Bridgehead background anti-settlement treatment structure
By installing support pile groups and filling layers in the bridge approach section, the problems of misalignment and vehicle bouncing caused by differential settlement of the bridge approach road surface were solved, thereby improving the stability and safety of the bridge approach roadbed.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-22
- Publication Date
- 2026-04-14
AI Technical Summary
The misalignment and vehicle bouncing caused by the settlement difference between the bridgehead and the road surface affect driving safety and reduce the lifespan of road facilities.
Support pile groups, including reinforcement sections and transition sections, are installed within the bridgehead section. Combined with structures such as bridgehead retaining walls, pile top cushion layers, backfill layers, graded crushed stone cushion layers, and concrete cushion layers, a stable anti-settlement system is formed, which enhances the bearing capacity and permeability of the bridgehead subgrade and prevents settlement.
It effectively reduces the settlement of the roadbed behind the bridge abutment, avoids misalignment between the bridge abutment and the road surface, ensures driving safety, prevents vehicle bouncing, and improves the service life of road facilities.
Smart Images
Figure CN224119585U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of building engineering technology, and in particular to a bridge abutment backstage anti-settlement treatment structure. Background Technology
[0002] Road construction often involves bridges connecting two road sections. The connection between the road and the bridgehead is a key focus during construction. Typically, the bridgehead is a rigid structure constructed of reinforced concrete, while the road is a flexible structure built with earthwork. Under the influence of factors such as road surface load, road settlement, and damage to the bridgehead and road expansion joints, differential settlement will occur between the bridgehead and the road surface. The road surface settlement is generally greater than the bridgehead settlement, causing misalignment between the road surface longitudinal slope and the bridgehead. When vehicles pass over the bridgehead, they are prone to bouncing, affecting driving safety and reducing the lifespan of road facilities. Therefore, it is necessary to treat the roadbed behind the bridgehead to reduce the amount of roadbed settlement and prevent bouncing. Utility Model Content
[0003] One of the objectives of this utility model is, at least, to provide a bridge abutment and back-end anti-settlement treatment structure that addresses the problems existing in the prior art, thereby reducing the settlement of the roadbed behind the bridge abutment, preventing misalignment between the bridge abutment and the road surface, avoiding vehicle bouncing, and ensuring road driving safety.
[0004] To achieve the above objectives, the technical solution adopted by this utility model includes the following aspects.
[0005] A bridge abutment backfill anti-settlement treatment structure includes: a support pile group located within the roadbed of the bridge abutment section and arranged along the length of the bridge abutment section; the support pile group includes a reinforcement section and a transition section, the reinforcement section being located between the bridge abutment cap beam and the transition section; a bridge abutment retaining wall is provided on the side of the bridge abutment cap beam, and road retaining walls are provided on both sides of the bridge abutment section along the length of the bridge abutment section; a pile top cushion layer is provided on top of the support pile group, the pile top cushion layer being located between the two road retaining walls, and the pile top cushion layer also being located between the bottom of the road retaining walls and the top of the support pile group; the top of the pile top cushion layer is sequentially filled with a backfill filling layer and a roadbed filling layer along the length of the bridge abutment section, the backfill filling layer being located between the bridge abutment cap beam and the roadbed filling layer; the top of the backfill filling layer is sequentially filled with a graded crushed stone cushion layer and a concrete cushion layer from bottom to top, and a backfill slab is provided on top of the concrete cushion layer.
[0006] Preferably, both the reinforced section and the transition section include multiple arrayed support piles. The top elevation of the support piles in the reinforced section is generally the same as that in the transition section, while the bottom elevation of the support piles in the reinforced section is generally lower than that in the transition section. Along the length of the bridgehead road section away from the bridgehead cap beam, the bottom elevation of each support pile in the reinforced section is the same, while the bottom elevation of each support pile in the transition section increases uniformly in sequence. Adjacent support piles in the reinforced section and adjacent support piles in the transition section are arranged in a triangular pattern. Along the width of the bridgehead road section, both the reinforced section and the transition section extend beyond the road red lines on both sides of the bridgehead road section.
[0007] Preferably, the backfill layer is constructed by layering and compacting sand and gravel from the bridge abutment cap beam toward the roadbed fill layer.
[0008] Preferably, a step is provided at the junction of the backfill layer and the roadbed filling layer, and the step is set in stages from low to high from the top of the pile top cushion layer.
[0009] Preferably, the bottom of the backstage platform is provided with blind drains near both ends of the backstage platform. The blind drains are formed by an inward indentation from the top of the backstage filling layer. Blind pipes are provided in the blind drains. The blind pipes pass through the road section retaining wall or ear wall from the blind drains. The blind drains are filled with a gravel layer, which wraps the blind pipes.
[0010] Preferably, a waterproof geotextile is laid between the back-end slab and the concrete cushion layer. The side of the waterproof geotextile near the bridge abutment beam extends downward from the concrete cushion layer to the bottom of the blind drain, and then extends upward from the bottom of the blind drain to the top surface of the slab seat of the bridge abutment beam. The side of the back-end slab near the bridge abutment beam is set on the top surface of the slab seat and is located on the waterproof geotextile. The side of the waterproof geotextile near the subgrade filling layer passes the bottom of the corresponding blind drain and then extends upward to the side of the end of the back-end slab.
[0011] Preferably, the waterproof geotextile is a two-layer composite geotextile with two layers of fabric and two layers of membrane. The waterproof geotextile has a thickness of 1.8~2.2mm, a longitudinal tensile strength of not less than 2.5KN / 5cm, an elongation of not more than 28%, and a spherical puncture strength of not less than 2.5KN.
[0012] Preferably, the pile top cushion layer is a crushed stone cushion layer, and one or more layers of steel-plastic geogrid are laid inside the pile top cushion layer.
[0013] Preferably, the roadbed filling layer is constructed using slag filling, and the top of the roadbed filling layer is filled with a roadbed base layer. The roadbed base layer extends from the roadbed filling layer to the backstage slab position of the backstage filling layer. Both the top surface of the backstage slab and the top surface of the roadbed base layer are covered with a roadbed surface layer, and the roadbed surface layer transitions from the top surface of the backstage slab to the top surface of the roadbed base layer.
[0014] Preferably, the thickness of the pile top cushion layer is 0.5~1m, the thickness of the graded crushed stone cushion layer is 10~15cm, the thickness of the concrete cushion layer is 15~20cm, and the thickness of the back support slab is 30~40cm and the length is 6~8m.
[0015] In summary, by adopting the above technical solution, this utility model has at least the following beneficial effects:
[0016] Support pile groups are installed within the roadbed of the bridge approach section along its length. These support pile groups include a reinforcement section and a transition section. The reinforcement section, located between the bridge approach cap beam and the transition section, reinforces the roadbed of the bridge approach section, preventing roadbed settlement. The transition section, constructed along the extension direction from the bridge approach section to the bridge approach cap beam, gradually reinforces the roadbed and improves its bearing capacity. The reinforcement section, located at the junction of the bridge approach section and the bridge approach cap beam, reduces settlement caused by stiffness differences, loads, rainwater, and other factors, preventing vehicle bouncing.
[0017] By setting up retaining walls on the sides of the bridge abutment beam and setting up road section retaining walls on both sides of the bridge abutment road section along its length, and setting up a pile top cushion layer between the two road section retaining walls, and then filling the pile top cushion layer with a backfill layer and a roadbed filling layer in sequence along the length of the bridge abutment road section, so that the backfill layer is located between the bridge abutment beam and the roadbed filling layer, the permeability of the roadbed at the bridge abutment beam can be increased, preventing the roadbed from settling due to water accumulation. Filling the backfill layer with a graded crushed stone cushion layer, a concrete cushion layer and a backfill slab in sequence from bottom to top can prevent the slippage of the backfill soil of the bridge abutment beam, reduce uneven settlement and cracks at the connection between the bridge abutment road section and the bridge abutment beam, and also provide a buffer for vehicle traffic, preventing vehicle bouncing. Attached Figure Description
[0018] Figure 1 This is a longitudinal sectional view of the bridgehead section of an exemplary embodiment of this utility model.
[0019] Figure 2 yes Figure 1 Cross-section of the bridgehead section.
[0020] Figure 3 This is a schematic diagram of the planar arrangement of the reinforced section support and the transition section support in the bridgehead section of an exemplary embodiment of this utility model.
[0021] Figure 4 This is a schematic diagram of the longitudinal transition between the reinforced section and the transition section in an exemplary embodiment of this utility model.
[0022] The diagram is labeled as follows: 1-Support pile group, 100-Support pile, 101-Reinforcement section, 102-Transition section, 2-Road section retaining wall, 200-Heel slab, 201-Toe slab, 3-Bridgehead retaining wall, 4-Bridgehead cap beam, 400-Approach slab seat, 5-Cap beam pile, 6-Pile top cushion layer, 7-Subgrade filling layer, 8-Subgrade base layer, 9-Backfill filling layer, 10-Step, 11-Graded crushed stone cushion layer, 12-Concrete cushion layer, 13-Waterproof geotextile, 14-Backfill slab, 15-Subgrade surface layer, 16-Blind pipe, 17-Gravel layer, 18-Beam slab, 19-Bridge deck pavement layer, 20-Ground line, 21-Steel-plastic geogrid, 22-Backfill section, 23-Road red line. Detailed Implementation
[0023] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments, so that the purpose, technical solution and advantages of the present invention will be clearer. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.
[0024] refer to Figure 1 The bridge abutment anti-settlement treatment structure of the exemplary embodiment of this utility model includes a support pile group 1. The support pile group 1 is located in the roadbed of the bridge abutment section and is set along the length of the bridge abutment section. The support pile group 1 includes a reinforcement section 101 and a transition section 102. The reinforcement section 101 is located between the bridge abutment cap beam 4 and the transition section 102. The transition section 102 extends a certain distance away from the starting line of the reinforcement section 101 (the ending line of the reinforcement section is at the position of the bridge abutment cap beam). A bridge abutment retaining wall 3 is provided on the side of the bridge abutment cap beam 4, and road section retaining walls 2 are provided on both sides of the bridge abutment section along the length of the bridge abutment section (see reference). Figure 2 The top of the support pile group 1 is provided with a pile top cushion layer 6, which is located between the retaining walls 2 of the two road sections. The pile top cushion layer 6 is also located between the bottom of the retaining wall 2 and the top of the support pile group 1. The top of the pile top cushion layer 6 is filled with a backfill filling layer 9 and a roadbed filling layer 7 in sequence along the length of the bridge abutment road section. The backfill filling layer 9 is located between the bridge abutment cap beam 4 and the roadbed filling layer 7 (reference). Figure 1 The backstage filling layer 9 is filled with graded crushed stone cushion layer 11 and concrete cushion layer 12 from bottom to top. The concrete cushion layer 12 is provided with a backstage platform 14 on top. The length of the backstage platform 14 is less than the length of the top of the backstage filling layer 9.
[0025] Both the reinforced section 101 and the transition section 102 include multiple arrayed support piles 100. The top elevation of the support piles 100 in the reinforced section 101 is generally the same as that in the transition section 102, while the bottom elevation of the support piles 100 in the reinforced section 101 is generally lower than that in the transition section 102. Along the length of the bridge abutment road section away from the bridge abutment cap beam 4, the bottom elevation of each support pile 100 in the reinforced section 101 is the same, while that in the transition section... The bottom elevation of each support pile 100 of 102 increases uniformly in sequence, that is, the pile length of each support pile 100 decreases in sequence. During the construction of the bridgehead section, the transition section 102 with the gradual change of pile length can gradually enhance the support capacity of the support pile group 1 and improve the anti-settlement effect of the bridgehead section. The extended reinforcement section 101 set at the position of the bridgehead cap beam 4 can further improve the anti-settlement capacity of the bridgehead back end and avoid the phenomenon of misalignment of the bridge road surface.
[0026] Furthermore, the elevation increase d of the bottom of each support pile 100 in transition section 102 is 0.5~1m; the sequential and uniform increase of the bottom elevation of each support pile 100 in transition section 102 not only meets the anti-settlement requirements of the bridge approach section, but also reduces the construction materials and costs of the support piles 100; when the support piles 100 of transition section 102 approach the end point of the road backfill section 22 (which is also the starting point of the bridge approach section, and the end point of the bridge approach section is the location of the bridge approach cap beam), the bottom elevations of the multiple rows of support piles 100 in transition section 102 are the same (refer to...). Figure 4 This can improve the stability of the roadbed in this section of the bridge approach, facilitating the construction of other support piles 100 in the transition section 102. Further, refer to... Figure 1 , Figure 3 The adjacent support piles 100 in the reinforced section 101 and the adjacent support piles 100 in the transition section 102 are arranged in a triangular pattern (preferably an equilateral triangle pattern). The distance between adjacent support piles 100 is 130~150cm. Arranging the support piles 100 in a triangular pattern can improve the reinforcement effect of the roadbed and enhance the anti-settlement capability of the bridge abutment and backstage.
[0027] The support pile 100 is a cement mixing pile (other materials can also be used). The diameter of the support pile 100 is 0.5~0.8m, which can ensure the stability and bearing capacity of the support pile 100. The diameter of the cap beam pile 5 of the bridge abutment cap beam 4 is larger than the diameter of the support pile 100 to stabilize the support of the bridge abutment cap beam 4. Along the width direction of the bridge abutment road section, both sides of the reinforced section 101 and the transition section 102 extend beyond the road red line 23 on both sides of the bridge abutment road section (reference). Figure 3The distance b between the two sides of the reinforced section 101 and the two sides of the transition section 102 and the road red line 23 is 3~5m. Extending the two sides of the reinforced section 101 and the two sides of the transition section 102 beyond the road red line improves the support effect on the bridge approach section and further prevents settlement of the bridge approach area. The lengths of the reinforced section 101 and the transition section 102 are determined according to design requirements. In one embodiment, the reinforced section 101 is 15~18m long, and the transition section 102 is 16~20m long. In the areas of the reinforced section 101 and the transition section 102, the top elevation of the support piles 100 in the area of the retaining wall 2 is lower than the top elevation of the support piles 100 in the area of the pile top cushion layer 6, to facilitate the installation of the retaining wall 2.
[0028] The backfill layer 9 is constructed using sand and gravel, with a sand-gravel ratio of 1:1 (sand and gravel each accounting for half the volume or weight). Different ratios, such as 1:2 or 1:3, can also be used depending on the actual situation. The sand and gravel are permeable, which can prevent water accumulation near the backfill area of the bridgehead and improve the anti-settlement effect of the backfill area. The compaction degree of the backfill layer 9 is not less than 98%. During the construction of the backfill layer 9, it is constructed and compacted in layers from the bridgehead cap beam 4 to the roadbed filling layer 7. A step 10 is provided at the junction of the backfill layer 9 and the roadbed filling layer 7. The step 10 is set in stages from low to high from the top of the pile top cushion layer 6. The distance 'a' between the edge of the first step at the top of the pile top cushion layer 6 and the edge of the bridge abutment cap beam 4 is 4~5m. The step 10 can make the junction of the backfill layer 9 and the roadbed filling layer 7 tightly connected, and enhance the stability of the bridge abutment section. The step 10 is set according to the height-to-width ratio of each step of 1:2 (preferably, the height of each step is 50cm and the width is 100cm).
[0029] The graded crushed stone subbase 11 has a thickness of 10-15cm, the concrete subbase 12 has a thickness of 15-20cm, and the concrete subbase 12 is made of C15 concrete. The back slab 14 is made of C30 concrete, with a thickness of 30-40cm and a length of 6-8m. Blind drains are provided at the bottom of the back slab 14 near both ends. The blind drains are formed by an indentation from the top of the back filling layer 9. Blind pipes 16 (made of plastic or other materials) are installed in the blind drains. The diameter of the blind pipes 16 is 6-10cm. The blind pipes 16 pass through the road retaining wall 2 or the abutment wall from the blind drain (see reference). Figure 2 The left side of the center line in the figure is Figure 1 The AA section diagram, with the center line to the right of it. Figure 1(BB cross-section diagram); When water seeps downwards from the road surface, it can be drained through blind drains and blind pipes 16 to ensure the stability of the bridgehead embankment and prevent its settlement. The blind drains are 50-60cm deep and 50-60cm wide. When a blind drain is formed by recessing the top of the backfill layer 9, the graded crushed stone cushion layer 11 and the concrete cushion layer 12 are located between the two blind drains. The blind drains are also filled with a gravel layer 17, which wraps around the blind pipes 16. The gravel layer 17 not only provides support for the backfill slab 14 and ensures its stability, but it is also permeable, which is conducive to the drainage of accumulated water.
[0030] A waterproof geotextile 13 is laid between the back slab 14 and the concrete cushion layer 12. The side of the waterproof geotextile 13 closest to the bridge abutment cap beam 4 extends to the top surface of the slab seat 400 of the bridge abutment cap beam 4. The side of the back slab 14 closest to the bridge abutment cap beam 4 is set on the top surface of the slab seat 400 and is located on the waterproof geotextile 13. The back slab 14 and the waterproof geotextile 13 are bonded together. The top surface of the slab seat 400 is spaced a certain distance from the top surface of the bridge abutment cap beam 4 (the specific distance is determined according to the thickness of the slab and the thickness of the subgrade surface layer). The side of the waterproof geotextile 13 closest to the subgrade filling layer 7 extends to the side of the end of the back slab 14. The waterproof geotextile 13 can improve the waterproofing capacity of the road surface, prevent water from seeping downwards from the road surface, and further improve the anti-settlement capacity of the bridge abutment back section. The waterproof geotextile 13 is preferably a two-layer composite geotextile with two layers of fabric and two layers of membrane. The thickness of the waterproof geotextile 13 is 1.8~2.2mm, its longitudinal tensile strength is not less than 2.5KN / 5cm, its elongation is not greater than 28%, and its spherical puncture strength is not less than 2.5KN. During the paving process, the non-woven fabric side is facing upwards and it is stretched taut. When a blind drain is provided at the bottom of the back end slab 14, the side of the waterproof geotextile 13 near the bridge abutment cap beam 4 extends downwards from the concrete cushion layer 12 to the bottom of the blind drain, and then extends upwards from the bottom of the blind drain to the top surface of the bridge abutment cap beam 4. The side of the waterproof geotextile 13 near the subgrade filling layer 7 also extends upwards to the side of the end of the back end slab 14 after passing the bottom of the corresponding blind drain. At the location of the back end slab 14, the waterproof geotextile 13, blind drain, blind pipe 16 and gravel layer 17 can effectively prevent the downward infiltration of water from the road surface and improve the anti-settlement effect at the bridge abutment back end.
[0031] The pile top cushion layer 6 is a crushed stone cushion layer with a thickness of 0.5~1m, and one or more layers of steel-plastic geogrid 21 are laid inside it (for reference). Figure 4 This allows the upper load to be transferred more evenly to the soil below the pile top cushion 6, effectively reducing uneven settlement. The pile top cushion 6 covers the heel plate 200 of the road section retaining wall 2, and the toe plate 201 of the road section retaining wall 2 is covered by the ground fill (plain fill). The top surface of the ground fill is the ground line 20.
[0032] The subgrade filling layer 7 is constructed using quarry fill to reduce settlement at the bridgehead. The top of the subgrade filling layer 7 is filled with the subgrade base course 8, which extends from the subgrade filling layer 7 to the position of the back slab 14 of the back slab filling layer 9. The top surface of the back slab 14 and the top surface of the subgrade base course 8 are both covered with the subgrade surface layer 15 (made of asphalt concrete). The subgrade surface layer 15 transitions from the top surface of the back slab 14 to the top surface of the subgrade base course 8, and the top surface of the subgrade surface layer 15 forms the longitudinal slope of the bridgehead. Correspondingly, the bridgehead cap beam 4 is covered with a beam slab 18, and the top surface of the beam slab 18 is covered with a bridge deck pavement layer 19. Vehicles can smoothly drive from the subgrade surface layer 15 of the bridgehead to the bridge deck pavement layer 19.
[0033] The above description is merely a detailed illustration of specific embodiments of this utility model, and not a limitation thereof. Various substitutions, modifications, and improvements made by those skilled in the art without departing from the principles and scope of this utility model should be included within the protection scope of this utility model.
Claims
1. A bridge abutment backstage anti-settlement treatment structure, characterized in that, include: A support pile group (1) is located within the roadbed of the bridgehead section and is set along the length of the bridgehead section. The support pile group (1) includes a reinforcement section (101) and a transition section (102). The reinforcement section (101) is located between the bridgehead cap beam (4) and the transition section (102). A bridgehead retaining wall (3) is provided on the side of the bridgehead cap beam (4), and road retaining walls (2) are provided on both sides of the bridgehead section along the length of the bridgehead section. A pile top cushion layer (6) is provided on the top of the support pile group (1). The pile top cushion layer (6) is located at... Between the two retaining walls (2), the pile top cushion layer (6) is also located between the bottom of the retaining wall (2) and the top of the supporting pile group (1); the top of the pile top cushion layer (6) is filled with a back-end filling layer (9) and a roadbed filling layer (7) in sequence along the length of the bridgehead road section. The back-end filling layer (9) is located between the bridgehead cap beam (4) and the roadbed filling layer (7). The top of the back-end filling layer (9) is filled with a graded crushed stone cushion layer (11) and a concrete cushion layer (12) in sequence from bottom to top. The top of the concrete cushion layer (12) is provided with a back-end approach slab (14).
2. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, Both the reinforced section (101) and the transition section (102) include multiple arrayed support piles (100). The top elevation of the support piles (100) in the reinforced section (101) is generally the same as that of the support piles (100) in the transition section (102), while the bottom elevation of the support piles (100) in the reinforced section (101) is generally lower than that of the support piles (100) in the transition section (102). Along the length of the bridge approach road section away from the bridge abutment cap beam (4), the reinforced section... The bottom elevations of the piles (100) of each support pile (101) are the same, and the bottom elevations of the piles (100) of each support pile (102) of the transition section (102) increase uniformly in sequence; the adjacent support piles (100) of the reinforcement section (101) and the adjacent support piles (100) of the transition section (102) are arranged in a triangular pattern; along the width direction of the bridgehead road section, both sides of the reinforcement section (101) and the transition section (102) extend beyond the road red line (23) on both sides of the bridgehead road section.
3. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, The backfill layer (9) is formed by layering and compacting sand and gravel from the bridgehead cap beam (4) toward the roadbed filling layer (7).
4. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, The connection between the backfill layer (9) and the roadbed filling layer (7) is provided with a step (10), which is set in stages from low to high from the top of the pile top cushion layer (6).
5. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, The bottom of the backstage platform (14) is provided with blind drains at both ends near the backstage platform (14). The blind drains are formed by the indentation from the top of the backstage filling layer (9). Blind pipes (16) are provided in the blind drains. The blind pipes (16) pass through the road section retaining wall (2) or ear wall from the blind drains. The blind drains are filled with a gravel layer (17), which wraps the blind pipes (16).
6. The bridge abutment backstage anti-settlement treatment structure according to claim 5, characterized in that, A waterproof geotextile (13) is laid between the back-end slab (14) and the concrete cushion layer (12). The waterproof geotextile (13) extends downward from the concrete cushion layer (12) to the bottom of the blind drain on the side near the bridge abutment cap beam (4), and then extends upward from the bottom of the blind drain to the top surface of the slab seat (400) of the bridge abutment cap beam (4). The back-end slab (14) is set on the top surface of the slab seat (400) on the side near the bridge abutment cap beam (4) and is located on the waterproof geotextile (13). The waterproof geotextile (13) extends upward to the side of the end of the back-end slab (14) after passing the bottom of the corresponding blind drain on the side near the subgrade filling layer (7).
7. The bridge abutment backstage anti-settlement treatment structure according to claim 6, characterized in that, The waterproof geotextile (13) is a composite geotextile with two layers of fabric and two layers of film. The waterproof geotextile (13) has a thickness of 1.8~2.2mm, a longitudinal tensile strength of not less than 2.5KN / 5cm, an elongation of not more than 28%, and a spherical puncture strength of not less than 2.5KN.
8. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, The pile top cushion layer (6) is a crushed stone cushion layer, and one or more layers of steel-plastic geogrid (21) are laid inside the pile top cushion layer (6).
9. The bridge abutment backstage anti-settlement treatment structure according to claim 1, characterized in that, The roadbed filling layer (7) is constructed by filling with slag. The top of the roadbed filling layer (7) is filled with the roadbed base layer (8). The roadbed base layer (8) extends from the roadbed filling layer (7) to the backstage slab (14) of the backstage filling layer (9). The top surface of the backstage slab (14) and the top surface of the roadbed base layer (8) are both covered with the roadbed surface layer (15). The roadbed surface layer (15) transitions from the top surface of the backstage slab (14) to the top surface of the roadbed base layer (8).
10. The bridge abutment backstage anti-settlement treatment structure according to any one of claims 1 to 9, characterized in that, The thickness of the pile top cushion layer (6) is 0.5~1m, the thickness of the graded crushed stone cushion layer (11) is 10~15cm, the thickness of the concrete cushion layer (12) is 15~20cm, and the thickness of the back-end slab (14) is 30~40cm and the length is 6~8m.