A cross-core wall road for earth-rockfill dams and a construction method thereof

Abstract

This invention relates to the field of earth-rock dam construction, and discloses a cross-core wall road for earth-rock dams and its construction method, comprising a first loose layer, a second loose layer, a geogrid, a first rigid bearing plate, and a second rigid bearing plate. The first loose layer is loosely laid on the core wall, and the filler is an impermeable material from the same source as the core wall. The second loose layer is loosely laid on a filter layer, and the filler is a filter material from the same source as the filter layer. The geogrid is embedded within the first and second loose layers. The first rigid bearing plate is laid on the first loose layer, and the second rigid bearing plate is laid on the second loose layer, serving as a passageway for vehicles to temporarily cross the core wall. This invention, by setting up the first loose layer, allows the load to be rigidly distributed by the first rigid bearing plate, and then flexibly dispersed by the first loose layer and the geogrid, avoiding shear damage to the impermeable soil of the core wall and also preventing excessive impact on the compaction degree of the core wall.

Description

Technical Field

[0001] This invention relates to the field of earth-rock dam construction, specifically to a cross-core wall road for earth-rock dams and its construction method. Background Technology

[0002] During the construction of large core-wall earth-rock dams, the upstream and downstream dam shell materials are transported via pre-established access roads. As the filling height increases, it becomes difficult to simultaneously arrange access roads on both the upstream and downstream sides when filling the upper part of the dam. Since the core wall and the upstream and downstream dam shell materials are usually filled synchronously or alternately, when only one access road is arranged on the upstream or downstream side, material transport vehicles must cross the core wall area to transfer materials such as seepage prevention material, dam shell material, and filter material.

[0003] The core wall is the seepage barrier in the middle of the dam. As the core of the dam's seepage prevention, its soil has low shear strength. If heavy vehicles (which can reach 60 tons when fully loaded) pass directly on the core wall's compaction surface, it is very easy to cause shear failure of the core wall soil, resulting in irreversible damage such as reduced compaction and increased permeability coefficient, which seriously threatens the long-term seepage prevention safety and structural stability of the dam.

[0004] To avoid such situations, there are two existing technologies for road passage across core walls: 1. Box-type pressure relief plate scheme: A box-type pressure relief plate with professional structural design is arranged on the core wall. The section is designed with box-type key connection to meet the effective transfer of load at the connection. This method is suitable for ultra-high earth-rock dams with large filling volume and high transportation intensity. 2. Crushed stone cushion layer + steel plate composite scheme: First, a crushed stone or gravel cushion layer of a certain thickness is laid on the surface of the core wall, and then steel plates are laid on the cushion layer to form a transport path. This scheme distributes the load through the crushed stone cushion layer and reduces the direct contact between the steel plates and the core wall, thereby protecting the core wall.

[0005] Among the above methods, the box-type pressure relief plate scheme requires separate design based on actual conditions, which is quite complicated in actual use and has high overall construction costs. In the crushed stone cushion layer and steel plate composite scheme, the crushed stone cushion layer is a heterogeneous material with significant differences in properties from the core wall seepage prevention material, dam shell material, and filter material. During road removal, crushed stone is prone to remain or mix into the core wall soil, making subsequent cleaning difficult, which leads to damage to the uniformity of the core wall material and reduces the seepage prevention performance of the core wall. Summary of the Invention

[0006] This invention provides a cross-core wall road for earth-rock dams to solve the problems of cumbersome use of box-type pressure relief plates as cross-core wall roads in the prior art, and the problems of gravel cushion layer combined with steel plate as cross-core wall road, which are prone to gravel residue or mixing into the core wall soil, thus destroying the uniformity of the core wall and affecting the seepage prevention performance of the core wall.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: a cross-core wall road for earth-rock dams, wherein the filler of the core wall is a compacted impermeable material, and a filter layer is provided on the upstream and downstream sides of the core wall respectively, the filler of the filter layer being a compacted filter material; comprising a first loose layer, a second loose layer, a geogrid, a first rigid bearing plate, and a second rigid bearing plate; The first loose layer is loosely laid on the core wall, and the filler is an impermeable material from the same material source as the core wall; The second loose layer is loosely laid on the filter layer, and the filler is filter material from the same material source as the filter layer; The geogrid is embedded in the first and second loose layers; The first rigid bearing plate is laid on the first loose ply, and the second rigid bearing plate is laid on the second loose ply; The second rigid bearing plate is an inclined plate used for vehicles to go up and down the first rigid bearing plate, so that the first and second rigid bearing plates can be used as a passage for vehicles to cross the core wall.

[0008] Specifically, both the first rigid bearing plate and the second rigid bearing plate are provided with isolation strips in the middle along the upstream and downstream directions to separate the traffic road into heavy-duty lanes and empty lanes.

[0009] Specifically, the first rigid bearing plate includes at least two unit plates, and adjacent unit plates are connected by hinges; The second rigid bearing plate has the same structure as the first rigid bearing plate; the first rigid bearing plate and the second rigid bearing plate are also connected by hinges.

[0010] Specifically, it also includes rubber supports; the rubber supports are triangular prisms and are set at the material source compartment boundary on the core wall and the filter layer, with their axial direction parallel to the material source compartment boundary; the rubber supports are embedded in the first and second loose layers, with their tops at the same height as the top surface of the first loose layer; The geogrid covers the upper part of the rubber supports on both sides of the first loose layer and extends into the second loose layer on both sides of the first loose layer.

[0011] The present invention also provides a method for constructing a cross-core road for an earth-rock dam, comprising the following steps: Step S1: Loosely lay the impermeable material on the core wall and loosely lay the filter material on the filter layer; Step S2: Install geogrids on the loosely laid impermeable material and the loosely laid filter material; Step S3: Loosely lay the seepage-proof material on the geogrid again, forming a first loose layer with the seepage-proof material loosely laid in step S1; loosely lay the filter material on the geogrid again, forming a second loose layer with the filter material loosely laid in step S1. Step S4: Lay the first rigid bearing plate and the second rigid bearing plate as a passageway, and set up a median strip in the middle of the passageway to separate the heavy-duty lane and the empty lane. Step S5: Count the number of times heavy-load vehicles pass through the heavy-load lane; when the number of times heavy-load vehicles pass through the heavy-load lane reaches the threshold, set up the next cross-core wall road along the axis of the core wall. Step S6, recycling: When the first rigid bearing plate and the second rigid bearing plate of the cross-core wall road are close to the passage number threshold, the first rigid bearing plate and the second rigid bearing plate, the seepage prevention material of the first loose layer and the filter material of the second loose layer are recycled for reuse.

[0012] Specifically, in step S1, before the loose laying of the impermeable material and the loose laying of the filter material, a rubber support is set at the material source compartment boundary on the core wall and the filter layer as the boundary between the impermeable material and the filter material. In step S2, the geogrid is simultaneously applied over the loosely laid impermeable material, the loosely laid filter material, and the rubber support.

[0013] Specifically, in step S4, the heavy-load lane and the empty lane are alternated at equal intervals.

[0014] Specifically, in step S5, the method for determining the threshold number of passages is as follows: at regular intervals, several points are randomly selected to conduct in-situ permeability tests on the core wall, the permeability coefficient of the impermeable material of the core wall is measured, and the core wall is determined to be damaged based on the change in the permeability coefficient. The threshold for the number of passages is calculated by multiplying the number of heavy-duty vehicles that pass through when the core wall is damaged by a reservation coefficient of 80% to 90%.

[0015] Compared with the prior art, the present invention has the following advantages and beneficial effects: 1. By setting a first loose layer, the load of heavy vehicles is rigidly distributed by the first rigid bearing plate, and then flexibly dispersed by the first loose layer and geogrid before being transferred to the core wall. This avoids shear damage to the impermeable soil of the core wall and also avoids excessive impact on the compaction of the core wall. The same applies to the filter layer. Thus, it can ensure that the impermeability coefficient of the core wall always meets the design requirements.

[0016] 2. The raw materials for the cross-core wall road of this invention are common materials found at earth-rock dam construction sites, eliminating the need for additional box-type pressure relief plates, effectively reducing construction costs. Furthermore, the overall construction method of this invention is simple, omitting the cumbersome construction process of setting up box-type pressure relief plates, thereby simplifying the construction process and accelerating the construction progress. Moreover, the raw materials used for the cross-core wall road of this invention are the same source materials as those used in the earth-rock dam filling, without introducing heterogeneous materials, thus not damaging the uniformity of the core wall material and not affecting the impermeability of the core wall.

[0017] 3. The present invention also sets a threshold for the number of times vehicles pass through the core wall to quantitatively characterize the actual impermeability of the road. This effectively avoids overuse caused by long-term crushing by heavy vehicles, thereby avoiding substantial impact on the impermeability and compaction of the core wall. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the cross-sectional structure of a road with a cross-core wall.

[0019] Figure 2 This is a schematic diagram of the road plan structure with a cross-core wall.

[0020] Figure 3 This is a schematic diagram of the unit plate connection method for the first rigid bearing plate.

[0021] The meanings of the markings in the diagram are as follows: Core wall -1; First paving layer -101; Filter layer-2; Second loose layer-201; Geogrid-3; 401. Median strip; 402. Heavy-duty lane; 403. Empty lane; 404. Hinge; 405. First rigid bearing plate; 406. Second rigid bearing plate; Rubber bearing-5; Material source storage boundary -6. Detailed Implementation

[0022] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, so as to provide a better understanding of the concept of the present invention, the technical problem solved, the technical features constituting the technical solution, and the technical effects brought about.

[0023] like Figure 1 As shown, a cross-core wall road for earth-rock dams is provided, wherein the core wall 1 is filled with compacted impermeable material, and the upstream and downstream sides of the core wall 1 are respectively provided with a filter layer 2 tightly attached to the core wall 1. The filter layer 2 is filled with compacted filter material and includes a first loose layer 101, a second loose layer 201, a geogrid 3, a first rigid bearing plate 405 and a second rigid bearing plate 406. The first loose layer 101 is loosely laid on the core wall 1, and the filler is an impermeable material of the same material source as the core wall 1; The second loose layer 201 is loosely laid on the filter layer 2, and the filler is filter material from the same material source as the filter layer 2; The geogrid 3 is embedded in the first loose layer 101 and the second loose layer 201; The first rigid bearing plate 405 is laid on the first loose layer 101, and the second rigid bearing plate 406 is laid on the second loose layer 201. The second rigid bearing plate 406 is an inclined plate used to move the first rigid bearing plate 405 up and down, so that the first rigid bearing plate 405 and the second rigid bearing plate 406 can be used as a passageway for vehicles to cross the core wall 1.

[0024] In this invention, the first loose layer 101 is the impermeable material loosely laid on the core wall 1, i.e., the impermeable material that has not been compacted; by embedding a geogrid 3 inside the first loose layer 101 and the second loose layer 201, the first loose layer 101 and the second loose layer 201 are separated into an upper loose layer and a lower loose layer; when a heavy-duty vehicle fully loaded with fill material moves onto the first rigid bearing plate 405 or the second rigid bearing plate 406, the load of the heavy-duty vehicle first passes through the first rigid bearing plate 405. The rigid load is distributed by the first rigid bearing plate 405 or the second rigid bearing plate 406 and then transferred to the upper loose material, preventing the upper loose material from directly contacting the wheels and causing uneven subsidence due to excessive pressure. The geogrid 3 then provides flexible buffering of the load, and finally the lower loose material further disperses the load, thus preventing shear failure of the impermeable soil of the core wall 1 and avoiding excessive impact on the compaction degree of the core wall 1, ensuring that the impermeability coefficient of the core wall 1 always meets the design requirements. The first loose layer 101 uses impermeable material from the same source as the core wall 1, and the second loose layer 201 uses filter material from the same source as the filter layer, which can effectively avoid contamination by heterogeneous materials and ensure the overall uniformity and impermeability performance of the core wall 1.

[0025] It should be noted that the top surface of the first paving layer 101 is usually horizontal, while the top surface of the second paving layer 201 is inclined, making the cross-sectional shape of the second paving layer 201 a right triangle. Thus, the overall cross-sectional shape of the second paving layers 201 on both sides and the first paving layer 101 in the middle forms a trapezoid with a smaller top and a larger bottom, allowing heavy-duty vehicles to move up and down the first rigid bearing plate 405 along the second rigid bearing plate 406. In this way, the first rigid bearing plate 405 and the second rigid bearing plate 406 serve as the passageway for heavy-duty vehicles to cross the core wall 1.

[0026] As a preferred embodiment, such as Figure 2 As shown, both the first rigid bearing plate 405 and the second rigid bearing plate 406 are provided with isolation strips 401 arranged in the upstream and downstream directions in the middle, so as to divide the passageway into a heavy-duty lane 402 and an empty lane 403.

[0027] In this embodiment, a separation strip 401 is also provided in the middle of the first rigid bearing plate 405 and the second rigid bearing plate 406. The separation strip 401 is set along the upstream and downstream direction, that is, along the direction of crossing the core wall 1, to divide the passage road into a heavy-load lane 402 and an empty lane 403, thereby separating the heavy-load vehicles fully loaded with filling material from the empty vehicles that have finished unloading and filling, which facilitates the management of the passage of heavy-load vehicles and the counting of the actual number of heavy-load vehicles passing through.

[0028] As a preferred embodiment, such as Figure 3 As shown, the first rigid bearing plate 405 includes at least two unit plates, and adjacent unit plates are connected by hinges 404. The second rigid pressure plate 406 and the first rigid pressure plate 405 have the same structure; the first rigid pressure plate 405 and the second rigid pressure plate 406 are also connected by a hinge 404.

[0029] In this embodiment, the first rigid bearing plate 405 is composed of at least two unit plates connected by hinges 404. This facilitates determining the number of unit plates based on the actual width and axial length of the core wall 1, increasing the flexibility of the device during use. Connecting adjacent unit plates via hinges 404 also prevents the edge of the unit plate from tilting or sinking due to excessive load when a heavy-duty vehicle travels to the edge of an adjacent unit plate. Specifically, the movable plates on both sides of the hinge 404 are respectively pressed against the top or bottom surfaces of two adjacent unit plates. Connecting bolts are then inserted through the movable plates of the hinge 404 and the unit plates, and finally, locking bolts are used to secure the connection between the unit plates. The second rigid bearing plate 406 has the same structure and operating principle as the first rigid bearing plate 405. Connecting the first rigid bearing plate 405 and the second rigid bearing plate 406 via hinge 404 can also achieve a similar effect, preventing the first rigid bearing plate 405 or the second rigid bearing plate 406 from warping or sinking due to the load shifting to the edge when the heavy vehicle travels to the connection point of the first rigid bearing plate 405 and the second rigid bearing plate 406.

[0030] As a further embodiment, such as Figure 1 As shown, it also includes a rubber support 5; the rubber support 5 is triangular prism-shaped and is set at the material source compartment boundary 6 on the core wall 1 and the filter layer 2, with its axis parallel to the material source compartment boundary 6; the rubber support 5 is embedded in the first loose layer 101 and the second loose layer 201, and its top is at the same height as the top surface of the first loose layer 101. The geogrid 3 covers the upper part of the rubber supports 5 on both sides of the first loose layer 101, and extends into the second loose layer 201 on both sides of the first loose layer 101.

[0031] In this embodiment, the rubber support 5 is set at the material source compartment boundary 6 on the core wall 1 and the filter layer 2 (that is, the boundary between the anti-seepage material of the core wall 1 and the filter material of the filter layer 2), so as to better separate the anti-seepage material of the first loose layer 101 and the filter material of the second loose layer 201, and avoid the loose anti-seepage material and the filter material from mixing with each other.

[0032] The geogrid 3 is a single flexible mesh screen with sufficient area. The geogrid 3 extends beyond and covers the upper parts of the rubber supports 5 on both sides of the first paved layer 101, and extends into the second paved layers 201 on both sides. The width of the geogrid 3 is greater than the width of the first paved layer 101. Therefore, when the geogrid 3 is laid on top of the lower paved layer, its left and right sides can extend into the range of the second paved layer 201, and are embedded in the second paved layer 201 by the upper paved layer. Through the geogrid 3, the load transmitted by the upper first rigid bearing plate 405 and the second rigid bearing plate 406 can be evenly distributed by the geogrid 3, thereby achieving overall load dispersion. Preferably, the width of the geogrid 3 is sufficient to cover the entire first paving layer 101 and the second paving layer 201, and the portion of the geogrid 3 within the second paving layer 201 is parallel to the top surface of the second paving layer 201. That is, the portions of the geogrid 3 on the left and right sides that extend beyond the first paving layer 101 are also inclined surfaces, thereby effectively buffering the load of heavy-duty vehicles when they travel on the second rigid bearing plate 406.

[0033] When a heavy-duty vehicle travels on the first rigid bearing plate 405 and the second rigid bearing plate 406, the load of the heavy-duty vehicle is transmitted downward through the first rigid bearing plate 405 and the second rigid bearing plate 406, and is jointly borne by the first loose layer 101, the second loose layer 201, and the rubber support 5. This avoids the load of the heavy-duty vehicle acting directly on the core wall 1 and the filter layer 2, reducing the overall impact on the core wall 1 and the filter layer 2. Furthermore, since the rubber support 5 is located at the material source compartment boundary 6 on the core wall 1 and the filter layer 2, a portion of the load can be directly transmitted to the material source compartment boundary 6 between the filter layer 2 and the core wall 1 through the rubber support 5, which can reduce the impact on the first loose layer 101, the second loose layer 201, the main body of the filter layer 2, and the main body of the core wall 1.

[0034] Because the rubber support 5 is triangular prism-shaped, its structure, which is smaller at the top and larger at the bottom, can ensure that the pressure between the bottom surface of the rubber support 5 and the contact surface between the core wall 1 and the filter layer 2 is reduced, further reducing the impact on the main body of the core wall 1. At the same time, the geogrid 3 covers the upper half of the rubber support 5, which can also provide some support for the geogrid 3 through the rubber support 5, and ensure that the force on both sides of the rubber support 5 is uniform. This avoids excessive displacement of the geogrid 3 due to the sinking of the first loose layer 101 and the second loose layer 201. It also makes it easy to align one side of the triangular prism with the material source compartment boundary 6, ensuring that the rubber support 5 is accurately set at the material source compartment boundary 6.

[0035] It should be noted that the rubber bearing 5 is a plate rubber bearing, which is a multi-layer structure with alternating rubber layers and steel plate layers. It is usually used to transfer the load of the bridge to the piers, while allowing a certain amount of deformation. The load-bearing range of conventional plate rubber bearings is 10T to 800T, which is a relatively mature existing technology.

[0036] The present invention also provides a method for constructing a cross-core road for an earth-rock dam, comprising the following steps: Step S1: Loosely lay the impermeable material on the core wall 1 and loosely lay the filter material on the filter layer 2; Step S2: Install geogrid 3 on the loosely laid impermeable material and the loosely laid filter material; Step S3: Loosely lay the seepage-proof material on the geogrid 3 again, forming a first loose layer 101 with the seepage-proof material loosely laid in step S1; loosely lay the reverse filter material on the geogrid 3 again, forming a second loose layer 201 with the reverse filter material loosely laid in step S1. Step S4: Lay the first rigid bearing plate 405 and the second rigid bearing plate 406 as a passageway, and set up a median strip 401 in the middle of the passageway to separate the heavy-duty lane 402 and the empty lane 403. Step S5: Count the number of times heavy-load vehicles pass through the heavy-load lane 402; when the number of times heavy-load vehicles pass through the heavy-load lane 402 reaches the threshold, set up the next cross-core wall road along the axis of the core wall 1. Step S6, recycling: When the first rigid bearing plate 405 and the second rigid bearing plate 406 of the cross-core wall road are close to the passage number threshold, the first rigid bearing plate 405 and the second rigid bearing plate 406, the impermeable material of the first loose layer 101 and the filter material of the second loose layer 201 are recycled for reuse.

[0037] The specific construction method of the cross-core wall road of the present invention is as follows: In step 1, a loose layer of impermeable material is laid on the core wall 1, and a loose layer of filter material is laid on the filter layer 2. Specifically, an impermeable material using the same material source as the core wall 1 is loosely laid above the core wall 1, with a thickness of half the designed thickness of the first loose layer 101. A filter material using the same material source as the filter layer 2 is loosely laid above the filter layer 2, with a thickness of half the designed thickness of the second loose layer 201. This serves as the lower loose layer, providing support for the other structures above and transferring the dispersed and buffered load to the core wall 1. This avoids the load concentration from significantly affecting the compaction and permeability coefficient of the core wall 1, and also avoids shear failure of the core wall 1 due to load skew.

[0038] In step S3, a layer of impermeable material, using the same material source as the core wall 1, is loosely laid on the geogrid 3 above the core wall 1, with a thickness half the designed thickness of the first loose layer 101. Similarly, a layer of filter material, using the same material source as the filter layer 2, is loosely laid on the geogrid 3 above the filter layer 2, with a thickness half the designed thickness of the second loose layer 201. This serves as the upper loose layer, used to transfer the load dispersed by the first rigid bearing plate 405 and the second rigid bearing plate 406 to the lower geogrid 3. This completes the laying of the first loose layer 101 and the second loose layer 201, and the geogrid 3 is then embedded within the first loose layer 101 and the second loose layer 201.

[0039] In step S4, laying the first rigid bearing plate 405 and the second rigid bearing plate 406 as a passageway specifically involves hoisting the first rigid bearing plate 405 and the second rigid bearing plate 406 onto the first loose paving layer 101 and the second loose paving layer 201 as a whole, thus providing a passageway for vehicles to cross the core wall 1. Vehicles will then move up and down the first rigid bearing plate 405 along the second rigid bearing plate 406, thereby using the first rigid bearing plate 405 as the main load-bearing structure for crossing the core wall. Furthermore, by setting up a median strip 401, the passageway is divided into a heavy-duty lane 402 and an empty lane 403, facilitating separate management of vehicle traffic.

[0040] In step S5, the number of times heavy-load vehicles pass through is counted, thus representing the impact on the compacted impermeable material of the core wall 1. The threshold number of passes refers to the number of times heavy-load vehicles pass through when damage to the core wall 1 would occur. Specifically, each time a heavy-load vehicle crosses the core wall 1, it will exert a certain degree of compaction on the first loose layer 101 and the second loose layer 201. When the number of passes approaches the threshold number, continued use will affect the core wall 1, indicating that the current load-bearing capacity of the cross-core wall road is approaching its limit. Therefore, it is necessary to set up another cross-core wall road along the axial direction of the core wall 1. For the existing cross-core wall road, the loosely laid impermeable material and filter material can be recycled and used for the laying of the next cross-core wall road, or for subsequent filling of the core wall 1 or the filter layer 2, so as to improve material utilization and reduce construction costs.

[0041] As a preferred embodiment, in step S1, before the loose laying of the impermeable material and the loose laying of the filter material, a rubber support 5 is set at the material source compartment boundary 6 on the core wall 1 and the filter layer 2 as the boundary line between the impermeable material and the filter material. In step S2, the geogrid 3 simultaneously covers the loosely laid impermeable material, the loosely laid filter material, and the rubber support 5.

[0042] In this embodiment, In step S1, before the loose laying of the seepage-proof material and the loose laying of the filter material, a rubber support 5 is set at the material source compartment boundary 6 on the core wall 1 and the filter layer 2. The rubber support 5 serves as a separation structure between the seepage-proof material of the core wall 1 and the filter material of the filter layer 2, so as to avoid the seepage-proof material and the filter material from mixing. In step S2, setting up the geogrid 3 specifically involves covering the loosely laid impermeable material between the core walls 1 between the rubber supports 5 with the core wall 1 as a reference. The width of the geogrid 3 (along the direction across the core wall 1) is greater than the width of the core wall 1. The two sides of the geogrid 3 are laid on the already laid filter material, so that the geogrid 3 can act as a flexible buffer layer, which facilitates the distribution and transfer of load and avoids shear failure of the core wall soil.

[0043] Furthermore, in step S5, since the impermeable material and the filter material are separated by the rubber support 5, the impermeable material and the filter material can be recycled separately in a better manner.

[0044] In a preferred embodiment, in step S4, the heavy-load lane 402 and the empty lane 403 are alternated at the same time intervals.

[0045] In this embodiment, alternating between the heavy-load lane 402 and the empty lane 403 at regular intervals means that at a certain time, the left lane is the heavy-load lane 402 and the right lane is the empty lane 403. After a period of time, the left lane becomes the empty lane 403 and the right lane becomes the heavy-load lane 402. This alternation of heavy-load lane 402 and empty lane 403 avoids stress accumulation on one side of the heavy-load lane 402 due to prolonged unilateral traffic, thus balancing the stress on both sides of the road and reducing the impact on the service life of the road across the core wall. The "same time" here can be three hours, five hours, half a day, or a day, as long as the interval between each alternation is the same. Preferably, it is about one-tenth of the service life of the road across the core wall to ensure load balancing and avoid frequent adjustments to the directional signs.

[0046] As a preferred embodiment, in step S5, the method for determining the threshold number of passages is as follows: at regular intervals, several points are randomly selected to conduct in-situ permeation tests on the core wall 1, the permeability coefficient of the impermeable material of the core wall 1 is measured, and the core wall 1 is determined to be damaged based on the change in the permeability coefficient. The threshold for the number of passages is calculated by multiplying the number of heavy-duty vehicles that pass through when the core wall 1 is destroyed by a reservation coefficient of 80% to 90%.

[0047] In this embodiment, several points are randomly selected at regular intervals to conduct in-situ permeability tests on the core wall 1, measuring the permeability coefficient of the compacted impermeable material in the core wall 1. When the permeability coefficient increases to the permeability coefficient specified in the construction specifications (for clay core walls, the permeability coefficient is usually required to be less than 1×10⁻⁶), the permeability coefficient is determined. -5 The speed of heavy vehicles passing through the heart wall (cm / s) indicates that the heart wall 1 has been damaged. The number of times heavy vehicles pass through at this time is the same as the number of times the heart wall 1 was damaged. In order to avoid damaging the heart wall 1, a margin of 10% to 20% of the number of times the number of times the number of times the number of times the heart wall 1 is damaged needs to be reserved. Therefore, the number of times heavy vehicles pass through the heart wall 1 is damaged is multiplied by a reserve coefficient of 80% to 90% as the threshold for the number of times the number of times the number of times the heart wall 1 is damaged.

[0048] The terms "connection" and "fixing" appearing in the description of this invention can refer to fixed connection, processing and forming, welding, or mechanical connection. The specific meaning of the above terms in this invention should be understood according to the specific circumstances.

[0049] In the description of this invention, the terms "center," "upper," "lower," "horizontal," "inner," and "outer," etc., are used only to indicate the orientation or positional relationship for the convenience of describing this invention and to simplify the description, and do not indicate or imply a specific orientation that the device or element referred to must have, and therefore should not be construed as a limitation of this invention.

[0050] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A cross-core wall road for an earth-rock dam, wherein the core wall (1) is filled with compacted impermeable material, and a filter layer (2) is respectively provided on the upstream and downstream sides of the core wall (1) and is tightly attached to the core wall (1), wherein the filter layer (2) is filled with compacted filter material, characterized in that, It includes a first loose layer (101), a second loose layer (201), a geogrid (3), a first rigid bearing plate (405), and a second rigid bearing plate (406); The first loose layer (101) is loosely laid on the core wall (1), and the filler is an impermeable material of the same material source as the core wall (1); The second loose layer (201) is loosely laid on the filter layer (2), and the filler is filter material of the same material source as the filter layer (2); The geogrid (3) is embedded in the first loose layer (101) and the second loose layer (201); The first rigid bearing plate (405) is laid on the first loose ply (101), and the second rigid bearing plate (406) is laid on the second loose ply (201); The second rigid bearing plate (406) is an inclined plate used for vehicles to go up and down the first rigid bearing plate (405) so that the first rigid bearing plate (405) and the second rigid bearing plate (406) can be used as a passageway to cross the core wall (1).

2. A cross-core road for an earth-rock dam according to claim 1, characterized in that, The first rigid bearing plate (405) and the second rigid bearing plate (406) are each provided with a separation strip (401) arranged in the upstream and downstream direction to divide the passageway into a heavy-duty lane (402) and an empty lane (403).

3. A cross-core road for an earth-rock dam according to claim 1, characterized in that, The first rigid bearing plate (405) includes at least two unit plates, and adjacent unit plates are connected by hinges (404); The second rigid bearing plate (406) and the first rigid bearing plate (405) have the same structure; the first rigid bearing plate (405) and the second rigid bearing plate (406) are also connected by a hinge (404).

4. A cross-core road for an earth-rock dam according to claim 1, characterized in that, It also includes a rubber support (5); the rubber support (5) is triangular prism-shaped and is set at the material source compartment boundary (6) on the core wall (1) and the filter layer (2), with its axis parallel to the material source compartment boundary (6); the rubber support (5) is embedded in the first loose layer (101) and the second loose layer (201), with its top being at the same height as the top surface of the first loose layer (101); The geogrid (3) covers the upper part of the rubber supports (5) on both sides of the first paved layer (101) and extends into the second paved layer (201) on both sides of the first paved layer (101).

5. A method for constructing a cross-core road for an earth-rock dam as described in any one of claims 1-4, characterized in that, Includes the following steps: Step S1: Loosely lay the impermeable material on the core wall (1) and loosely lay the filter material on the reverse filter layer (2); Step S2, geogrid (3) is installed on the loosely laid impermeable material and the loosely laid reverse filter material. In step S3, the seepage-proof material is laid again on the geogrid (3), which together with the seepage-proof material laid in step S1 forms the first loose layer (101); the filter material is laid again on the geogrid (3), which together with the filter material laid in step S1 forms the second loose layer (201). Step S4: Lay the first rigid bearing plate (405) and the second rigid bearing plate (406) as a passageway, and set up a median strip (401) in the middle of the passageway to separate the heavy-duty lane (402) and the empty lane (403). Step S5: Count the number of times heavy-load vehicles pass through the heavy-load lane (402); when the number of times heavy-load vehicles pass through the heavy-load lane (402) reaches the threshold, set up the next cross-core wall road along the axis of the core wall (1). Step S6, recycling: When the first rigid bearing plate (405) and the second rigid bearing plate (406) of the cross-core wall road are close to the passage number threshold, the first rigid bearing plate (405) and the second rigid bearing plate (406), the impermeable material of the first loose layer (101) and the filter material of the second loose layer (201) are recycled for reuse.

6. A method for constructing a cross-core road for an earth-rock dam according to claim 5, characterized in that, In step S1, before the loose laying of the seepage-proof material and the loose laying of the reverse filter material, a rubber support (5) is set at the material source compartment boundary (6) on the core wall (1) and the reverse filter layer (2) as the boundary between the seepage-proof material and the reverse filter material; In step S2, the geogrid (3) simultaneously covers the loosely laid impermeable material, the loosely laid filter material, and the rubber support (5).

7. A method for constructing a cross-core road for an earth-rock dam according to claim 5, characterized in that, In step S4, the heavy-load lane (402) and the empty lane (403) are rotated at the same intervals.

8. A method for constructing a cross-core road for an earth-rock dam according to claim 5, characterized in that, In step S5, the method for determining the threshold number of passages is as follows: at the same time interval, several points are randomly selected to conduct in-situ permeation tests on the core wall (1), the permeability coefficient of the impermeable material of the core wall (1) is measured, and the core wall (1) is determined to be damaged based on the change of the permeability coefficient. The threshold for the number of passages is the number of heavy-duty vehicles that pass through when the core wall (1) is destroyed, multiplied by a reservation coefficient of 80% to 90%.

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