capacity and short service life due to poor roadbed structural integrity, and their components cannot be effectively recycled after dismantling, thus generating a large amount of construction waste.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A first aspect of the present invention provides a method for constructing an assembled roadbed and pavement, the method comprising:

[0007] a. Roadbed block preparation step: preparing a plurality of prefabricated roadbed blocks, wherein the prefabricated roadbed blocks are composed of special geobags filled with bulk materials, wherein the special geobags have an internal tie structure and an external interlocking structure;

[0008] b. Roadbed paving and interlocking step: paving the prefabricated roadbed blocks on the leveled foundation, and connecting adjacent prefabricated roadbed blocks through the external interlocking structure to form an integral roadbed;

[0009] c. Surface layer laying step: laying an assembled surface layer on the integral roadbed.

[0010] In the technical solution provided by the present invention, the core technical idea is to construct a stable and reversible engineering system through a two-level structural design.

[0011] The first level is the internal stability of a single prefabricated roadbed block. This is achieved by installing an internal tie structure inside a specialized geobag that connects the opposite inner walls of the bag. When the bag is filled with bulk material, the pressure from the filler creates tension in the internal tie structure. This tension in turn constrains the bag's expansion and deformation, allowing the entire roadbed block to maintain its pre-set, regular geometric shape and form a flat top surface. This fundamentally solves the technical problem of ordinary geobags bulging outwards into a pillow-like shape when under pressure, ensuring that each roadbed block itself is a stable, flat load-bearing unit.

[0012] The second level is the system integrity between the roadbed blocks. By incorporating an external interlocking structure on the exterior of the specialized geobags, adjacent roadbed blocks can be connected and locked together during the roadbed installation process. This interlocking mechanism integrates the previously independent, discrete unit blocks into a horizontally continuous, coordinated, integrated roadbed. This integrated roadbed effectively resists the lateral thrust and shear forces generated by moving vehicles, preventing separation or misalignment between blocks, thereby ensuring the stability and durability of the entire roadbed system.

[0013] Preferably, the roadbed block preparation step specifically includes: filling the bulk material into the special geobag in layers, vibrating and compacting each layer of the bulk material; and sealing the special geobag after filling and compaction. This layered filling and compaction process ensures uniformity and high density of the filling material within the bag, wherein the final compaction degree of the filling material within the bag can reach 95-98%.

[0014] Preferably, the external interlocking structure includes a connecting ring provided on one side of the specialized geobag and a connecting tongue provided on the other side. The connecting step specifically comprises: passing the connecting tongue of one roadbed block through the connecting ring of an adjacent roadbed block and inserting a locking pin to lock it. This structure is simple and reliable, facilitating quick on-site operation.

[0015] Preferably, before the roadbed paving and interlocking steps, a site preparation step is also included, which includes leveling and compacting the original foundation, and measuring and laying out the lines to provide an accurate benchmark for subsequent prefabricated construction.

[0016] Preferably, to ensure the durability of the structure, the special geobag is made of high-strength polypropylene or polyethylene terephthalate flat yarn woven geotextile. The internal tie structure is a plurality of high-strength polyester tie straps arranged in a matrix or diamond grid inside the bag body.

[0017] Preferably, to achieve local material and resource utilization, the bulk material is graded sand and gravel, recycled aggregate from construction waste, or a mixture of the two. The particle size of the graded sand and gravel ranges from 5 to 50 mm, and the particle size of the recycled aggregate from construction waste ranges from 10 to 60 mm. When the mixture is a mixture of the graded sand and gravel and recycled aggregate from construction waste, the volume ratio is 3:7 to 7:3.

[0018] Preferably, before the surface layer laying step, a layer of non-woven geotextile is laid on the monolithic roadbed as an isolation layer for isolation and protection. The assembled surface layer can be a precast concrete slab, a steel plate or a polymer composite plate.

[0019] In summary, the present invention includes at least one of the following beneficial technical effects:

[0020] 1. The present invention ensures that each assembled roadbed block can maintain a regular geometric shape and a stable bearing surface by providing an internal tie structure inside the special geobag. The independent blocks are then connected and locked into a whole through an external interlocking structure, so that the entire roadbed can bear the force in a coordinated manner and effectively disperse the vehicle load, thereby significantly improving the stability and bearing capacity of the overall structure.

[0021] 2. The construction method of the present invention adopts fully assembled operations. By prefabricating standardized assembled roadbed blocks off-site, only hoisting, laying and interlocking are required on-site, which greatly simplifies the on-site procedures and eliminates the need for long-term maintenance required for traditional roadbed construction, thereby significantly shortening the construction period. Its dismantling process is also efficient and fast, realizing the rapid construction and restoration of the road.

[0022] 3. This construction method offers significant environmental benefits. Because the roadbed blocks and surface panels are dry-connected and assembled, dismantling is non-destructive and reversible. The recovered prefabricated roadbed blocks and surface components can be fully transferred and reused in the next project, fundamentally avoiding the large amounts of construction waste generated during traditional temporary road demolition and achieving resource recycling.

[0023] 4. By creatively introducing an internal tie structure inside the bag, the technical problem of traditional geobags being prone to swelling and deformation after being compressed is fundamentally solved, ensuring that each prefabricated roadbed block can form a highly flat top surface. This inherent flatness provides a high-quality base for the paving of the upper prefabricated surface layer, and is the key to ensuring the final road surface flatness and driving comfort.

[0024] 5. The design of the external interlocking structure transforms the originally loosely arranged independent blocks into a tightly connected, coordinated, integrated roadbed system. When a vehicle generates lateral thrust or shear force, this force can be effectively transmitted and dispersed between adjacent blocks through the external interlocking structure, thereby effectively suppressing the relative slip and separation between the blocks, ensuring that the roadbed will not become loose or structurally fail under long-term use. DETAILED DESCRIPTION

[0025] Example 1

[0026] This embodiment provides a method for constructing a prefabricated roadbed and pavement using intermediate parameter values.

[0027] 1. Component and material specifications

[0028] Special geobags:

[0029] Bag material: High-strength polypropylene flat yarn woven geotextile with a unit area mass of 380g / m 2 The warp / weft breaking strength is 65kN / m.

[0030] Internal tie tape: A polyester tie tape with a width of 55mm and a thickness of 2.0mm is used, arranged in a matrix pattern inside the bag with a spacing of 300mm.

[0031] External interlocking structure: the inner diameter of the connecting ring is 70mm and the width of the connecting tongue is 65mm.

[0032] Design dimensions of roadbed blocks: length 2000mm × width 1500mm × height after filling 400mm.

[0033] Filling material:

[0034] Components: A mixture of graded sand and gravel and recycled aggregates from construction waste.

[0035] Mix ratio: graded sand and gravel: recycled aggregate = 5:5 (volume ratio).

[0036] Locking pin rod: Made of Q235 steel rod with a diameter of 45mm.

[0037] 2. Construction steps

[0038] Step 1: Site Preparation: Level the ground and compact it with a vibratory roller until the compaction reaches 92%.

[0039] Step 2: Prepare the roadbed blocks. Fill the mixed fill material into specialized geobags in two layers, with each layer approximately 250mm thick. After each layer, compact the fill material using a plate vibrating rammer until the bag reaches 96% compaction. Once completed, sew the bag shut.

[0040] Step 3: Roadbed Laying and Interlocking. Use a crane to lay the roadbed blocks one by one, keeping the gap between adjacent blocks within 15mm. Pass the connecting tongue through the connecting ring and insert the locking pin to complete the locking.

[0041] Step 4: Surface layer laying. On the paved integral roadbed, first lay a layer of 200g / m 2 The non-woven geotextile is used as the isolation layer, and then a precast concrete slab with a thickness of 250mm is laid on the isolation layer.

[0042] Example 2

[0043] This embodiment provides a method for constructing a prefabricated roadbed and pavement using a lower limit of parameter values, which is suitable for scenarios with relatively low load-bearing requirements.

[0044] 1. Component and material specifications

[0045] Special geobags:

[0046] Bag material: High-strength polypropylene (PP) flat yarn woven geotextile with a unit area mass of 250g / m 2 The warp / weft breaking strength is 40kN / m.

[0047] Internal tie tape: A polyester tie tape with a width of 40mm and a thickness of 1.5mm is used, arranged in a matrix pattern inside the bag with a spacing of 450mm.

[0048] External interlocking structure: the inner diameter of the connecting ring is 50mm and the width of the connecting tongue is 45mm.

[0049] Design dimensions of roadbed blocks: length 1500mm, width 1000mm × height after filling 250mm.

[0050] Filling material:

[0051] Components: A mixture of graded sand and gravel and recycled aggregates from construction waste.

[0052] Mix ratio: graded sand and gravel: recycled aggregate = 3:7 (volume ratio).

[0053] Locking pin rod: Made of high-density polyethylene (HDPE) solid rod with a diameter of 30mm.

[0054] 2. Construction steps

[0055] Step 1: Site preparation: Level the ground and compact it with a vibratory roller until the compaction reaches 90%.

[0056] Step 2: Prepare the roadbed blocks. Fill the mixed fill material into specialized geobags in two layers, with each layer approximately 150mm thick. After each layer, compact the fill material using a plate vibratory rammer until the bag reaches 95% compaction. Once completed, sew the bag shut.

[0057] Step 3: Roadbed Laying and Interlocking. Use a crane to lay the roadbed blocks one by one, keeping the gap between adjacent blocks within 10mm. Pass the connecting tongue through the connecting ring and insert the locking pin to complete the locking.

[0058] Step 4: Surface layer laying. On the paved integral roadbed, first lay a layer of 150g / m 2 The non-woven geotextile is used as the isolation layer, and then a 15mm thick steel plate is laid on the isolation layer.

[0059] Example 3

[0060] This embodiment provides a method for constructing a prefabricated roadbed and pavement using an upper limit on parameter values, which is suitable for heavy-load or long-term use scenarios.

[0061] 1. Component and material specifications

[0062] Special geobags:

[0063] Bag material: High-strength polyethylene terephthalate (PET) flat yarn woven geotextile with a unit area mass of 500g / m 2 The warp / weft breaking strength is 90kN / m.

[0064] Internal tie tape: A polyester tie tape with a width of 70 mm and a thickness of 3.0 mm is used, arranged in a diamond grid pattern inside the bag with a spacing of 200 mm.

[0065] External interlocking structure: the inner diameter of the connecting ring is 90mm and the width of the connecting tongue is 85mm.

[0066] Design dimensions of roadbed blocks: length 3000mm × width 2500mm × height after filling 500mm.

[0067] Filling material:

[0068] Components: A mixture of graded sand and gravel and recycled aggregates from construction waste.

[0069] Mix ratio: graded sand and gravel: recycled aggregate = 7:3 (volume ratio).

[0070] Locking pin rod: Made of Q235 steel rod with a diameter of 60mm.

[0071] 2. Construction steps

[0072] Step 1: Site Preparation: Level the ground and compact it with a vibratory roller until the compaction reaches 93%.

[0073] Step 2: Prepare the roadbed blocks. Fill the mixed fill material into specialized geobags in three layers, with each layer approximately 200mm thick. Compact each layer with a plate vibrating tamper until the fill material reaches 98% compaction. Once completed, sew the bag shut.

[0074] Step 3: Roadbed Laying and Interlocking. Use a crane to lay the roadbed blocks one by one, keeping the gap between adjacent blocks within 25mm. Pass the connecting tongue through the connecting ring and insert the locking pin to complete the locking.

[0075] Step 4: Surface layer laying. On the paved integral roadbed, first lay a layer of 250g / m 2 The non-woven geotextile is used as the isolation layer, and then a precast concrete slab with a thickness of 300mm is laid on the isolation layer.

[0076] Comparative Example 1

[0077] Compared with Example 1, the difference is that the internal tie structure is not provided inside the special geobag used therein, and the rest are the same.

[0078] Comparative Example 2

[0079] Compared with Example 1, the difference is that the special geobags used therein are not provided with connecting rings and connecting tongues for interlocking on the outside, and in the roadbed paving step, only the blocks are spliced and arranged without interlocking connection, and the rest are the same.

[0080] Comparative Example 3

[0081] Compared with Example 1, the difference is that in the roadbed paving and interlocking steps, although the connecting tongue is passed through the connecting ring, the sub-step of inserting the locking pin rod for locking is omitted, and the rest are the same.

[0082] Comparative Example 4

[0083] Compared with Example 1, the difference is that the bag material of the special geotextile bag used is 100g / m 2 , a polypropylene flat yarn woven geotextile with a warp / weft breaking strength of 15 kN / m, this parameter is lower than the lower limit of the range required by the present invention, and the rest are the same.

[0084] Comparative Example 5

[0085] Compared with Example 1, the difference is that in the roadbed block preparation step, the final compaction degree of the filling material in the bag only reaches 85%, which is lower than the lower limit of the range required by the present invention. The rest are the same.

[0086] Experiment 1: Comparative experiment on static loading performance of prefabricated roadbed blocks

[0087] Experimental procedures

[0088] This experiment aims to compare and verify the effect of internal tie structures on the deformation and stability maintenance of prefabricated roadbed blocks under static loads.

[0089] Sample Preparation: Prepare a roadbed block sample according to the method of Example 1, labeled S-1. Prepare a roadbed block sample according to the method of Comparative Example 1 (i.e., without the internal tie structure), labeled D-1. Ensure that the external dimensions, filler material type, and total amount of both samples are identical. Place both samples on firm, level ground.

[0090] Measuring Point Layout: Set one measuring point at the center of each sample's top surface (center measuring point), and two measuring points at the midpoints of each edge in the length and width directions (edge measuring points, a total of four). Use a high-precision displacement meter or level to measure and record the initial elevation of all measuring points. Measure and record the initial width of the sample in both the length and width directions.

[0091] Loading process: Slowly place a 500mm x 500mm, 1500kg homogeneous steel counterweight at the center of the top surface of sample S-1. After sample deformation stabilizes (typically 5 minutes after loading), remeasure and record the elevation of all measurement points, as well as the maximum width of the sample in both the length and width directions.

[0092] Unloading and recovery: Remove the steel counterweight. 5 minutes after unloading, measure and record the elevation of all measuring points and the width of the sample again.

[0093] Data Recording and Processing: Repeat steps 3 and 4 for sample D-1. Based on the measured data, calculate the center point settlement, edge point settlement, maximum surface height difference (flatness), and lateral bulge of each sample under loading.

[0094] Experimental data

[0095] Table 1 Comparative data of static loading performance of roadbed blocks

[0096]

[0097]

[0098] Note: Maximum surface elevation difference = highest elevation of edge point after loading - elevation of center point after loading.

[0099] Experimental Summary

[0100] The experimental data in Table 1 demonstrates that the roadbed block (S-1) prepared using the present invention exhibits significantly less center point settlement and lateral expansion than the comparative example (D-1) when subjected to the same static load. Furthermore, S-1 maintains good surface flatness even after loading, while D-1 exhibits a significant center depression and edge bulges, resulting in significant surface elevation differences.

[0101] This phenomenon stems from the core technical mechanism of the inventive method: a pre-set internal tie structure within the specialized geobags, providing an internal three-dimensional constraint system for the loose fill material. When an external load is applied to the top surface of the roadbed block, this internal tie structure is placed in tension, generating a tensile force that effectively counteracts the tendency of the fill material to slip and flow laterally. This internal constraint distributes vertical loads more evenly throughout the block, thereby suppressing concentrated vertical deformation and lateral bulging, resulting in the roadbed block as a whole exhibiting mechanical properties similar to a quasi-rigid body.

[0102] In contrast, the comparative sample, lacking this critical internal tie structure, behaves essentially like an ordinary sandbag. Under vertical load, the bulk material inside lacks effective lateral constraints and will naturally flow to the lateral areas with less pressure, causing severe settlement at the load point and passive extrusion of the sides to form bulges. This not only causes the individual blocks to lose their function as a level foundation, but also fails to provide stable and reliable support for the surface structure above. Therefore, the presence or absence of an internal tie structure is the fundamental factor that determines whether the prefabricated roadbed block can achieve its designed function.

[0103] Experiment 2: Comparative experiment on lateral stability of prefabricated roadbed system

[0104] Experimental procedures

[0105] This experiment aims to compare and verify the role of external interlocking structures in maintaining structural integrity and resisting inter-block displacement of prefabricated roadbed systems when subjected to lateral loads.

[0106] Sample preparation: Four roadbed block samples were prepared according to the method of Example 1. Following the construction steps, these four roadbed blocks were laid and interlocked in a 2×2 matrix to form a monolithic roadbed system, labeled S-2. Four additional roadbed block samples prepared according to Example 1 were laid according to the method of Comparative Example 2 (i.e., only the blocks were tightly spliced and arranged without external interlocking structures) to form a comparative roadbed system, labeled D-2.

[0107] Measuring point layout: Set three measuring points along one of the central joints of each roadbed system (i.e., the cross joint where the four blocks meet). Use a high-precision gap gauge or feeler gauge to measure and record the initial width of the joint.

[0108] Loading device setup: Place a hydraulic jack with a pressure sensor horizontally outside one of the central roadbed blocks, with the other end of the jack resting against a fixed reaction wall. The loading direction is perpendicular to the joint measured in step 2.

[0109] Loading process: Start the hydraulic jack and apply a lateral thrust to the roadbed block. Increase the thrust to 5kN, 10kN, and 15kN, holding the load for 3 minutes at each load level. At the end of each load level, measure and record the width of the center joint at three points.

[0110] Data Recording and Processing: Complete the loading process for both subgrade systems S-2 and D-2. Based on the measured data, calculate the average center joint opening of each system at each level of load.

[0111] Experimental data

[0112] Table 2 Comparative data of lateral load performance of roadbed system

[0113]

[0114] Note: Average seam opening = average width after loading - initial average width.

[0115] Experimental Summary

[0116] The experimental results in Table 2 clearly show that, under the same lateral thrust, the monolithic roadbed system (S-2) constructed using the present invention exhibits minimal joint opening between the blocks, demonstrating excellent system integrity. In contrast, the comparative roadbed system (D-2), which does not employ an interlocking structure, exhibits significant joint opening even under lower loads, indicating severe separation and misalignment between the blocks.

[0117] This significant difference reveals the key mechanism of action of the external interlocking structure in the method of the present invention. In the roadbed system S-2, when a lateral thrust is applied to a single block, the force is rapidly transmitted and dispersed to all adjacent blocks through the interlocking system composed of a preset connecting ring, connecting tongue and locking pin. This transforms the local force into an overall reaction force for the entire roadbed system, effectively binding all independent blocks into a structural plane that is subjected to coordinated force. This structural plane relies on the overall weight and bottom friction to jointly resist the external lateral thrust, thereby effectively suppressing the relative slip between the blocks.

[0118] In contrast, in comparison system D-2, due to the lack of effective force transfer paths between the blocks, the lateral thrust is almost entirely borne by the individual blocks under load. Its ability to resist slippage stems solely from the friction between the individual blocks and the foundation, which is far insufficient to withstand significant lateral loads. Therefore, slippage is highly likely to occur, leading to a loss of structural continuity and integrity in the roadbed system. This comparison clearly demonstrates that external interlocking structures are the key to achieving a stable system platform from a stable unit block, and are an essential technical component to ensure that the prefabricated roadbed can function as a reliable whole and serve the road's function.

[0119] Experiment 3: Durability comparison test of interlocking structure of prefabricated roadbed

[0120] Experimental procedures

[0121] The purpose of this experiment is to compare and verify the locking effect of the locking pin rod in the external interlocking structure and its necessity to maintain the long-term stability of the roadbed system under cyclic lateral loading.

[0122] Sample Preparation: Four roadbed block samples were prepared according to the method of Example 1. Following the construction steps, these four roadbed blocks were laid in a 2×2 matrix. The connecting tongues were passed through the connecting rings and then locked with locking pins to form an integrated roadbed system, labeled S-3. Four other roadbed block samples prepared according to Example 1 were also laid in a 2×2 matrix. The connecting tongues were passed through the connecting rings, but the locking pin insertion step was omitted. This formed a comparative roadbed system, labeled D-3.

[0123] Measuring point layout: Measure and record the initial width at the center joint of each roadbed system.

[0124] Loading device setup: A hydraulic servo actuator capable of applying a reciprocating load is horizontally installed on the outside of one of the central roadbed blocks, with the other end of the actuator resting on a fixed reaction wall. The loading direction is perpendicular to the central joint.

[0125] Loading process: Start the hydraulic servo actuator to apply a cyclic lateral push-pull load of ±10kN to the roadbed block with a loading frequency of 0.5Hz.

[0126] Data Recording and Processing: After 100, 500, and 1000 loading cycles, the loading was paused and the permanent (residual) width of the center seam was measured and recorded. Based on the measured data, the cumulative center seam opening after each number of cycles was calculated for each system.

[0127] Experimental data

[0128] Table 3 Comparative data of cyclic lateral load stability of roadbed system

[0129]

[0130] Note: Cumulative seam opening = seam width after cycle - initial seam width.

[0131] Experimental Summary

[0132] Experimental data showed that after thousands of cycles of lateral loading, the roadbed system (S-3) constructed using the complete method of the present invention showed only minimal increase in the joint width between the blocks, demonstrating excellent structural durability and stability. In stark contrast, the comparative roadbed system (D-3), which omitted the locking pin locking step, saw its joint width rapidly increase with increasing cycles, ultimately leading to the failure of the connection structure.

[0133] This result profoundly reveals the mechanical mechanism of locking, a critical step in interlocking structures. In system S-3, the insertion of the locking pin transforms the originally flexible connection between the connecting tongue and the connecting ring into a rigid pinned structure with a clear shear bearing surface. This pinned structure can reliably transmit reciprocating tensile and compressive loads, limiting any relative sliding or dislodging tendency of the connecting tongue within the connecting ring, thereby ensuring that the entire roadbed system always works together as a whole under dynamic loads, and the relative positions of the blocks are firmly locked.

[0134] In contrast, in comparative system D-3, although the connecting tongue passed through the connecting ring, the lack of the retaining force of the locking pin meant that the connection was essentially a loose socket. Under cyclic push-pull loads, the flexible connecting tongue repeatedly experienced minute creep and retreat within the connecting ring. These irreversible micro-displacements accumulated over hundreds or thousands of cycles, ultimately causing the connecting tongue to gradually break free from the connecting ring and causing significant permanent deformation in the joint. This experiment strongly demonstrated that inserting the locking pin is the core step in activating the external interlocking structure and achieving the functional transition from temporary socketing to permanent locking, which is essential for the durable stability of the present method.

[0135] Experiment 4: Comparative experiment on the hoisting durability of prefabricated roadbed blocks

[0136] Experimental procedures

[0137] The purpose of this experiment is to compare and verify the necessity of material strength specifications of specialized geobags to ensure the structural integrity of roadbed blocks during manufacturing and installation.

[0138] Sample preparation: A roadbed block sample was prepared according to the method of Example 1 and labeled as S-4. A roadbed block sample was prepared according to the method of Comparative Example 4 (i.e., using a geotextile of low strength specification) and labeled as D-4.

[0139] Test Procedure: Use a standard four-point sling to connect the sample's lifting points. Lift the sample steadily to a height of 1 meter above the ground, hold for 1 minute, and then lower it steadily back to the ground. This process is counted as one lifting cycle.

[0140] Condition Inspection and Data Recording: After the first, fifth, tenth, and twentieth lifting cycles, pause the test and conduct a detailed visual inspection of the sample bag, particularly the seams at the lifting point connections and the bag bottom. Record any signs of excessive stretching, seam tears, fabric damage, or filler leakage. If a sample exhibits significant damage during the lift, making further safe lifting impossible, terminate the test immediately.

[0141] Experimental data

[0142] Table 4 Comparative experimental data of bag material lifting performance

[0143]

[0144] The experimental results clearly demonstrate that the roadbed block (S-4) made with bagged material meeting the strength specifications specified in the present invention easily withstood multiple lifting cycles while remaining intact. However, the comparative sample (D-4), made with lower-strength material, experienced seam tearing after only a few lifts. This quickly progressed to structural failure, with the lifting point completely detached, leading to complete failure.

[0145] This result fundamentally verifies the necessity of limiting the material properties of special geobags in the method of the present invention. In the construction method of the present invention, the prefabricated roadbed block is a heavy prefabricated component, and its preparation, transportation and laying processes are inseparable from hoisting operations. During the hoisting process, the special geobag containing several tons of filler material, the bag itself becomes the main load-bearing structure, bearing the huge tensile stress generated by the deadweight of the filler. The material strength specifications proposed by the present invention are safety thresholds set based on mechanical calculations of these stresses.

[0146] The mechanism of rapid failure of the comparative sample (D-4) is that the breaking strength of its bag material is far below the safety threshold and cannot withstand the actual stress generated during the lifting process, resulting in material yielding and even tearing at the lifting points and joints where the stress is most concentrated. Once this process begins, it will rapidly expand due to stress redistribution, eventually leading to catastrophic damage. This fully demonstrates that if there is a lack of clear requirements for the strength of the bag material, the entire prefabricated construction method will become impractical because its core components will be damaged during the construction stage. Therefore, the performance limitation of the bag material is a basic technical feature to ensure the smooth implementation of the method of the present invention and to ensure the integrity and reusability of the components.

[0147] Experiment 5: Comparative experiment on long-term settlement stability of prefabricated roadbed blocks

[0148] Experimental procedures

[0149] The purpose of this experiment is to compare and verify the effect of filler compaction on the settlement stability of prefabricated roadbed blocks under long-term static load.

[0150] Sample preparation: A roadbed block sample was prepared according to the method of Example 1. The final compaction degree of the bagged filler was 96%, and it was labeled S-5. A roadbed block sample was prepared according to the method of Comparative Example 5. The final compaction degree of the bagged filler was 85%, and it was labeled D-5.

[0151] Test setup: Two samples are placed side by side on a solid, level concrete floor. A high-precision displacement sensor is placed at the center of each sample's top surface to continuously or periodically monitor vertical settlement at that point.

[0152] Loading process: A completely identical concrete counterweight block with a mass of 2000kg is placed synchronously and steadily at the center of the top surface of each sample.

[0153] Data recording: Immediately after the load is applied, the initial settlement is recorded (t = 0). Subsequently, the settlement of the central measuring point is recorded again after the loading period reaches 1 hour, 6 hours, and 24 hours.

[0154] Data processing: Based on the measured data, calculate the total settlement of each sample at different time points.

[0155] Experimental data

[0156] Table 5 Comparative data of long-term static load settlement of roadbed blocks

[0157] Sample number Compaction Loading time Total settlement at center point (mm) S-5 (Example 1) 0.96 0 (initial) 14.1 1 hour 14.8 6 hours 15.3 24 hours 15.5 D-5 (Comparative Example 5) 0.85 0 (initial) 42.7 1 hour 58.9 6 hours 71.3 24 hours 80.6

[0158] Experimental Summary

[0159] Experimental data clearly demonstrate that, under the same long-term load, the roadbed block (S-5) prepared to the compaction level specified in the present invention exhibits very low initial and subsequent time-dependent settlement, and the structure quickly reaches stability after loading. In contrast, the comparative example sample (D-5), with insufficient filler compaction, not only experiences a significant initial settlement but also exhibits sustained and significant creep settlement during loading, resulting in a final total settlement several times that of S-5.

[0160] The underlying mechanism of this phenomenon lies in the fact that the degree of filler compaction directly determines the initial state and stability of the particle skeleton within the roadbed block. In the process of the present invention, achieving a compaction degree of over 95% through layered vibration compaction minimizes the interstices between bulk material particles, forming a stable, load-bearing network of tightly contacting, interlocking particles. When load is applied, this network effectively and instantly transmits and disperses stress, manifesting macroscopically as minimal elastic deformation. The internal tie structure also achieves optimal restraint in this high-density medium.

[0161] In contrast, the comparative sample has a compaction degree of only 85%, which means that there are a large number of uncompacted voids inside it. Under the action of load, the particle skeleton itself is in a metastable state, and the initial settlement includes not only elastic deformation, but also a large amount of plastic deformation caused by the crushing of voids. More importantly, under the action of continuous load, the particles will continue to fill the remaining voids through creep, dislocation, etc., resulting in macroscopically continuous and irreversible long-term settlement. This proves that the process parameter of compaction degree is not dispensable, but a key technical guarantee for building a stable internal particle structure, suppressing long-term settlement, and ensuring that the roadbed block has long-term service capacity as a load-bearing foundation.

[0162] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A construction method for an assembled roadbed and pavement, characterized in that: The following steps are involved: a. Roadbed block preparation step: preparing a plurality of prefabricated roadbed blocks, the prefabricated roadbed blocks are composed of special geobags filled with bulk materials, the special geobags are provided with an internal tie structure and an external interlocking structure; b. Roadbed paving and interlocking steps: paving the prefabricated roadbed blocks on the leveled foundation, and connecting adjacent prefabricated roadbed blocks through external interlocking structures to form an integral roadbed; c. Surface layer laying steps: Lay the prefabricated surface layer on the integral roadbed.

2. The method according to claim 1, characterized in that The roadbed block preparation step specifically includes: filling the bulk materials into the special geobags in layers, and vibrating and compacting each layer of the bulk materials; and sealing the special geobags after filling and compaction are completed.

3. The method according to claim 1, characterized in that In the roadbed paving and interlocking steps, the external interlocking structure includes a connecting ring arranged on one side of the special geobag and a connecting tongue on the other side; the connection step is specifically: passing the connecting tongue of one roadbed block through the connecting ring of the adjacent roadbed block, and inserting the locking pin rod to lock it.

4. The method according to claim 1, wherein Before the roadbed paving and interlocking steps, a site preparation step is also included; the site preparation step includes leveling and compacting the original foundation, and measuring and setting out.

5. The method according to claim 1, wherein The special geotextile bag is made of high-strength polypropylene or polyethylene terephthalate flat yarn woven geotextile; the internal tie structure is a plurality of high-strength polyester tie belts arranged in a matrix or diamond grid inside the bag body.

6. The method according to claim 1, characterized in that The bulk material is graded sand and gravel, or recycled aggregate from construction waste, or a mixture of the two.

7. The method according to claim 6, characterized in that The particle size range of the graded sand and gravel is 5 to 50 mm; the particle size range of the recycled construction waste regenerated aggregate is 10 to 60 mm; when the two are a mixture, the volume ratio of the graded sand and gravel to the recycled construction waste regenerated aggregate is 3:7 to 7:

3.

8. The method according to claim 2, characterized in that The final compaction degree of the filling material in the bag reaches 95-98%.

9. The method according to claim 1, characterized in that Before the surface layer laying step, the method further includes laying a layer of non-woven geotextile on the integral roadbed as an isolation layer.

10. The method according to claim 1 or 9, characterized in that The assembled surface layer is a prefabricated concrete slab, a steel slab or a polymer composite slab.

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