Municipal road half-range construction anti-sedimentation system and method
By using dynamic adjustment components and self-locking components in half-width construction of municipal roads, combined with data processing and collaborative calculation by controllers, the problem of uneven settlement between new and old roadbeds was solved. This enabled precise monitoring and active adjustment under heavy vehicle vibration, ensuring the smooth continuity and safety of the road.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- ZHEJIANG CHANG YI CONSTR CO LTD
- Filing Date
- 2026-01-09
- Publication Date
- 2026-05-12
AI Technical Summary
During the construction of half of the municipal road, the uneven settlement of the old and new roadbeds cannot be actively repaired in the later stage, and conventional adjustment equipment is prone to inaccurate monitoring and damage under the vibration interference of heavy vehicles.
By combining dynamic adjustment components, self-locking components, and interface buffer components, and through data processing and collaborative calculation by the controller, high-frequency vibration interference is eliminated, active settlement compensation is achieved, and a composite structure of hydraulic jacks and wedge-shaped steel blocks is used for dynamic and static adjustment.
It enables precise settlement monitoring and proactive adjustment under heavy vehicle vibration, avoiding equipment damage, ensuring the smoothness, continuity, and safety of the road, and reducing maintenance costs.
Smart Images
Figure CN122013633A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of municipal road engineering technology, and in particular to a system and method for preventing settlement during half-width construction of municipal roads. Background Technology
[0002] With the acceleration of urbanization, the widening and reconstruction of municipal roads are increasing. To alleviate traffic pressure during construction, these projects typically adopt a half-width construction, half-width traffic operation mode, that is, while maintaining normal traffic on one side, new roadbeds are spliced and paved on the other side. However, this construction mode faces extremely complex soil mechanics challenges.
[0003] Due to the significant difference in consolidation time, the settlement characteristics of new and old roadbeds are drastically different. Old roadbeds have stabilized after long-term traffic loads, while new roadbeds are still in a period of active settlement. This uneven settlement easily leads to longitudinal cracks at the center joint of the road, severely impacting the road's service life and traffic safety. Although the engineering community currently widely uses techniques such as geogrid reinforcement, deep mixing pile reinforcement, or high-pressure grouting to enhance the strength of new roadbeds, these methods are essentially passive, static reinforcement methods. Once the roadbed experiences unexpected settlement in the later stages of construction or the initial stage of operation, the aforementioned pre-embedded static structures cannot be subsequently remedied or adjusted. Repairs often require re-excavation or repeated grouting, which is not only costly but also severely disrupts normal traffic flow.
[0004] Furthermore, in the unique environment of half-width traffic, the frequent passage of heavy vehicles adjacent to the construction area generates continuous high-frequency vibrations. These vibrations not only accelerate the loosening and settlement of the new roadbed fill but also pose a severe challenge to traditional settlement monitoring and control technologies. Existing automated monitoring equipment often struggles to distinguish between elastic vibrations caused by vehicles and plastic settlement of the soil, leading to data distortion. Moreover, if existing hydraulic jacking equipment is directly applied to such scenarios, it is highly susceptible to misjudgment and forced jacking at the moment a heavy vehicle passes, or to seal failure and pressure release due to long-term exposure to dynamic alternating loads, failing to achieve long-term, stable, and intelligent active settlement compensation. Summary of the Invention
[0005] The purpose of this invention is to provide a system and method for preventing settlement during half-width construction of municipal roads, which solves the problems that uneven settlement between new and old roadbeds cannot be actively repaired in the later stage during half-width construction of municipal roads, and that conventional adjustment equipment is inaccurate in monitoring and easily damaged under the vibration interference of heavy vehicles.
[0006] To achieve the above objectives, the present invention provides the following technical solution:
[0007] A municipal road half-width construction anti-settlement system includes a roadbed deep layer, a foundation support component is provided on the top of the roadbed deep layer, a dynamic adjustment component is provided on the top of the foundation support component, a self-locking component is provided on the outside of the dynamic adjustment component, an interface buffer component is provided on the top of the dynamic adjustment component, and a controller is installed on the foundation support component.
[0008] The controller is configured to:
[0009] The data processing module is used to receive the raw height data collected by the dynamic adjustment component, and process it using a low-pass filtering algorithm to remove the high-frequency vibration component caused by vehicle traffic and extract the low-frequency component that characterizes soil settlement as the effective settlement value.
[0010] The collaborative calculation module is used to perform multi-point linkage calculations based on the road continuity model. When it is determined that a certain point needs adjustment based on the effective settlement value, the collaborative adjustment amount of the neighboring nodes centered on that point is calculated so that the adjustment amplitude of the adjacent nodes is smoothly attenuated.
[0011] The execution control module is used to drive the corresponding dynamic adjustment component to perform vertical lifting compensation according to the coordinated adjustment amount, and to control the self-locking component to perform horizontal following and locking.
[0012] Preferably, the foundation support component includes a precast concrete base, which is installed on the deep layer of the roadbed. The bottom of the precast concrete base is fixedly connected with a plurality of anchor piles, which are helical steel pipe piles with helical blades. The anchor piles are fixedly and vertically penetrate the shallow soil and anchored to the deep layer of the roadbed.
[0013] Preferably, the dynamic adjustment component includes a hydraulic jack and a displacement sensor. The hydraulic jack is vertically installed on the top of the precast concrete base; the displacement sensor is embedded in the side wall of the precast concrete base for real-time monitoring of vertical height changes.
[0014] Preferably, the self-locking assembly includes wedge-shaped steel blocks symmetrically arranged on both sides of the hydraulic jack. A bracket is fixedly connected to the precast concrete base, and one end of an electric push rod is fixedly connected to the bracket. The other end of the electric push rod is connected to the wedge-shaped steel blocks. A Teflon low-friction layer is provided on the sliding surface of the wedge-shaped steel blocks.
[0015] Preferably, the interface buffer assembly includes a rubber pad and a steel fiber reinforced concrete transition plate; the rubber pad is laid on the bearing surface of the hydraulic jack; one end of the steel fiber reinforced concrete transition plate overlaps the rubber pad, and the other end is connected to the edge of the construction area through a hinge structure.
[0016] Preferably, the execution control module is configured to perform actions according to the following timing sequence:
[0017] After the hydraulic jack is driven to lift the interface buffer assembly to the target height, the electric push rod is instructed to push the wedge-shaped steel block to move horizontally inward until it wedges into the gap. Then, the hydraulic jack is controlled to release pressure and transfer the load to the wedge-shaped steel block.
[0018] Preferably, the controller further comprises:
[0019] The feedforward early warning module communicates with the traffic flow monitoring unit located upstream. When a heavy vehicle signal is received, the feedforward early warning module instructs the execution control module to forcibly lock the oil circuit of the dynamic adjustment component and suspend active adjustment.
[0020] Preferably, the collaborative calculation module has a preset collaborative influence radius. When calculating the collaborative adjustment amount, adjustment instructions are generated only for neighboring nodes within the collaborative influence radius, and the generated collaborative adjustment amount decreases non-linearly as the distance between the neighboring node and the center point increases.
[0021] Preferably, the controller is installed on the side wall of the precast concrete base away from the construction area, and is provided with a waterproof and dustproof protective box.
[0022] A method for preventing settlement during half-width construction of municipal roads includes the following steps:
[0023] Step S1: Construct a foundation support component on the deep layer of the roadbed, and install the dynamic adjustment component, self-locking component and interface buffer component in sequence;
[0024] Step S2: The data collected by the dynamic adjustment component is low-pass filtered by the data processing module to remove high-frequency vibrations and obtain the effective settlement value;
[0025] Step S3: Determine the settlement situation through the collaborative calculation module. When the effective settlement value exceeds the threshold, calculate the collaborative adjustment amount of the neighborhood nodes centered on the settlement point.
[0026] Step S4: Drive the dynamic adjustment component to synchronously lift to the target height by the execution control module, and then drive the self-locking component to lock.
[0027] In summary, the present invention has at least one of the following beneficial technical effects:
[0028] 1. By configuring a data processing module and a feedforward early warning module in the controller, this invention can use a low-pass filtering algorithm to remove high-frequency vibration interference caused by vehicle traffic, accurately extract the true settlement value, and use traffic flow monitoring data to forcibly lock the adjustment action during heavy vehicle traffic. This effectively solves the problems of monitoring distortion caused by traffic vibration and easy damage to equipment during load lifting in half-width construction mode, and ensures the safe operation of the system.
[0029] 2. This invention adopts a composite structure of hydraulic jack and wedge-shaped steel block self-locking component. When adjustment is required, the hydraulic system provides power. After adjustment, the wedge-shaped steel block mechanically self-locks and bears long-term load. This dynamic and static combination mechanism avoids the risk of pressure leakage and oil leakage caused by long-term high-pressure support of the hydraulic system, greatly extends the service life of the equipment, and ensures the absolute stability of the roadbed support.
[0030] 3. This invention utilizes a collaborative computing module to execute multi-point linkage control based on a continuous model, enabling neighboring nodes around the settlement point to coordinate and adjust according to a nonlinear decreasing law, forming a smooth transition curve. This fundamentally avoids the pavement step effect and shear cracking risk caused by traditional single-point independent jacking, and is particularly suitable for municipal road asphalt pavements with extremely high requirements for smoothness. Attached Figure Description
[0031] Figure 1 This is a perspective view of the present invention;
[0032] Figure 2 This is a partial structural diagram of the present invention;
[0033] Figure 3 This is a schematic diagram of the self-locking component of the present invention;
[0034] Figure 4 This is a schematic diagram of the interface buffer component of the present invention;
[0035] Figure 5 This is a schematic diagram of the system of the present invention;
[0036] Figure 6 This is a flowchart of the method of the present invention.
[0037] The components include: 1. Deep subgrade; 2. Foundation support components; 21. Precast concrete base; 22. Anchor piles; 3. Dynamic adjustment components; 31. Hydraulic jacks; 32. Displacement sensors; 4. Interface buffer components; 41. Rubber pads; 42. Steel fiber reinforced concrete transition plates; 5. Self-locking components; 51. Wedge-shaped steel blocks; 52. Electric push rods; 53. Brackets; 54. Teflon low-friction layer; and 6. Controller. Detailed Implementation
[0038] The following is in conjunction with the appendix Figure 1 -Appendix Figure 6 The present invention will be further described in detail below.
[0039] This invention provides a half-width construction anti-settlement system for municipal roads, comprising a deep subgrade layer 1, a foundation support component 2 at the top of the deep subgrade layer 1, a dynamic adjustment component 3 at the top of the foundation support component 2, a self-locking component 5 on the outside of the dynamic adjustment component 3, an interface buffer component 4 at the top of the dynamic adjustment component 3, and a controller 6 installed on the foundation support component 2. The foundation support component 2 includes a precast concrete base 21, which is installed on the deep subgrade layer 1. Multiple anchor piles 22 are fixedly connected to the bottom of the precast concrete base 21. The anchor piles 22 are helical steel pipe piles with helical blades, and the anchor piles 22 are fixedly and vertically penetrated through the shallow soil and anchored to the deep subgrade layer 1. The dynamic adjustment component 3 includes a hydraulic jack 31 and a displacement sensor 32; the hydraulic jack 31 is vertically installed on the top of the precast concrete base 21; the displacement sensor 32 is embedded in the side wall of the precast concrete base 21 for real-time monitoring of vertical height changes; the interface buffer component 4 includes a rubber pad 41 and a steel fiber reinforced concrete transition plate 42; the rubber pad 41 is laid on the bearing surface of the hydraulic jack 31; one end of the steel fiber reinforced concrete transition plate 42 overlaps the rubber pad 41, and the other end is connected to the edge of the construction area through a hinge structure; the controller 6 is installed on the side wall of the precast concrete base 21 away from the construction area, and is equipped with a waterproof and dustproof protective box.
[0040] Specifically, the anchor pile 22 is made of Q345B high-strength steel, with the width of its spiral blades being 1 / 3 to 1 / 2 of the pile diameter and the pitch being 500mm-800mm. This structure utilizes the soil dilatation effect to improve the pull-out resistance and bearing capacity of a single pile, ensuring the formation of an absolutely stable zero-settlement reference point in the deep subgrade layer 1 (such as a hard plastic clay layer or dense sand layer). The top of the anchor pile 22 is welded with a flange, which is rigidly connected to the pre-embedded steel plate at the bottom of the precast concrete base 21 via high-strength bolts. The precast concrete base 21 is made of C40 or higher grade reinforced concrete, and has internal PVC conduits for installing hydraulic lines and sensor cables to prevent damage to the lines during pouring or backfilling. For precision monitoring and adjustment, the hydraulic jack 31 is a flat, large-tonnage jack with a rated lifting force of not less than 500kN and a stroke of 50-100mm. It is equipped with a hydraulic lock to prevent accidental pressure loss; the displacement sensor 32 is a magnetostrictive displacement sensor with an accuracy of 0.01mm. Its probe is fitted with wear-resistant balls that contact a stainless steel sliding plate embedded in the bottom of the steel fiber reinforced concrete transition plate 42, ensuring that the sensor probe is not sheared and damaged during horizontal displacement due to thermal expansion and contraction of the road surface, and always maintains vertical monitoring. The wedge-shaped steel block 51 in the self-locking assembly 5 is forged from 45# steel and surface-hardened to ensure self-locking through static friction in the event of hydraulic failure. The Teflon low-friction layer 54 is a 2-3mm thick polytetrafluoroethylene plate, adhered to the bottom surface of the wedge-shaped steel block 51, reducing the sliding friction coefficient to below 0.04. The steel fiber reinforced concrete transition plate 42 in the interface buffer assembly 4 contains 40-60 kg / m³ of Teflon. 3 The steel fiber reinforced concrete transition plate features hook-shaped steel fibers to enhance its flexural strength and toughness, preventing brittle fracture during dynamic adjustment. The hinged structure includes double-ear supports fixed to the old roadbed side at the edge of the construction area and single-ear connectors embedded in the ends of the steel fiber reinforced concrete transition plate 42. These are connected in series by 40Cr alloy steel pins with diameters ranging from φ30mm to φ50mm. To accommodate thermal expansion and contraction of the road surface and displacement caused by dynamic jacking, the pin holes on the single-ear connectors are designed as slotted holes, with their long axis arranged longitudinally along the road surface. This allows the transition plate to experience ±15mm of horizontal sliding displacement and a vertical rotation angle of 0° to 8°, thus preventing stress concentration or transition plate fracture due to static indeterminacy. The box body is fully welded from 1.5mm-2.0mm thick 304 stainless steel plates. The box door has a labyrinthine sealing groove with an embedded EPDM rubber sealing strip to block underground moisture and dust. The cable entry holes at the bottom of the enclosure are all equipped with PG series nylon waterproof cable connectors (Cable Gland), and any excess pores are encapsulated with epoxy resin to ensure that the internal circuitry of the controller remains dry and stable for a long time in environments with water accumulation on municipal roads or vehicle spraying.
[0041] Controller 6 is configured as follows:
[0042] The data processing module is used to receive the raw height data collected by the dynamic adjustment component 3, and process it using a low-pass filtering algorithm to remove the high-frequency vibration component caused by vehicle traffic and extract the low-frequency component that characterizes soil settlement as the effective settlement value.
[0043] The collaborative calculation module is used to perform multi-point linkage calculations based on the pavement continuity model. When it is determined that a certain point needs adjustment based on the effective settlement value, the collaborative adjustment amount of the neighboring nodes centered on that point is calculated so that the adjustment amplitude of the adjacent nodes is smoothly attenuated.
[0044] The execution control module is used to drive the corresponding dynamic adjustment component 3 to perform vertical lifting compensation according to the coordinated adjustment amount, and control the self-locking component 5 to perform horizontal following and locking.
[0045] Specifically, the data processing module has a pre-built adaptive low-pass filtering algorithm for the characteristics of half-width construction traffic flow. Considering that the instantaneous vibration frequency caused by heavy vehicles is usually higher than 5Hz, while the frequency of soil consolidation settlement is extremely low (close to 0Hz), this module uses a first-order lag filtering formula to iteratively process the collected data:
[0046] ;
[0047] in, This represents the effective settlement value after filtering. This is the raw height data collected by displacement sensor 32 in this instance. This is the output value after the previous filtering; The filter coefficients range from 0.01 to 0.05. Using this formula, the system can effectively filter out... The high-frequency, large-amplitude jump components generated by the instantaneous impact of the vehicle affect the output curve. It smoothly reflects the actual settlement trend of the soil. This effect ensures that the system will not misjudge permanent settlement due to the elastic pressure of the road surface when vehicles pass by, thus avoiding jack malfunctions. To solve the problems of poor synchronization and road step effect caused by uneven foundation settlement or differences in hydraulic pipeline resistance during multi-point jacking, this embodiment adopts a multi-point synchronous drive control strategy combining hardware and software, specifically including the following three aspects:
[0048] Independent flow control at the hardware level: The hydraulic drive system abandons the traditional single-pump, single-valve-controlled multi-cylinder mode and adopts a one-pump, multi-valve independent control architecture. At the hydraulic circuit inlet of each dynamic adjustment component 3, an electro-hydraulic proportional flow control valve (preferably a high-frequency response servo valve) is connected in series. The controller 6, by outputting PWM pulse width modulation signals with different duty cycles, can independently and steplessly adjust the hydraulic oil flow to each hydraulic jack 31. This means that even if the loads at different points are different, the system can achieve speed consistency by adjusting the valve opening.
[0049] Algorithm-level cross-coupling compensation: The collaborative computing module embeds an adjacent cross-coupled PID control algorithm. During the lifting action, the system does not rely on a single master signal, but instead compares the displacement data of adjacent nodes in real time.
[0050] Location closed loop: Calculate the difference between the actual height and the target height of each node as the basis for PID calculation;
[0051] Synchronization compensation: Calculate the height difference between this node and its left and right neighboring nodes. .when When the flow exceeds a preset smoothing threshold (e.g., 2mm), the controller automatically triggers a synchronous compensation mechanism, i.e., a peak-shaving and valley-filling strategy. If a node rises too quickly, the opening of its corresponding proportional valve is automatically reduced, while the valve opening of lagging nodes is slightly increased. Through this dynamic flow distribution, all support points are forced to rise synchronously according to a preset Gaussian distribution curve or smooth plane.
[0052] Feedback calibration at the data level: To eliminate cumulative errors caused by sensor temperature drift or mechanical clearance, the system has a zero-point self-check mechanism. Before each lifting cycle begins (i.e., before the self-locking component 5 is unlocked), the system zeroes the displacement sensor based on the current mechanical locking height. Simultaneously, a Kalman filter algorithm is used to preprocess the acquired displacement signal, filtering out high-frequency noise caused by hydraulic pulsation, ensuring that the input data accuracy of synchronous control reaches the 0.1mm level. This guarantees a smooth and continuous road surface lifting process, avoiding secondary damage to the road structure layer due to sudden changes in movement.
[0053] The self-locking assembly 5 includes a wedge-shaped steel block 51, which is symmetrically arranged on both sides of the hydraulic jack 31. A bracket 53 is fixedly connected to the precast concrete base 21, and one end of an electric push rod 52 is fixedly connected to the bracket 53. The other end of the electric push rod 52 is connected to the wedge-shaped steel block 51. A Teflon low-friction layer 54 is provided on the sliding surface of the wedge-shaped steel block 51.
[0054] Specifically, the upper surface of the wedge-shaped steel block 51 is coated with a polytetrafluoroethylene low-friction layer 54, with the friction coefficient μ controlled between 0.04 and 0.1. This low-friction layer reduces the tangential resistance when the electric actuator 52 drives the wedge-shaped steel block 51 to displacement, enabling the electric actuator 52 to drive the wedge-shaped steel block 51, which bears a large tonnage load, with lower power. The electric actuator 52 has an internal trapezoidal screw or worm gear transmission mechanism with a helix angle smaller than its equivalent friction angle, possessing a reverse self-locking characteristic. When the hydraulic jack 31 is depressurized, the vertical load on the road surface is converted into a horizontal thrust through the inclined surface of the wedge-shaped steel block 51. Although this horizontal thrust is greater than the friction force on the bottom surface of the wedge-shaped steel block 51, it is rigidly borne by the mechanical transmission mechanism of the electric actuator 52. The mechanical self-locking mechanism of the electric actuator 52 after power failure prevents the wedge-shaped steel block 51 from retracting, thus achieving long-term stable support of the road structure under vertical loads.
[0055] The execution control module is configured to perform actions in the following timing sequence:
[0056] Before performing the lifting action, the collaborative calculation module first calculates the target height of each support point based on the principle of road surface smoothness. After driving the hydraulic jack 31 to lift the interface buffer component 4 to the target height, it instructs the electric push rod 52 to push the wedge steel block 51 to move horizontally inward until it wedges into the gap. Then, it controls the hydraulic jack 31 to release pressure and transfer the load to the wedge steel block 51.
[0057] Specifically, the target height is defined as the theoretical elevation of the fitted ideal smooth surface at each hydraulic jack coordinate point, under the constraints of zero elevation difference at the connection between the construction area and the existing roadbed, and the longitudinal slope change rate between adjacent nodes within the construction area being less than a preset threshold (e.g., 0.3%). The execution control module uses this theoretical elevation as the reference input for closed-loop control, driving the hydraulic jacks to eliminate the deviation between the current measured height and the target height until the deviation enters the ±0.5mm dead zone. The road continuity model treats the asphalt pavement as a continuous beam slab placed on an elastic foundation. When determining the center node... Effective settlement value Exceeding the threshold First, calculate the required adjustment amount of the central node. To avoid shear failure of the road surface caused by single-point adjustment, the collaborative computing module calculates the neighboring nodes based on the Gaussian distribution model. Coordinated adjustment amount
[0058] ;
[0059] in, Neighboring nodes With the central node The horizontal distance between them; The smoothing coefficient is related to the elastic modulus of the pavement material. The function of this formula is to ensure that the adjustment amount decreases smoothly in a bell-shaped pattern from the center outwards, guaranteeing that the radius of curvature of the adjusted pavement is always greater than the ultimate bending radius of the asphalt concrete. This effectively prevents the formation of hard angles or reflective cracks in the pavement due to forced lifting, thus achieving protective adjustment of the pavement structure.
[0060] Controller 6 also includes:
[0061] The feedforward early warning module communicates with the traffic flow monitoring unit located upstream. When a heavy vehicle signal is received, the feedforward early warning module instructs the execution control module to forcibly lock the oil circuit of the dynamic adjustment component 3 and suspend active adjustment.
[0062] Specifically, the alarm module connects to a dynamic weighing system (WIM) installed 200 meters upstream of the construction area via a wireless network. Its logical criterion is: if the total weight of the vehicle is detected... (For example, 30 tons) will generate a heavy vehicle alarm flag and maintain it for a certain period of time. ( (Time required for vehicles to pass through the construction zone). Within this time window... Inside, the execution control module will cut off the drive power of the hydraulic jack 31 and lock the oil circuit solenoid valve. By utilizing the time difference that the signal transmission speed is much faster than the vehicle's travel speed, the system enters a defensive state in advance, effectively preventing the hydraulic jack 31 from performing lifting operations under heavy load conditions, and avoiding the risk of seal ring rupture or motor burnout.
[0063] The collaborative calculation module has a preset collaborative influence radius. When calculating the collaborative adjustment amount, it only generates adjustment instructions for neighboring nodes within the collaborative influence radius. The generated collaborative adjustment amount decreases non-linearly as the distance between the neighboring node and the center point increases, so as to form a smooth transition curve on the road surface.
[0064] Specifically, the radius of synergistic influence The value is typically set to 3-5 times the anchor pile spacing. A cutoff function is introduced in the calculation:
[0065] ;
[0066] This setting is based on Saint-Venant's principle, which assumes that the effect of local stress beyond a certain range is negligible. This is achieved by limiting the calculation radius. This not only reduces the computational load on controller 6 and improves the response speed, but more importantly, it limits the adjustment effect to the local settlement funnel range, achieving precise local minimally invasive repair.
[0067] Working principle: When using this device, during the road construction phase, multiple sets of this system are first arranged longitudinally at intervals along the joint between the new and old roadbeds. The precast concrete base 21 is driven through the unstable shallow soil by the anchor piles 22 and firmly anchored to the solid deep layer 1 of the roadbed, thereby establishing a set of absolutely static elevation reference points in the continuously settling strata;
[0068] During system operation, displacement sensor 32 continuously monitors the minute settlement of the steel fiber reinforced concrete transition plate 42 relative to the base. The data processing module of controller 6 runs a low-pass filtering algorithm in real time to accurately identify and eliminate high-frequency noise caused by the instantaneous elastic vibration of the road surface due to heavy vehicles passing on the half-width traffic side, retaining only the low-frequency signal characterizing soil consolidation as the effective settlement value. At the same time, the feedforward early warning module continuously receives signals from the upstream traffic flow monitoring unit. Once a heavy truck is detected approaching, the system is immediately locked to prevent loaded operation.
[0069] When the effective settlement value at a certain point exceeds a preset threshold and road conditions are confirmed to be safe, the collaborative calculation module no longer acts as a single point. Instead, based on the road continuity model, it calculates a coordinated adjustment scheme for the node with the most severe settlement, as well as multiple neighboring nodes before and after that point. The calculation results exhibit a Gaussian distribution, meaning that the jacking amount is the largest at the center point and decreases non-linearly towards the neighboring nodes on both sides, to ensure that the adjusted road surface alignment is smooth and continuous.
[0070] The execution control module, based on calculated instructions, synchronously drives multiple hydraulic jacks 31 to work together, lifting the interface buffer assembly 4 and road structure, which are connected by hinges, to the target curved surface height. After the displacement sensor 32 confirms that the position is in place, the system maintains hydraulic pressure and then instructs the electric push rod 52 to push the wedge-shaped steel block 51 to overcome the resistance of the Teflon low-friction layer 54 and slide horizontally into the gap. After the current detection confirms that the wedge is tight, the hydraulic jacks 31 are controlled to slowly depressurize, smoothly and permanently transferring the huge road load to the wedge-shaped steel block 51, completing the switch from dynamic to static support. Thus, while ensuring traffic safety, it achieves active, smooth, and long-term repair of uneven roadbed settlement.
Claims
1. A half-width construction anti-settlement system for municipal roads, comprising a deep subgrade layer (1), characterized in that, The roadbed deep layer (1) is provided with a foundation support component (2) at the top, the foundation support component (2) is provided with a dynamic adjustment component (3) at the top, the dynamic adjustment component (3) is provided with a self-locking component (5) on the outside, the dynamic adjustment component (3) is provided with an interface buffer component (4) at the top, and a controller (6) is installed on the foundation support component (2). The controller (6) is configured as follows: The data processing module is used to receive the raw height data collected by the dynamic adjustment component (3), and process it using a low-pass filtering algorithm to remove the high-frequency vibration component caused by vehicle traffic and extract the low-frequency component that characterizes soil settlement as the effective settlement value. The collaborative calculation module is used to perform multi-point linkage calculations based on the road continuity model. When it is determined that a certain point needs adjustment based on the effective settlement value, the collaborative adjustment amount of the neighboring nodes centered on that point is calculated so that the adjustment amplitude of the adjacent nodes is smoothly attenuated. The execution control module is used to drive the corresponding dynamic adjustment component (3) to perform vertical lifting compensation according to the coordinated adjustment amount, and control the self-locking component (5) to perform horizontal following and locking.
2. The municipal road half-width construction anti-settlement system according to claim 1, characterized in that, The foundation support component (2) includes a precast concrete base (21), which is installed on the deep layer of the roadbed (1). The bottom of the precast concrete base (21) is fixedly connected with a plurality of anchor piles (22). The anchor piles (22) are spiral steel pipe piles with spiral blades. The anchor piles (22) are fixedly and vertically penetrate the shallow soil and anchored to the deep layer of the roadbed (1).
3. A municipal road half-width construction anti-settlement system according to claim 2, characterized in that, The dynamic adjustment component (3) includes a hydraulic jack (31) and a displacement sensor (32). The hydraulic jack (31) is vertically installed on the top of the precast concrete base (21). The displacement sensor (32) is embedded in the side wall of the precast concrete base (21) for real-time monitoring of vertical height changes.
4. A municipal road half-width construction anti-settlement system according to claim 3, characterized in that, The self-locking assembly (5) includes a wedge-shaped steel block (51), which is symmetrically arranged on both sides of the hydraulic jack (31). A bracket (53) is fixedly connected to the precast concrete base (21), and one end of an electric push rod (52) is fixedly connected to the bracket (53). The other end of the electric push rod (52) is connected to the wedge-shaped steel block (51). A Teflon low-friction layer (54) is provided on the sliding surface of the wedge-shaped steel block (51).
5. A municipal road half-width construction anti-settlement system according to claim 3, characterized in that, The interface buffer assembly (4) includes a rubber pad (41) and a steel fiber reinforced concrete transition plate (42); the rubber pad (41) is laid on the bearing surface of the hydraulic jack (31); one end of the steel fiber reinforced concrete transition plate (42) overlaps the rubber pad (41), and the other end is connected to the edge of the construction area through a hinge structure.
6. A municipal road half-width construction anti-settlement system according to claim 1, characterized in that, The execution control module is configured to perform actions according to the following timing sequence: After the hydraulic jack (31) lifts the interface buffer assembly (4) to the target height, the electric push rod (52) is instructed to push the wedge-shaped steel block (51) to move horizontally inward until it wedges into the gap. Then, the hydraulic jack (31) is controlled to release pressure and transfer the load to the wedge-shaped steel block (51).
7. A municipal road half-width construction anti-settlement system according to claim 1, characterized in that, The controller (6) further includes: The feedforward early warning module communicates with the traffic flow monitoring unit located upstream. When a heavy vehicle signal is received, the feedforward early warning module instructs the execution control module to forcibly lock the oil circuit of the dynamic adjustment component (3) and suspend active adjustment.
8. A municipal road half-width construction anti-settlement system according to claim 1, characterized in that, The collaborative calculation module has a preset collaborative influence radius. When calculating the collaborative adjustment amount, it only generates adjustment instructions for neighboring nodes within the collaborative influence radius, and the generated collaborative adjustment amount decreases non-linearly as the distance between the neighboring node and the center point increases.
9. A municipal road half-width construction anti-settlement system according to claim 2, characterized in that, The controller (6) is installed on the side wall of the precast concrete base (21) away from the construction area, and is provided with a waterproof and dustproof protective box.
10. A method for preventing settlement during half-width construction of municipal roads, characterized in that, The system applied to a half-width construction anti-settlement system for municipal roads as described in any one of claims 1-9 includes the following steps: Step S1: Construct a foundation support component (2) on the deep subgrade (1), and install the dynamic adjustment component (3), self-locking component (5) and interface buffer component (4) in sequence. Step S2: The data collected by the dynamic adjustment component (3) is low-pass filtered through the data processing module to remove high-frequency vibrations and obtain the effective settlement value; Step S3: Determine the settlement situation through the collaborative calculation module. When the effective settlement value exceeds the threshold, calculate the collaborative adjustment amount of the neighborhood nodes centered on the settlement point. Step S4: Drive the dynamic adjustment component (3) to synchronously lift to the target height by executing the control module, and then drive the self-locking component (5) to lock.