Roadbed and road

Abstract

The utility model provides a roadbed and a road, and relates to the technical field of roads in frozen earth areas. The roadbed comprises a cutting and a retaining wall; the cutting is provided with a roadbed, a side slope and a side ditch; retaining walls are arranged on the two sides of the roadbed respectively and clamped between the side slope and the side face of the roadbed; wherein the side ditch is formed in the top of the retaining wall. According to the roadbed, the retaining walls are arranged on the two sides of the roadbed and can effectively support the side slope and prevent soil from sliding, so that the stability of the side slope is enhanced, and frost heaving damage of permafrost to the roadbed can be reduced; moreover, the retaining wall is used for blocking the gap between the slope and the roadbed, and the side ditch at the upper part of the retaining wall is used for draining accumulated water, so that the moisture content in the cutting and the roadbed is reduced, and the risks of frost heaving and thaw collapse are further reduced.

Description

Technical Field

[0001] This application relates to the field of highway technology in permafrost regions, and more particularly to a roadbed and highway. Background Technology

[0002] In recent years, rising ambient temperatures and human activities have exacerbated permafrost degradation, making highway engineering problems increasingly prominent. The impact of permafrost on engineering is mainly manifested in frost heave and thaw settlement. Under the influence of water replenishment, the ice content of permafrost continues to increase in the cold season, causing frost heave damage to the roadbed. In the warm season, it thaws more rapidly, causing surface thaw settlement. Furthermore, in excavated sections, slope collapse is prone to occur due to the freeze-thaw cycle. Utility Model Content

[0003] In view of this, the purpose of this application is to overcome the shortcomings of the prior art and provide a roadbed and highway that can mitigate the effects of frozen soil on the frost heave and thaw settlement of the roadbed, extend the service life of the highway, and reduce the probability of slope collapse.

[0004] This application provides the following technical solution:

[0005] In a first aspect, embodiments of this application provide a roadbed, the roadbed comprising:

[0006] A road cut, wherein the road cut has a roadbed, slopes and side ditches;

[0007] The retaining wall is provided on both sides of the roadbed and is sandwiched between the side of the slope and the side of the roadbed; wherein the side ditch is opened at the top of the retaining wall.

[0008] In one embodiment of the first aspect, the top end face of the roadbed is not lower than the top end face of the retaining wall.

[0009] In one embodiment of the first aspect, the bottom end face of the retaining wall is not higher than the bottom end face of the roadbed.

[0010] In one embodiment of the first aspect, the retaining wall includes a base slab and a wall body, with the wall body respectively provided at both ends of the base slab, the roadbed and the slope respectively abutting against the corresponding wall body, and the side ditch being formed by the base slab and the wall body.

[0011] In one embodiment of the first aspect, the wall surface on the side away from the side ditch is perpendicular to the horizontal plane, the thickness of the wall gradually decreases in the direction away from the base plate, and the base plate is horizontally arranged.

[0012] In one embodiment of the first aspect, the retaining wall further includes a reinforcing frame distributed between the wall body and the base plate.

[0013] In one embodiment of the first aspect, the base plate and the wall are integrated.

[0014] In one embodiment of the first aspect, the roadbed is provided with pores.

[0015] In one embodiment of the first aspect, curbs are provided on both sides of the top end face of the roadbed.

[0016] Secondly, this application also provides a highway, the highway including a road surface and a roadbed as described in any of the above embodiments, the road surface being laid on top of the roadbed of the roadbed.

[0017] The embodiments of this application have the following advantages:

[0018] This application provides a roadbed in which retaining walls are set on both sides of the roadbed. The retaining walls can effectively support the slope and prevent soil sliding, thereby enhancing the stability of the slope and reducing the damage of the roadbed caused by frost heave caused by permafrost. Furthermore, by using the retaining walls to seal the gap between the slope and the roadbed and using the side ditches on the upper part of the retaining walls to drain accumulated water, the moisture content in the road cut and the roadbed is reduced, further reducing the risk of frost heave and thaw settlement.

[0019] Therefore, by constructing retaining walls on both sides of the roadbed in the cut and setting up side ditches on top of the retaining walls, the effects of permafrost on roadbed frost heave and thaw settlement can be effectively mitigated, extending the service life of the highway and reducing the probability of slope collapse. This design helps improve highway stability and driving safety while reducing maintenance costs.

[0020] In addition, this application also relates to a highway. Since the aforementioned roadbed has the aforementioned technical effects, the highway including the roadbed should have the same technical effects, which will not be elaborated here. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram of a highway structure provided by an embodiment of this application is shown;

[0023] Figure 2 A schematic diagram of a retaining wall in a highway provided by an embodiment of this application is shown.

[0024] Explanation of key component symbols:

[0025] 100-Cutway; 110-Slope; 120-Side ditch; 130-Roadbed; 131-Road curb; 200-Road surface; 300-Retaining wall; 310-Wall; 320-Base slab; 330-Reinforcing frame. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0027] It should be noted that when an element is said to be "fixed" to another element, it can be directly on the other element or there may be an intervening element. When an element is said to be "connected" to another element, it can be directly connected to the other element or there may be an intervening element. Conversely, when an element is said to be "directly" on another element, there is no intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0028] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the template description is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0031] In related technologies, permafrost refers to permafrost that has been frozen for two years or more. The upper part of permafrost is the seasonally active layer, which thaws in the warm season and freezes in the cold season.

[0032] my country is the world's third-largest country in terms of permafrost. In recent years, rising environmental temperatures and human activities have exacerbated permafrost degradation, making engineering problems increasingly prominent. For example, non-uniform deformation and cracking of roadbeds in permafrost regions severely restrict the normal operation and long-term service of engineering projects. The impact of permafrost on engineering is mainly manifested in frost heave and thaw settlement. Under the influence of water replenishment, the ice content of permafrost continues to increase in the cold season, causing frost heave damage to roadbed engineering. In the warm season, it thaws rapidly, causing surface thaw settlement. Furthermore, in cut sections (i.e., road cuttings), slope collapse is prone to occur under the action of freeze-thaw cycles.

[0033] like Figure 1 and Figure 2 As shown, in order to solve the above-mentioned technical problems, this application provides a roadbed, which includes a road cut 100 and a retaining wall 300. The road cut 100 has a roadbed 130, a slope 110 and a side ditch 120. Retaining walls 300 are respectively provided on both sides of the roadbed 130, and the retaining walls 300 are sandwiched between the slope 110 and the side of the roadbed 130. The side ditch 120 is opened at the top of the retaining wall 300.

[0034] In these embodiments, the cut 100 is a type of roadbed constructed by excavating the original ground surface; in this application, the cut 100 is excavated on a slope in a permafrost region. The roadbed 130 is the top structure of the cut 100, supporting the road surface 200. The side slopes 110 are the inclined surfaces on both sides of the cut 100. Side ditches 120 are located on both sides of the cut 100, collecting and draining water accumulated at the edges of the cut 100, and also collecting and draining water from the road surface 200 on the roadbed. Furthermore, by constructing the side ditches 120 on top of the retaining wall 300, the retaining wall 300 and the side ditches 120 are integrated into one unit.

[0035] Clearly, the retaining wall 300 is located on both sides of the roadbed 130, sandwiched between the slope 110 and the side of the roadbed 130. The retaining wall 300 is a structure used to support the slope 110, prevent soil slippage in frozen soil areas, and protect the stability of the cut 100. Furthermore, the side ditch 120 provided on the top of the retaining wall 300 can collect and drain rainwater from the edge of the cut 100.

[0036] In other words, by setting retaining walls 300 on both sides of the roadbed 130, the retaining walls 300 can effectively support the slope 110, prevent soil sliding, and thus enhance the stability of the slope 110, which can reduce the frost heave damage to the roadbed caused by permafrost. Furthermore, by using the retaining walls 300 to seal the gap between the slope 110 and the roadbed 130, and by using the side ditch 120 on the upper part of the retaining walls 300 to drain accumulated water, the moisture content in the cut 100 and the roadbed 130 is reduced, further reducing the risk of frost heave and thaw settlement.

[0037] Therefore, by setting retaining walls 300 on both sides of the roadbed 130 in the cut 100 and setting side ditches 120 on top of the retaining walls 300, the impact of permafrost on the roadbed's frost heave and thaw settlement can be effectively mitigated, extending the service life of the highway and reducing the probability of slope 110 landslides. This design helps improve the stability and driving safety of the highway and reduces maintenance costs.

[0038] It should be noted that the integrated design of the side ditch 120 and the retaining wall 300 facilitates on-site installation and construction. Furthermore, it can mitigate the seepage of accumulated water from the side ditch 120 into the roadbed 130.

[0039] For example, during the excavation of the road cut 100, an installation trench is dug out, the retaining wall 300 is installed in the trench, and the toe of the slope 110 and the top of the retaining wall 300 are made flush, so that boulders can be filled between a pair of retaining walls 300 to form the roadbed 130.

[0040] like Figure 1 As shown, in some embodiments, the top end face of the roadbed 130 is not lower than the top end face of the retaining wall 300.

[0041] In these embodiments, the roadbed 130 is the top structural layer of the roadbed, directly supporting the pavement 200. The top end face of the roadbed 130 is not lower than the top end face of the retaining wall 300. This means that the top of the roadbed 130 is at least flush with the top of the retaining wall 300, or slightly higher than the top of the retaining wall 300.

[0042] Clearly, by ensuring that the top face of the subgrade 130 is not lower than the top face of the retaining wall 300, water accumulation on the surface of the subgrade 130 can be effectively guided to the side ditch 120, improving drainage. Furthermore, optimizing the relative positions of the subgrade 130 and the retaining wall 300 can reduce the impact of permafrost on frost heave and thaw settlement of the roadbed. In other words, ensuring that the top face of the subgrade 130 is not lower than the top face of the retaining wall 300 helps mitigate the impact of frost heave and thaw settlement on roadbed stability.

[0043] In this embodiment, the top end face of the roadbed 130 is flush with the top end face of the retaining wall 300. Of course, in other embodiments, the top end face of the roadbed 130 is higher than the top end face of the retaining wall 300.

[0044] like Figure 1 As shown, in some embodiments, the bottom end face of the retaining wall 300 is not higher than the bottom end face of the roadbed 130.

[0045] In these embodiments, the bottom end face of the retaining wall 300 is not higher than the bottom end face of the roadbed 130. This means that the bottom of the retaining wall 300 is at least flush with the bottom of the roadbed 130, or slightly lower. By ensuring that the bottom end face of the retaining wall 300 is not higher than the bottom end face of the roadbed 130, the connection between the retaining wall 300 and the roadbed 130 is made more stable, enhancing the stability of the roadbed 130. Furthermore, the side ditch 120 is typically located on top of the retaining wall 300 to collect and drain rainwater from the edge of the cut 100. By ensuring that the bottom end face of the retaining wall 300 is not higher than the bottom end face of the roadbed 130, groundwater seepage into the roadbed 130 can be prevented, thereby reducing the impact of permafrost on the roadbed's frost heave and thaw settlement.

[0046] In this embodiment, the bottom end face of the retaining wall 300 is flush with the bottom end face of the roadbed 130. Alternatively, in other embodiments, the bottom end face of the retaining wall 300 is lower than the bottom end face of the roadbed 130.

[0047] like Figure 2 As shown, in some embodiments, the retaining wall 300 includes a base plate 320 and a wall 310. The base plate 320 is provided with wall 310 at both ends. The roadbed 130 and the slope 110 respectively abut against the corresponding wall 310. The side ditch 120 is formed by the base plate 320 and the wall 310.

[0048] In these embodiments, the base plate 320 is the foundation portion of the retaining wall 300, located at the bottom of the retaining wall 300. The base plate 320 supports the retaining wall 300, providing a stable foundation. The wall body 310 is the main body portion of the retaining wall 300, typically made of concrete or other robust materials. The wall bodies 310 are respectively located at both ends of the base plate 320. The wall bodies 310 support the slope 110, prevent soil slippage, and protect the stability of the cut 100.

[0049] The subgrade 130 is the top structural layer of the roadbed, directly supporting the pavement 200. The subgrade 130 abuts against one side wall 310 of the retaining wall 300, ensuring the stability of the subgrade 130. The slope 110 abuts against the other side wall 310 of the retaining wall 300, ensuring the stability of the slope 110.

[0050] Furthermore, the side ditch 120 is formed by the base plate 320 and the wall 310, ensuring that the accumulated water can flow smoothly into the side ditch 120.

[0051] For example, the retaining wall 300 is configured in a U-shape. Of course, in other embodiments, it can also be configured in a W-shape, etc.

[0052] like Figure 1 and Figure 2 As shown, in some embodiments, the wall surface of the wall 310 on the side away from the side ditch 120 is perpendicular to the horizontal plane, the thickness of the wall 310 gradually decreases in the direction away from the base plate 320, and the base plate 320 is horizontally arranged.

[0053] In these embodiments, the side of the wall 310 facing away from the side ditch 120 is perpendicular to the horizontal plane. This perpendicularity provides better support, prevents soil slippage on the slope 110, and enhances the stability of the retaining wall 300. Simultaneously, the thickness of the wall 310 gradually decreases in the direction away from the base slab 320. This design reduces material usage and costs while maintaining sufficient structural strength, improving the structure's resistance to overturning. That is, the wall 310 is thicker at the bottom and gradually thins upwards, forming a trapezoidal cross-section.

[0054] like Figure 2 As shown, in some embodiments, the retaining wall 300 further includes a reinforcing frame 330, which is distributed on the wall 310 and the base plate 320.

[0055] In these embodiments, the reinforcing frame 330 is a support structure used to increase structural strength, typically made of steel bars or other robust materials. The reinforcing frame 330 is distributed across the wall 310 and the base plate 320, improving the overall structural strength and stability of the retaining wall 300. In other words, the reinforcing frame 330 increases the structural strength of the wall 310 and the base plate 320, and facilitates the transfer of supporting forces from the wall 310 to the base plate 320, ensuring that the wall 310 can withstand greater external pressure.

[0056] Clearly, reinforcing the frame 330 enhances the support capacity of the retaining wall 300 for the slope 110, reducing the risk of slope 110 landslides. By increasing the structural strength of the retaining wall 300, it can better support the slope 110 and prevent soil sliding. Furthermore, reinforcing the frame 330 helps improve the durability of the retaining wall 300 and reduces maintenance costs.

[0057] For example, the reinforcing frame 330 is made of steel bars, and the retaining wall 300 is a concrete component. The steel bars are fixed in place by a mold, and then the wall is cast with concrete. Of course, in other embodiments, the reinforcing frame 330 is made of steel bars, and the retaining wall 300 is made of welded steel plates. The steel bars are welded to the retaining wall 300 to form reinforcing ribs.

[0058] like Figure 2 In some embodiments, the base plate 320 and the wall 310 are integrated.

[0059] In these embodiments, the base plate 320 and the wall 310 are integrated into a single structure through casting or prefabrication, which improves the overall structural strength and stability of the retaining wall 300. The integrated design reduces the number of connection points between different components, thereby lowering the risk of structural failure. Clearly, the integrated design helps improve the retaining wall 300's resistance to frost heave and thaw settlement, reducing the impact of permafrost on the roadbed. Furthermore, the integrated design reduces on-site assembly work, simplifying the construction process. It also mitigates water seepage from the side ditch 120 into the roadbed, reducing the impact of moisture on the roadbed.

[0060] In some embodiments, the roadbed 130 is provided with pores.

[0061] In these embodiments, the subgrade 130 is the top structural layer of the roadbed, directly supporting the pavement 200. The pores in the subgrade 130 refer to the voids or gaps present in the subgrade 130 material. These pores can increase the permeability of the subgrade 130, improve drainage performance, and reduce the impact of moisture on the roadbed. Furthermore, the pores can regulate the temperature and air permeability of the subgrade 130.

[0062] In other words, the presence of pores helps to mitigate frost heave and thaw settlement, reducing the impact of permafrost on the roadbed.

[0063] For example, the roadbed 130 is formed by paving stones. To ensure the parallelism of the upper surface of the roadbed 130, a leveling layer can be provided on the upper surface of the roadbed 130. Of course, in other embodiments, the roadbed 130 can also be paved with different materials, such as crushed stone, gravel, cement-stabilized soil, etc. Different materials have different properties, and the most suitable material can be selected according to specific circumstances. Alternatively, in other embodiments, the roadbed 130 can also adopt different structural designs, such as multi-layer structures, mixed material structures, etc. By adopting different structural designs, the performance of the roadbed 130 can be further optimized, and its stability, drainage performance, etc., can be improved.

[0064] like Figure 1 As shown, in some embodiments, curbs 131 are respectively provided on both sides of the top end face of the roadbed 130.

[0065] In these embodiments, the curb 131 is a structure disposed on both sides of the top end face of the roadbed 130, typically made of concrete or other robust materials. Subsequently, by laying the road surface 200 between the curbs 131, the curbs 131 can define the road boundary and provide lateral support, facilitating the compaction of the road surface 200. For example, the curbs 131 and the roadbed 130 are integrated, with the road surface 200 embedded in the middle of the roadbed 130.

[0066] like Figure 1As shown, in some embodiments, this application also provides a highway, which includes a road surface 200 and a roadbed as described in any of the above embodiments, wherein the road surface 200 is laid on top of the roadbed 130 of the roadbed.

[0067] Since the aforementioned roadbed has the aforementioned technical effects, the highway that includes the roadbed should have the same technical effects, which will not be elaborated here.

[0068] In all examples shown and described herein, any specific values ​​should be interpreted as merely exemplary and not as limitations; therefore, other examples of exemplary embodiments may have different values.

[0069] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0070] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application.

Claims

1. A roadbed, characterized in that, The roadbed includes: A road cut, wherein the road cut has a roadbed, slopes and side ditches; The retaining wall is provided on both sides of the roadbed, and the retaining wall is sandwiched between the side of the slope and the side of the roadbed; wherein the side ditch is opened at the top of the retaining wall; The roadbed has pores; The top end face of the roadbed is provided with curbs on both sides; The retaining wall includes a base slab and a wall body, with the wall body provided at both ends of the base slab, and the thickness of the wall body gradually decreases in the direction away from the base slab.

2. The roadbed according to claim 1, characterized in that, The top end face of the roadbed is not lower than the top end face of the retaining wall.

3. The roadbed according to claim 1, characterized in that, The bottom end face of the retaining wall is not higher than the bottom end face of the roadbed.

4. The roadbed according to claim 1, characterized in that, The roadbed and the slope respectively abut against the corresponding wall, and the side ditch is formed by the base plate and the wall.

5. The roadbed according to claim 4, characterized in that, The wall surface on the side away from the side ditch is perpendicular to the horizontal plane, and the base plate is horizontal.

6. The roadbed according to claim 4, characterized in that, The retaining wall also includes a reinforcing frame, which is distributed in the wall body and the base plate.

7. The roadbed according to claim 6, characterized in that, The base plate and the wall are integrated.

8. A highway, characterized in that, The highway includes a road surface and a roadbed as described in any one of claims 1 to 7, wherein the road surface is laid on top of the roadbed of the roadbed.

Images