Roadbed structure

Abstract

The utility model relates to the technical field of building structures, in particular to a roadbed structure which comprises an embankment, a roadbed and an impermeable layer. The embankment is laid on the ground; the roadbed is laid on the embankment, the width A of the embankment is larger than the width B of the roadbed, and the part, exposed out of the roadbed, of the embankment is a to-be-treated part; the anti-permeation layer is arranged on a to-be-treated part of the embankment and is used for preventing surface water from permeating into the embankment. According to the roadbed structure, surface water is prevented from permeating into the embankment and the ground below the embankment through the anti-permeation layer, so that the water content of the ground below the embankment is reduced, the swelling amount of the ground below the embankment after freezing is reduced, and cracking of the embankment and a roadbed is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of building structures, and in particular to a roadbed structure. Background Art

[0002] Seasonal frozen ground in high-altitude areas is characterized by a long freezing period and a short thawing period. Due to construction schedule constraints, highway construction often proceeds during the cold season. During the cold season, seasonally frozen ground remains frozen. With the arrival of warm weather, the frozen ground at the toe and outer sides of the roadbed thaws first. Due to the insulation provided by the roadbed, the frozen ground below the roadbed melts at a slower depth and rate than the frozen ground at the toe. This differential thawing of seasonally frozen ground can lead to longitudinal cracking in the roadbed and pavement. This is especially true for sections of road near water, where surface water infiltration leads to higher ice content in seasonally frozen ground, resulting in greater frost heave and thaw settlement. Utility Model Content

[0003] The object of the present application is to provide a roadbed structure which reduces cracking compared to the prior art.

[0004] To achieve the above objectives, embodiments of the present application provide a roadbed structure comprising an embankment, a roadbed, and an anti-permeability layer. The embankment is laid on the ground; the roadbed is laid on the embankment, the width A of the embankment is greater than the width B of the roadbed, and the portion of the embankment exposed above the roadbed is a portion to be treated; the anti-permeability layer is disposed on the portion to be treated of the embankment, and prevents surface water from penetrating into the embankment.

[0005] In one embodiment, the embankment is filled with boulders.

[0006] In one embodiment, the diameter of the stone block is C, 250 mm ≤ C ≤ 450 mm.

[0007] In one embodiment, the roadbed is filled with coarse-grained soil.

[0008] In one embodiment, greater than or equal to fifty percent of the coarse-grained soil has a particle size greater than or equal to 2 mm.

[0009] In one embodiment, the thickness D of the embankment is less than or equal to the thickness E of the roadbed.

[0010] In one embodiment, the thickness E of the roadbed is greater than the depth of seasonal frozen soil at the roadbed.

[0011] In one embodiment, the height of the highest end surface of the embankment along the gravity direction is greater than the surface water level at the embankment.

[0012] In one embodiment, the anti-permeability layer includes waterproof geotextile, polyethylene membrane, cement or polyester fiber.

[0013] In one embodiment, the side slope of the embankment has a gradient of F, wherein 1:0.8≤F≤1:1.8; and / or the side slope of the roadbed has a gradient of G, wherein 1:0.8≤G≤1:1.8.

[0014] In the above technical solution, an anti-seepage layer is used to prevent surface water from penetrating into the embankment and the ground below the embankment, so as to reduce the moisture content of the ground below the embankment, thereby reducing the expansion of the ground below the embankment after freezing and reducing cracking of the embankment and roadbed.

[0015] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 A schematic structural diagram from one perspective of one embodiment of a roadbed structure provided in an embodiment of the present application;

[0018] Figure 2 A structural schematic diagram from two perspectives of another embodiment of a roadbed structure provided in an embodiment of the present application.

[0019] icon:

[0020] 100-Embankment; 200-Impeccable layer; 300-Roadbed. DETAILED DESCRIPTION

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0022] In the description of this application, it should be noted that the terms "inner" and "outer" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or the orientations or positional relationships in which the product of this application is typically placed when in use. These terms are intended solely to facilitate the description of this application and simplify the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" and the like are used solely for distinction and should not be construed as indicating or implying relative importance.

[0023] It should also be noted that, in the description of this application, unless otherwise expressly specified or limited, the terms "disposed" and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0024] The embodiment of the present application provides a roadbed structure, such as Figure 1 and Figure 2 As shown, the roadbed structure includes an embankment 100 , a roadbed 300 and an anti-permeability layer 200 .

[0025] The embankment 100 is laid on the ground; the roadbed 300 is laid on the embankment 100. The roadbed 300 can reduce the rise of capillary water and can play a role in heat preservation, further reducing the risk of frost heave and thaw settlement of the roadbed structure.

[0026] The width A of the embankment 100 is greater than the width B of the roadbed 300 , so that part of the end surface of the embankment 100 is located outside the coverage of the roadbed 300 .

[0027] like Figure 1 and Figure 2 As shown, the portion of the embankment 100 exposed from the roadbed 300 is a portion to be treated, and an anti-seepage layer 200 is provided on the portion to be treated of the embankment 100. The anti-seepage layer 200 prevents surface water from penetrating into the embankment 100 and the ground below the embankment 100, so as to reduce the moisture content of the ground below the embankment 100, thereby reducing the expansion of the ground below the embankment 100 after freezing, and reducing cracking of the embankment 100 and the roadbed 300.

[0028] The layered arrangement of embankment 100 and roadbed 300, with the width A of embankment 100 greater than the width B of roadbed 300, enhances the overall stability of the roadbed. As the supporting component of the roadbed, the wider base of embankment 100 provides greater bearing capacity, helping to reduce settlement and deformation of the roadbed.

[0029] The provision of the anti-permeability layer 200 effectively prevents surface water from penetrating into the embankment 100, thereby reducing the moisture content of the ground below the embankment 100. This helps to reduce problems such as foundation softening and reduced bearing capacity caused by moisture, and further enhances the stability of the roadbed.

[0030] Because the anti-permeability layer 200 prevents surface water from seeping in, the moisture content of the ground beneath the embankment 100 decreases, thereby reducing ground expansion after freezing. This effect helps reduce cracking in the embankment 100 and roadbed 300 caused by frost heave, thereby extending the service life of the roadbed. An overall stable, crack-resistant roadbed structure provides improved road quality. Driving on a smooth road surface reduces bumps and vibrations, improving driving comfort and safety.

[0031] like Figure 1 and Figure 2 As shown, in one embodiment, the anti-permeability layer 200 includes waterproof geotextile, polyethylene membrane, cement or polyester fiber.

[0032] Exemplarily, the anti-permeability layer 200 includes a waterproof geotextile, which has good water permeability but can effectively prevent water penetration, and is particularly suitable for occasions where groundwater needs to be isolated and soil erosion needs to be prevented. In another embodiment, the anti-permeability layer 200 includes a polyethylene film, which is a polymer waterproof material with excellent waterproof performance and chemical corrosion resistance, and can maintain a waterproof effect for a long time. In another embodiment, the anti-permeability layer 200 includes cement, which includes but is not limited to cement-based waterproof materials (cement-based permeable crystalline waterproof materials, polymer cement waterproof coatings, polymer cement waterproof mortars or polymer cement waterproof slurries, etc.) or ordinary cement (such as silicate cement, aluminate cement, sulphoaluminate cement, etc.). Cement can form a hard anti-permeability layer 200 at the site to be treated. In another embodiment, the anti-permeability layer 200 includes polyester fibers, which can enhance the strength and durability of the material, and its fiber structure also helps to prevent water penetration.

[0033] In one embodiment, embankment 100 is filled with boulders. This boulders-filled embankment 100 exhibits low frost heave and thaw settlement resistance, while maintaining high water permeability. The gaps between the boulders create effective drainage channels, helping to reduce the moisture content within the roadbed and mitigate softening and reduced bearing capacity caused by water accumulation. This is crucial for preventing roadbed deformation and extending the service life of roads.

[0034] Stone blocks have high strength and hardness, and can significantly increase the bearing capacity of the roadbed when placed in the embankment 100. This is crucial for bearing heavy vehicle loads and ensuring road stability and safety.

[0035] The rockfill embankment 100 has improved shear strength and anti-slip capabilities, helping to prevent deformation and displacement of the roadbed under horizontal loads. This stability is particularly important for ensuring the normal operation of the road in adverse weather and geological conditions.

[0036] In areas with complex geological conditions and insufficient foundation bearing capacity, using block stones to build the embankment 100 can enhance the adaptability of the roadbed to adverse geological conditions. Block stones can fill the gaps in the foundation and improve the uniformity and stability of the foundation.

[0037] In one embodiment, the stone has a diameter C, where 250 mm ≤ C ≤ 450 mm. For example, the stone has a diameter C = 250 mm. In another embodiment, the stone has a diameter C = 300 mm. In another embodiment, the stone has a diameter C = 350 mm. In another embodiment, the stone has a diameter C = 400 mm. In another embodiment, the stone has a diameter C = 450 mm.

[0038] If the stone diameter is greater than 450mm, the permeability of embankment 100 increases, but its stability decreases, significantly reducing its service life. Therefore, a stone diameter range of 250mm ≤ C ≤ 450mm ensures the overall stability of the roadbed structure. Tightly filling the gaps between the stones with filler material (such as sand or gravel) further enhances the shear strength and anti-slip capability of embankment 100. This stability is crucial for preventing deformation and displacement of the roadbed under horizontal loads or external forces.

[0039] If the stone diameter is less than 250mm, while the stability of embankment 100 will be increased, its permeability will be reduced, and moisture will accumulate within embankment 100, causing the roadbed to soften and its bearing capacity to decrease. Within the stone diameter range of 250mm ≤ C ≤ 450mm, the gaps between the stones can form effective drainage channels, facilitating the drainage of moisture from the roadbed and reducing the softening and bearing capacity reduction caused by moisture accumulation. Furthermore, the presence of gaps increases the permeability of the roadbed, helping to keep it dry and stable.

[0040] Stone block diameters within the range of 250mm≤C≤450mm ensure close contact and effective interlocking between the blocks, thereby improving the overall bearing capacity of the roadbed. Larger blocks can form a stable skeleton structure, effectively distributing and bearing the upper load, reducing the settlement and deformation of the embankment 100. The gaps between the blocks can form effective drainage channels, allowing moisture from the roadbed 300 to penetrate into the embankment 100 and moisture from the embankment 100 to penetrate into the ground, reducing moisture accumulation within the roadbed and increasing the permeability of the roadbed. Therefore, stone block diameters within the range of 250mm≤C≤450mm can ensure both the permeability of the roadbed and the stable bearing capacity of the roadbed.

[0041] The diameter of the stone blocks can be adjusted over a wide range to suit different geological conditions and project requirements. In areas with complex geological conditions or insufficient bearing capacity, larger diameter stones can be used to enhance the stability and bearing capacity of the roadbed. In areas with better geological conditions or higher bearing capacity, smaller diameter stones can be used to reduce costs and construction difficulty.

[0042] In one embodiment, coarse-grained soil is filled in the roadbed 300. Coarse-grained soil has good interlocking and supporting effects, can significantly improve the strength and stability of the roadbed, and can also prevent capillary water from rising to the road surface.

[0043] Coarse-grained soil has larger gaps between layers, which facilitates water drainage. When a roadbed is filled with the required coarse-grained soil, its drainage performance can be significantly improved. This helps reduce water accumulation within the roadbed, thereby reducing the risk of softening and reduced bearing capacity due to excess moisture.

[0044] In cold regions, roadbeds are susceptible to freeze-thaw cycles and can be damaged. Coarse-grained soils, due to their large intergranular spaces, are less susceptible to frost heave. Therefore, when a roadbed is filled with suitable coarse-grained soil, its freeze-thaw resistance can be improved, thereby extending the roadbed's service life.

[0045] Coarse-grained soil has good compaction and stability. When its content and particle size in the roadbed meet the requirements, it can significantly reduce roadbed settlement and deformation. This helps maintain road surface smoothness and driving comfort, and reduces the risk of traffic accidents caused by roadbed settlement and deformation.

[0046] Coarse-grained soil is easy to obtain and process, and the filling process is relatively simple. When the roadbed is filled with coarse-grained soil that meets the requirements, it can significantly improve construction efficiency and quality. Coarse-grained soil also has good permeability, which facilitates drainage and compaction during construction.

[0047] In one embodiment, greater than or equal to fifty percent of the coarse-grained soil has a particle size greater than or equal to 2 mm, which can improve the strength and stability of the roadbed, improve the drainage performance of the roadbed, improve the freeze-thaw resistance of the roadbed, reduce the settlement and deformation of the roadbed, and improve construction efficiency and quality.

[0048] For example, 50% of the coarse-grained soil has a particle size of 2 mm. In another embodiment, 60% of the coarse-grained soil has a particle size of 2.5 mm. In another embodiment, 50% of the coarse-grained soil has a particle size of 2.5 mm.

[0049] like Figure 1 and Figure 2As shown, in one embodiment, the thickness D of the embankment 100 is less than or equal to the thickness E of the roadbed 300. When the thickness of the embankment 100 is less than or equal to the thickness of the roadbed 300, the pressure distribution on the upper portion of the roadbed is more even, helping to reduce localized damage to the roadbed caused by concentrated pressure, thereby improving the overall stability of the roadbed. The combination of a thinner embankment 100 and a thicker roadbed 300 can reduce vertical settlement differences in the roadbed. This reduction in settlement differences helps maintain road surface smoothness and driving comfort, while also reducing the risk of road damage caused by uneven settlement.

[0050] In one embodiment, the thickness E of the roadbed 300 is greater than the depth of seasonal frozen soil at the roadbed 300. When the thickness of the roadbed 300 is greater than the depth of seasonal frozen soil, it can insulate the ground beneath the roadbed, reducing the temperature rise or fall of the frozen soil beneath the roadbed, thereby reducing the temperature change of the ground beneath the roadbed. This can effectively prevent the volume expansion of the frozen soil due to freezing of water during the winter freezing process, thereby preventing the roadbed 300 and the road surface structure from cracking, deformation, and other damage caused by frost heave. It can also avoid settlement caused by excessive thawing of frozen soil. During the spring snowmelt season, the melting of ice in the frozen soil causes the volume to shrink. If the roadbed 300 is not thick enough, uneven settlement may occur due to thawing, affecting the smoothness and driving comfort of the road surface. Increasing the thickness of the roadbed 300 can effectively reduce this thawing settlement risk.

[0051] The thicker roadbed 300 can provide a more solid support and enhance the overall stability of the roadbed, which helps to resist the destructive effects of vehicle loads and natural factors (such as wind, rain, earthquakes, etc.) on the roadbed.

[0052] By increasing the thickness of the roadbed 300, the load can be dispersed and transferred more effectively, and the deformation and settlement of the roadbed can be reduced, thereby extending the service life of the road.

[0053] The thicker roadbed 300 layer can also provide more installation space for highway ancillary facilities (such as drainage channels, guardrails, etc.).

[0054] Exemplarily, the thickness E of the roadbed 300 is greater than the average depth of seasonal frozen soil at the roadbed 300 throughout the year. In another embodiment, the thickness E of the roadbed 300 is greater than the maximum depth of seasonal frozen soil at the roadbed 300 throughout the year.

[0055] In one embodiment, the height of the highest end face of embankment 100 along the gravity direction is greater than the surface water level at embankment 100. This effectively isolates surface water, preventing moisture from invading the road surface through capillary action or other pathways, which could cause slippery roads and mitigate driving safety risks. It also helps maintain a dry roadbed, reducing the risk of softening and reduced bearing capacity due to moisture accumulation. In cold regions, the freezing and thawing of surface water can cause changes in the roadbed volume, leading to cracks and deformation. By raising the height of embankment 100, the destructive effects of these freeze-thaw cycles on the roadbed can be reduced, improving its stability and durability.

[0056] Exemplarily, the surface water level at the embankment 100 is the average height of the surface water level throughout the year.

[0057] In another embodiment, the surface water level at the embankment 100 is the maximum height of the surface water level throughout the year.

[0058] In one embodiment, the side slopes of embankment 100 have a slope F, where 1:0.8 ≤ F ≤ 1:1.8. For example, the side slopes of embankment 100 have a slope F = 1:0.8. In another embodiment, the side slopes of embankment 100 have a slope F = 1:1. In another embodiment, the side slopes of embankment 100 have a slope F = 1:1.5. In another embodiment, the side slopes of embankment 100 have a slope F = 1:1.8.

[0059] The slope of the embankment 100 is within this range, and the inclination of the side slopes of the embankment 100 is moderate, which can provide good anti-slip capabilities. This helps prevent the embankment 100 from slipping due to natural factors such as gravity and water flow, ensuring the stability of the roadbed. The appropriate slope can reduce the lateral pressure exerted by the embankment 100 on the side soil, thereby reducing the risk of soil damage due to excessive lateral pressure. This helps maintain the overall structural stability of the roadbed and extend the service life of the road. Reasonable slope design helps to disperse the pressure of vehicle loads on the road surface and reduce damage to the road surface. This can extend the service life of the road surface and reduce maintenance costs.

[0060] If F is less than 1:0.8, i.e., F = 1:0.7 or F = 1:0.5, the upper layer of embankment 100 is prone to collapse during construction, and the support strength of the lower structure of embankment 100 on the upper structure of embankment 100 is reduced, reducing the overall strength of the slope of embankment 100 and affecting the service life of the roadbed. If F is greater than 1:1.8, the strength of the slope of embankment 100 cannot be guaranteed during construction, and the amount of paving materials used for embankment 100 will increase, affecting the service life of the roadbed. The slope of the side slope of embankment 100 is F. Within the range of 1:0.8 to 1:1.8, the slope strength of embankment 100 can be guaranteed, enhancing the durability of the road surface, while reducing the material used for paving embankment 100, improving construction efficiency, and reducing construction costs.

[0061] In one embodiment, the side slope of the roadbed 300 has a gradient of G, wherein 1:0.8≤G≤1:1.8.

[0062] For example, the side slope of the roadbed 300 has a slope G = 1:0.8. In another embodiment, the side slope of the roadbed 300 has a slope G = 1:1. In another embodiment, the side slope of the roadbed 300 has a slope G = 1:1.5. In another embodiment, the side slope of the roadbed 300 has a slope G = 1:1.8.

[0063] Proper slope design can increase the stability of the side slope of the roadbed 300, preventing it from overturning or sliding under external forces such as vehicle loads and water flow, helping to maintain the overall structural stability of the road and ensure driving safety.

[0064] An appropriate slope can reduce the lateral pressure exerted by the embankment 100 on the soil on the sides, thereby reducing the risk of soil damage due to excessive lateral pressure. This helps maintain the overall structural stability of the roadbed and extend the service life of the road.

[0065] If G is less than 1:0.8, i.e., G = 1:0.7 or G = 1:0.5, etc., the upper structure of the roadbed 300 is prone to collapse during the construction of the roadbed 300, and the support strength of the lower structure of the roadbed 300 for the upper structure of the roadbed 300 is low, which reduces the overall strength of the slope of the roadbed 300 and affects the service life of the roadbed. If G is greater than 1:1.8, the strength of the slope of the roadbed 300 cannot be guaranteed during the construction of the roadbed 300, and the amount of paving materials used for the roadbed 300 will increase, affecting the service life of the roadbed. The slope of the side slope of the roadbed 300 is G. Within the range of 1:0.8 to 1:1.8, it can not only ensure the slope strength of the roadbed 300 and enhance the durability of the roadbed structure, but also reduce the materials used for paving the roadbed 300, improve construction efficiency and reduce construction costs.

[0066] It should be noted that, unless there is any conflict, the features in the embodiments of this application can be combined with each other.

[0067] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A roadbed structure, characterized in that: include: An embankment (100), the embankment (100) being laid on the ground; a roadbed (300), wherein the roadbed (300) is laid on the embankment (100), a width A of the embankment (100) is greater than a width B of the roadbed (300), and a portion of the embankment (100) exposed from the roadbed (300) is a portion to be treated; An anti-permeability layer (200) is provided on the portion to be treated of the embankment (100), and the anti-permeability layer (200) prevents surface water from penetrating into the embankment (100).

2. The roadbed structure according to claim 1, characterized in that: The embankment (100) is filled with boulders.

3. The roadbed structure according to claim 2, characterized in that: The diameter of the stone block is C, wherein 250 mm ≤ C ≤ 450 mm.

4. The roadbed structure according to claim 1, characterized in that: The roadbed (300) is filled with coarse-grained soil.

5. The roadbed structure according to claim 4, characterized in that: in, Fifty percent or more of the coarse-grained soil has a particle size of 2 mm or more.

6. The roadbed structure according to claim 1, characterized in that: The thickness D of the embankment (100) is less than or equal to the thickness E of the roadbed (300).

7. The roadbed structure according to claim 1, characterized in that: The thickness E of the roadbed (300) is greater than the depth of seasonal frozen soil at the roadbed (300).

8. The roadbed structure according to claim 1, characterized in that: The height of the highest end surface of the embankment (100) along the gravity direction is greater than the surface water level at the embankment (100).

9. The roadbed structure according to claim 1, characterized in that: The anti-permeability layer (200) comprises waterproof geotextile, polyethylene film, cement or polyester fiber.

10. The roadbed structure according to claim 1, characterized in that: The side slope of the embankment (100) has a slope of F, wherein 1:0.8≤F≤1:1.8; And / or, the side slope of the roadbed (300) has a slope of G, wherein 1:0.8≤G≤1:1.8.

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