Highway subgrade anti-settlement structure

Abstract

The utility model belongs to the technical field of highway subgrades, and particularly relates to a highway subgrade anti-sedimentation structure which comprises a highway subbase layer, concrete columns are equidistantly inserted in the middle of the top end of the highway subbase layer, and a gravel tamping layer is arranged at the position, above the concrete columns, of the middle of the top end of the highway subbase layer. A gravel tamping layer is arranged on the top end of the highway subbase layer, a concrete layer is arranged on the gravel tamping layer, filling openings are formed in the two sides of the top end of the highway subbase layer, gravel filling layers are arranged in the filling openings, and concrete protection slopes are arranged on the gravel filling layers. The highway subbase layer can be reinforced by using the gravel filling layers and the concrete columns on the two sides of the highway subbase layer, and the highway subbase body can be formed by using the reinforcing rods, the second reinforcing ribs, the concrete protection slope, the gravel tamping layer, the steel bar reinforcing net and the concrete layer. And the concrete protection slope and the concrete layer in the highway subgrade main body are connected into a whole, so that the anti-settling performance of the highway subgrade main body can be improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of highway roadbeds, and in particular relates to a highway roadbed anti-settling structure. Background Art

[0002] The roadbed is a building that supports the track and transfers the train load. It is a roadbed engineering. The roadbed can be divided into embankments and cuttings according to the cross-sectional form. The embankment is a soil body filled with earth and stone on the ground. The top surface of the embankment is the roadbed surface, which is higher than the natural ground, and the two sides are embankment slopes; the cutting is a cutting excavated from the mountain, and the bottom of the cutting is the roadbed surface, which is lower than the natural ground, and the two sides are cutting slopes. In addition, under certain conditions, the natural ground can be directly used as the roadbed surface without filling and excavation.

[0003] Roadbed settlement is a common phenomenon that endangers driving safety during the use of highways. As the highway bears high loads for a long time, the roadbed sinks as a whole, forming an uneven surface. When vehicles travel on this uneven road surface, they are bumpy and difficult to drive, and easily fatigued. If you are not careful, serious traffic accidents may occur, endangering people's lives. In response to the problem of roadbed settlement, the utility model provides a highway roadbed anti-settlement structure. Utility Model Content

[0004] In order to solve the above problems existing in the prior art, the utility model provides a highway roadbed anti-settlement structure, which has the characteristics of good anti-settlement performance.

[0005] To achieve the above object, the utility model provides the following technical solutions: a highway subgrade anti-settlement structure, comprising a highway subbase, wherein concrete columns are equidistantly inserted and installed in the middle of the top of the highway subbase, a crushed stone tamping layer is arranged above the concrete columns in the middle of the top of the highway subbase, and a concrete layer is arranged above the crushed stone tamping layer;

[0006] Filling openings are provided on both sides of the top of the highway subbase, a crushed stone filling layer is provided inside the filling opening, and a concrete slope protection is provided above the crushed stone filling layer.

[0007] As a preferred technical solution for the anti-settlement structure of a highway roadbed of the utility model, support ribs are arranged inside the concrete column, and a No. 1 reinforcing rib is welded between the tops of the support ribs arranged inside two adjacent concrete columns.

[0008] As a preferred technical solution for the anti-settlement structure of a highway roadbed of the utility model, reinforcing rods are equidistantly inserted and fixed inside the crushed stone filling layer, and No. 2 reinforcing ribs are welded between the tops of two adjacent reinforcing rods.

[0009] As a preferred technical solution for the anti-settlement structure of a highway roadbed of the utility model, the top of the reinforcing rod and the second reinforcing rib are both located inside the concrete slope protection.

[0010] As an optimal technical solution for the anti-settlement structure of a highway roadbed of the utility model, a steel reinforcement mesh is arranged above the crushed stone compaction layer, the steel reinforcement mesh and the reinforcement rods are connected by welding, and the steel reinforcement mesh is located inside the concrete layer.

[0011] As a preferred technical solution for the anti-settlement structure of a highway roadbed of the utility model, the longitudinal section of the concrete slope protection is a right-angled trapezoid.

[0012] Compared with the prior art, the beneficial effects of the utility model are:

[0013] When the utility model is in use, the highway subbase can be reinforced by using crushed stone filling layers and concrete columns on both sides of the highway subbase, and the main body of the highway roadbed can be formed by using reinforcing rods, No. 2 reinforcing bars, concrete slope protection, crushed stone tamping layers, steel reinforcement mesh and concrete layers, and the concrete slope protection and concrete layers in the main body of the highway roadbed are connected as a whole, which is beneficial to improving the anti-settling performance of the main body of the highway roadbed. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0015] Figure 1 This is a rendering of the utility model;

[0016] Figure 2 It is a side view of the utility model;

[0017] Figure 3 This is a schematic diagram of the structure of the utility model to strengthen the opening;

[0018] Figure 4 This is a schematic diagram of the structure of the concrete column of the utility model;

[0019] Figure 5 This is a schematic diagram of the welding structure of the steel reinforcement mesh of the utility model;

[0020] Figure 6 This is the installation effect diagram of the steel reinforcement mesh of the utility model.

[0021] In the figure: 1. Highway subbase; 2. Filling opening; 3. Gravel filling layer; 4. Concrete column; 5. Support ribs; 6. No. 1 reinforcing ribs; 7. Gravel compaction layer; 8. Reinforcement rods; 9. No. 2 reinforcing ribs; 10. Concrete slope protection; 11. Steel reinforcement mesh; 12. Concrete layer. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model. Example

[0023] See also Figure 1-6 The utility model provides the following technical solutions: a highway subgrade anti-settling structure, including a highway subbase 1, a concrete column 4 is equidistantly inserted and installed in the middle of the top of the highway subbase 1, a supporting rib 5 is arranged inside the concrete column 4, and a No. 1 reinforcing rib 6 is welded between the tops of the supporting ribs 5 arranged inside two adjacent concrete columns 4, and a filling opening 2 is opened on both sides of the top of the highway subbase 1, a crushed stone filling layer 3 is arranged inside the filling opening 2, and reinforcing rods 8 are equidistantly inserted and fixed inside the crushed stone filling layer 3, and a No. 2 reinforcing rib 9 is welded between the tops of two adjacent reinforcing rods 8, and a concrete slope protection 10 is arranged above the crushed stone filling layer 3, and the longitudinal section of the concrete slope protection 10 is a right-angled trapezoid, and the top of the reinforcing rod 8 and the No. 2 reinforcing rib 9 are both located inside the concrete slope protection 10, which can improve the structural strength of the concrete slope protection 10;

[0024] A crushed stone tamping layer 7 is arranged above the concrete column 4 in the middle of the top of the highway subbase 1, and the crushed stone tamping layer 7 is located between two concrete slope protections 10. A concrete layer 12 is arranged above the crushed stone tamping layer 7, and a steel reinforcement mesh 11 is arranged above the crushed stone tamping layer 7. The steel reinforcement mesh 11 and the reinforcement rod 8 are connected by welding. The steel reinforcement mesh 11 is located inside the concrete layer 12, which can improve the structural strength of the concrete layer 12. At the same time, the concrete layer 12 can be connected to the concrete slope protection 10 as a whole, which is convenient for the use of the highway roadbed.

[0025] The working principle and use process of the utility model are as follows: by excavating and filling openings 2 on both sides of the highway subbase 1 and arranging a crushed stone filling layer 3, the soil in the middle of the highway subbase 1 can be separated; by using concrete columns 4 and No. 1 reinforcing ribs 6, the structural strength of the soil in the middle of the highway subbase 1 can be strengthened, and the highway subbase 1 can be reinforced; by arranging a concrete slope protection 10 on the crushed stone filling layer 3 and arranging a crushed stone tamping layer 7 and a concrete layer 12 between the two concrete slope protections 10, the main body of the highway roadbed can be formed; by using reinforcing rods 8, No. 2 reinforcing ribs 9 and a steel reinforcement mesh 11, the concrete slope protection 10 and the concrete layer 12 can be connected as a whole, which is beneficial to improving the anti-settling performance of the main body of the highway roadbed.

[0026] Finally, it should be noted that the above description is only a preferred embodiment of the utility model and is not intended to limit the utility model. Although the utility model is described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions recorded in the above embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A highway subgrade anti-settlement structure, comprising a highway subbase (1), characterized in that: Concrete columns (4) are installed in equal intervals in the middle of the top of the highway subbase (1); a crushed stone compaction layer (7) is arranged above the concrete columns (4) in the middle of the top of the highway subbase (1); and a concrete layer (12) is arranged above the crushed stone compaction layer (7); Filling openings (2) are provided on both sides of the top of the highway subbase (1), a crushed stone filling layer (3) is provided inside the filling opening (2), and a concrete slope protection (10) is provided above the crushed stone filling layer (3).

2. A highway subsidence prevention structure according to claim 1, characterized in that: Support ribs (5) are arranged inside the concrete column (4), and a No. 1 reinforcing rib (6) is welded between the tops of the support ribs (5) arranged inside two adjacent concrete columns (4).

3. The highway subsidence prevention structure according to claim 1 is characterized by: Reinforcement rods (8) are inserted and fixed at equal intervals inside the crushed stone filling layer (3), and a No. 2 reinforcement rib (9) is welded between the tops of two adjacent reinforcement rods (8).

4. A highway subsidence prevention structure according to claim 3, characterized in that: The top of the reinforcing rod (8) and the second reinforcing rib (9) are both located inside the concrete slope protection (10).

5. The highway subsidence prevention structure according to claim 4 is characterized by: A steel reinforcement mesh (11) is arranged above the crushed stone compaction layer (7), the steel reinforcement mesh (11) and the reinforcement rod (8) are connected by welding, and the steel reinforcement mesh (11) is located inside the concrete layer (12).

6. A highway subsidence prevention structure according to claim 5, characterized in that: The longitudinal cross-section of the concrete slope protection (10) is a right-angled trapezoid.

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