Highway subgrade settlement control structure
By setting up a crisscrossing drainage network and a prestressed anchor grid structure in the roadbed, combined with a waterproof membrane and lightweight filler, the problems of long construction cycle, high cost and complex drainage system of traditional roadbed settlement control technology are solved, achieving rapid drainage and improved roadbed stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 沧州交发工程设计有限公司
- Filing Date
- 2025-05-10
- Publication Date
- 2026-05-01
AI Technical Summary
Traditional roadbed settlement control technologies have long construction cycles, high costs, and significant environmental impacts. Drainage systems are complex to maintain and have limited effectiveness, which exacerbates the roadbed settlement problem.
By employing a crisscrossing drainage network and a prestressed anchor grid structure, combined with a waterproof membrane and lightweight filler, a highly efficient drainage system is formed, enhancing the overall strength and stability of the roadbed.
It enables rapid drainage, reduces roadbed softening and settlement caused by water accumulation, improves the load-bearing capacity and stability of the roadbed, and reduces construction and maintenance costs.
Smart Images
Figure CN224186541U_ABST
Abstract
Description
A highway subgrade settlement control structure Technical Field
[0001] This application relates to the field of roadbed engineering technology, and in particular to a roadbed settlement control structure. Background Technology
[0002] Roadbed settlement is a common problem in highway engineering, especially in areas with soft soil or high groundwater levels. With increasing traffic volume and frequent heavy vehicle traffic, roadbed settlement is becoming increasingly serious, leading to uneven road surfaces, driving safety hazards, and increased maintenance costs.
[0003] Traditional roadbed settlement control techniques include reinforcing the foundation with deep mixing piles or high-pressure jet grouting piles. This method can effectively improve the bearing capacity and stability of the foundation, but it has a long construction period, high cost, and significant environmental impact. Another method is to set up a drainage system to reduce settlement by lowering the groundwater level. This method is suitable for areas with high groundwater levels, but the maintenance and management of current drainage systems are relatively complex, and the drainage effect is limited, resulting in water accumulation inside the roadbed that cannot be drained in time, exacerbating the roadbed settlement problem.
[0004] Therefore, this application provides a highway subgrade settlement control structure. Summary of the Invention
[0005] To address the shortcomings of existing technologies, this application provides a roadbed settlement control structure that overcomes these deficiencies. The aim is to solve the problems of traditional roadbed settlement control techniques, which involve strengthening the foundation using methods such as deep mixing piles or high-pressure jet grouting piles. While these methods can effectively improve the bearing capacity and stability of the foundation, they are time-consuming, costly, and have a significant environmental impact. Another approach is to install a drainage system to reduce settlement by lowering the groundwater level. This method is suitable for areas with high groundwater levels, but current drainage systems are complex to maintain and manage, and their drainage effect is limited, leading to water accumulation inside the roadbed that cannot be drained in a timely manner, thus exacerbating the roadbed settlement problem.
[0006] To achieve the above objectives, this application provides the following technical solution: a roadbed settlement control structure, comprising a roadbed base, the roadbed base including a filler bottom layer, a filler middle layer laid at the top of the filler bottom layer, a filler surface layer laid at the top of the filler middle layer, a drainage mechanism provided inside the filler middle layer, the drainage mechanism including several sets of transverse drainage pipes, the transverse drainage pipes being fixedly installed at the top of the filler bottom layer, the top of the transverse drainage pipes being connected to several sets of longitudinal drainage pipes, the several sets of longitudinal drainage pipes being fixedly installed inside the filler middle layer, the filler surface layer being provided inside several sets of drainage layers, the several sets of drainage layers corresponding one-to-one with the longitudinal drainage pipes, several sets of prestressed anchor rods installed inside the roadbed base, and a grid mesh laid at the top of the filler surface layer.
[0007] By adopting the above technical solution, during construction, the bottom layer of fill material is laid first, followed by the installation of transverse and longitudinal drainage pipes, then the middle layer of fill material is laid, and finally the top layer of fill material is laid and prestressed anchors and grid mesh are installed. The transverse and longitudinal drainage pipes form a crisscrossing drainage network. Water accumulated on the road surface enters several sets of longitudinal drainage pipes through several sets of drainage layers, thus enabling it to be quickly discharged into the road base layer along the set path through the transverse drainage pipes. The prestressed anchors provide additional support and tension to the road base layer. The drainage mechanism has a simple structure and good drainage effect, effectively avoiding problems such as roadbed softening and settlement caused by water accumulation. At the same time, the prestressed anchors and grid mesh greatly enhance the overall strength and stability of the road base layer, improving its load-bearing capacity for traffic.
[0008] As a preferred technical solution of this application, the drainage layer includes a gravel layer, which is fixedly installed inside the filler surface layer, and a crushed stone layer is fixedly installed on the top of the gravel layer.
[0009] By adopting the above technical solution, the gravel layer and crushed stone layer are used to collect the infiltrated water, while the drainage layer corresponds one-to-one with the longitudinal drainage pipe, which further ensures smooth drainage of the roadbed and helps to improve the waterproof protection of the roadbed.
[0010] As a preferred technical solution of this application, a waterproof layer is provided at the bottom of the road base layer, the waterproof layer includes a waterproof membrane layer, the waterproof membrane layer is laid at the bottom of the road base layer, and the top of the waterproof membrane layer is covered with a compacted clay layer.
[0011] By adopting the above technical solutions, a waterproof membrane layer is laid at the bottom of the road base layer to minimize the infiltration of groundwater into the road base layer. The compacted clay layer further enhances the waterproofing effect, and the waterproof layer effectively prevents groundwater from rising, thereby reducing settlement. When used in conjunction with drainage mechanisms, prestressed anchors, and grids, the settlement control effect of the road base layer is further improved.
[0012] As a preferred technical solution of this application, the bottom layer of the filler is specifically a foamed lightweight soil layer, the middle layer of the filler is specifically a lightweight aggregate concrete layer, and the surface layer of the filler is specifically a polyethylene paving mat layer.
[0013] By adopting the above technical solution, the lightweight foam soil layer, lightweight aggregate concrete layer, and polyethylene paving pad layer are all lightweight fillers, which helps to reduce the weight of the road base and reduce settlement.
[0014] As a preferred technical solution of this application, both the transverse drainage pipe and the longitudinal drainage pipe are high-strength PVC pipes, the prestressed anchor rods are made of high-strength steel, and the grid is made of polyethylene.
[0015] By adopting the above technical solutions, the transverse and longitudinal drainage pipes are made of high-strength PVC pipes, which have high strength and can withstand certain external pressure and loads. They can also withstand water erosion for a long time without easily breaking. The prestressed anchor rods are made of high-strength steel, which can withstand large loads and deformations, providing strong support for the road base. The grid is made of polyethylene, which has good tensile strength and wear resistance, and is not easily broken, thus enhancing the overall strength and stability of the road base.
[0016] As a preferred technical solution of this application, an asphalt layer is laid on the top of the road base layer.
[0017] By adopting the above technical solution, the asphalt layer provides a smooth and wear-resistant driving surface for the road base, improving its practicality during use.
[0018] As a preferred technical solution of this application, several groups of transverse drainage pipes are distributed along the width direction of the road base layer, and several groups of transverse drainage pipes are evenly distributed along the length direction of the road base layer.
[0019] By adopting the above technical solution, the uniform distribution of several sets of transverse and longitudinal drainage pipes facilitates uniform drainage, improves drainage efficiency, enhances the stability and adaptability of the road base layer, and at the same time, the structure is simple, construction is convenient, and maintenance is easy.
[0020] As a preferred technical solution of this application, the bottom end of the prestressed anchor rod is fixedly connected with several sets of barbs.
[0021] By adopting the above technical solution, the barbs enhance the connection between the prestressed anchor and the installation surface below the roadbed, thereby improving the stability of the anchor during long-term use.
[0022] The beneficial effects of this application are:
[0023] 1. During construction, the bottom layer of fill material is laid first, followed by the installation of transverse and longitudinal drainage pipes. Then, the middle layer of fill material is laid, and finally, the top layer of fill material is laid and prestressed anchors and grid mesh are installed. The transverse and longitudinal drainage pipes form a crisscrossing drainage network. Water accumulating on the road surface enters several sets of longitudinal drainage pipes through several sets of drainage layers, thus enabling it to be quickly discharged into the road base layer along the set path through the transverse drainage pipes. The prestressed anchors provide additional support and tension to the road base layer. The drainage mechanism has a simple structure and good drainage effect, effectively avoiding problems such as roadbed softening and settlement caused by water accumulation. At the same time, the prestressed anchors and grid mesh greatly enhance the overall strength and stability of the road base layer, improving its load-bearing capacity for traffic.
[0024] 2. Gravel and crushed stone layers are used to collect infiltrated water, while drainage layers correspond one-to-one with longitudinal drainage pipes, further ensuring smooth drainage of the roadbed and improving the waterproof protection of the roadbed. Attached Figure Description
[0025] Figure 1 is a schematic diagram of the overall structure of this application;
[0026] Figure 2 is a schematic diagram of the cross-sectional structure of the road base layer;
[0027] Figure 3 is a partial structural diagram of this application;
[0028] Figure 4 is a magnified schematic diagram of the structure at point A in Figure 2.
[0029] In the diagram: 1. Subbase; 101. Filler bottom layer; 102. Filler middle layer; 103. Filler surface layer; 2. Drainage mechanism; 201. Transverse drainage pipe; 202. Longitudinal drainage pipe; 3. Prestressed anchor bolt; 4. Drainage layer; 401. Gravel layer; 402. Crushed stone layer; 5. Waterproof layer; 501. Waterproof membrane layer; 502. Compacted clay layer; 6. Grid mesh; 7. Asphalt layer; 8. Barbs. Detailed Implementation
[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0031] Referring to Figures 1-4, a roadbed settlement control structure includes a roadbed base 1, which includes a filler bottom layer 101, a filler middle layer 102 laid on top of the filler bottom layer 101, and a filler surface layer 103 laid on top of the filler middle layer 102. A drainage mechanism 2 is installed inside the filler middle layer 102, comprising several sets of transverse drainage pipes 201. The transverse drainage pipes 201 are fixedly installed on the top of the filler bottom layer 101, and their top ends are connected to several sets of longitudinal drainage pipes 202. A set of longitudinal drainage pipes 202 are fixedly installed inside the middle layer 102 of the filler. Several sets of drainage layers 4 are set inside the surface layer 103 of the filler. The several sets of drainage layers 4 correspond one-to-one with the longitudinal drainage pipes 202. Several sets of prestressed anchor rods 3 are installed inside the road base layer 1. A grid 6 is laid on the top of the surface layer 103 of the filler. A water-proof layer 5 is set at the bottom of the road base layer 1. The water-proof layer 5 includes a waterproof membrane layer 501. The waterproof membrane layer 501 is laid at the bottom of the road base layer 1. The top of the waterproof membrane layer 501 is covered with a compacted clay layer 502.
[0032] During construction, the bottom layer 101 of the fill material is laid first, followed by the installation of transverse drainage pipes 201 and longitudinal drainage pipes 202. Then, the middle layer 102 of the fill material is laid, and finally, the top layer 103 of the fill material is laid and prestressed anchor rods 3 and a grid 6 are installed. The transverse drainage pipes 201 and longitudinal drainage pipes 202 form a crisscrossing drainage network. Water accumulating on the road surface enters the longitudinal drainage pipes 202 through several sets of drainage layers 4, allowing it to be quickly discharged into the road base layer 1 along the predetermined path via the transverse drainage pipes 201. The prestressed anchor rods 3 provide additional support and tension to the road base layer 1. The drainage mechanism 2 structure... It is simple, has good drainage effect, and effectively avoids problems such as roadbed softening and settlement caused by water accumulation. At the same time, the prestressed anchor rods 3 and grid 6 greatly enhance the overall strength and stability of the roadbed 1, and improve its load-bearing capacity for traffic. The waterproof membrane layer 501 is laid at the bottom of the roadbed 1 to prevent groundwater from seeping into the roadbed 1 as much as possible. The compacted clay layer 502 further enhances the water-proofing effect. The waterproof layer 5 effectively prevents groundwater from rising to reduce settlement. When used in combination with the drainage mechanism 2, prestressed anchor rods 3 and grid 6, it further improves the settlement control effect of the roadbed 1.
[0033] Referring to Figures 2-4, the drainage layer 4 includes a gravel layer 401, which is fixedly installed inside the filler surface layer 103. A crushed stone layer 402 is fixedly installed on the top of the gravel layer 401. The filler bottom layer 101 is specifically a foamed lightweight soil layer, the filler middle layer 102 is specifically a lightweight aggregate concrete layer, and the filler surface layer 103 is specifically a polyethylene paving mat layer.
[0034] The gravel layer 401 and crushed stone layer 402 are used to collect infiltrated water. At the same time, the drainage layer 4 corresponds one-to-one with the longitudinal drainage pipe 202, which further ensures smooth drainage of the road base 1 and helps to improve the waterproof protection of the road base. The foamed lightweight soil layer, lightweight aggregate concrete layer and polyethylene paving pad layer are all lightweight fillers, which helps to reduce the weight of the road base 1 and reduce settlement.
[0035] Referring to Figures 1-3, both the transverse drainage pipes 201 and the longitudinal drainage pipes 202 are high-strength PVC pipes, the prestressed anchor rods 3 are made of high-strength steel, and the grid 6 is made of polyethylene. Several sets of transverse drainage pipes 201 are distributed along the width of the roadbed 1, and several sets of transverse drainage pipes 201 are evenly distributed along the length of the roadbed 1. The transverse drainage pipes 201 and the longitudinal drainage pipes 202 are made of high-strength PVC pipes, which have high strength and can withstand certain external pressure and loads well. They can also withstand long-term water erosion without easily breaking. The prestressed anchor rods 3 are made of high-strength steel, which can withstand large loads and deformations, providing strong support for the roadbed 1. The grid 6 is made of polyethylene, which has good tensile strength and wear resistance, and is not easily broken, thus enhancing the overall strength and stability of the roadbed 1. The even distribution of several sets of transverse drainage pipes 201 and longitudinal drainage pipes 202 is conducive to uniform drainage, improves drainage efficiency, enhances the stability and adaptability of the roadbed 1, and has a simple structure, is easy to construct, and is easy to maintain.
[0036] Referring to Figures 1-3, an asphalt layer 7 is laid on the top of the road base 1; several sets of barbs 8 are fixedly connected to the bottom of the prestressed anchor rod 3; the asphalt layer 7 provides a smooth and wear-resistant driving surface for the road base 1, improving its practicality during use; the barbs 8 enhance the connection between the prestressed anchor rod 3 and the installation surface below the road base, improving the stability of the anchor rod during long-term use.
[0037] Working principle: During construction, the bottom layer 101 of the filler is laid first, then the transverse drainage pipes 201 and the longitudinal drainage pipes 202 are installed, the middle layer 102 of the filler is laid, and finally the top layer 103 of the filler is laid and the prestressed anchor rods 3 and the grid 6 are installed. The transverse drainage pipes 201 and the longitudinal drainage pipes 202 form a crisscross drainage network. The water on the road surface enters the longitudinal drainage pipes 202 through several sets of drainage layers 4, so that the transverse drainage pipes 201 can be quickly discharged into the road base layer 1 along the set path. The prestressed anchor rods 3 provide additional support and tension to the road base layer 1. The gravel layer 401 and the crushed stone layer 402 are used to collect the infiltrated water.
[0038] Among them, the waterproof membrane layer 501 is laid at the bottom of the road base layer 1 to prevent groundwater from seeping into the road base layer 1 as much as possible. The compacted clay layer 502 further enhances the water-proofing effect. The water-proof layer 5 effectively prevents groundwater from rising to reduce settlement. It is used in combination with the drainage mechanism 2, prestressed anchor rods 3, and grid 6 to further improve the settlement control effect of the road base layer 1. The foamed lightweight soil layer, lightweight aggregate concrete layer, and polyethylene paving pad layer are all lightweight fillers, which helps to reduce the weight of the road base layer 1.
[0039] Meanwhile, the transverse drainage pipe 201 and the longitudinal drainage pipe 202 are high-strength PVC pipes, which have high strength and can withstand certain external pressure and loads. They can also withstand water erosion for a long time without being easily damaged. The prestressed anchor rod 3 is made of high-strength steel, which can withstand large loads and deformations. The grid 6 is made of polyethylene, which has good tensile strength and wear resistance and is not easily damaged. The asphalt layer 7 provides a smooth and wear-resistant driving surface for the road base 1.
[0040] In addition, the even distribution of several sets of transverse drainage pipes 201 and longitudinal drainage pipes 202 is conducive to uniform drainage; the barbs 8 enhance the connection between the prestressed anchor rod 3 and the installation surface below the roadbed.
[0041] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. A roadbed settlement control structure, comprising a roadbed base (1), characterized in that, The road base layer (1) includes a bottom filler layer (101), a middle filler layer (102) is laid at the top of the bottom filler layer (101), a top filler surface layer (103) is laid at the top of the middle filler layer (102), a drainage mechanism (2) is provided inside the middle filler layer (102), the drainage mechanism (2) includes several sets of transverse drainage pipes (201), the transverse drainage pipes (201) are fixedly installed at the top of the bottom filler layer (101), the top of the transverse drainage pipes (201) is connected to several sets of longitudinal drainage pipes (202), the several sets of longitudinal drainage pipes (202) are fixedly installed inside the middle filler layer (102), the top of the top filler surface layer (103) is provided with several sets of drainage layers (4), the several sets of drainage layers (4) correspond one-to-one with the longitudinal drainage pipes (202), the top of the road base layer (1) is provided with several sets of prestressed anchor rods (3), and a grid mesh (6) is laid at the top of the top filler surface layer (103).
2. The roadbed settlement control structure according to claim 1, characterized in that, The drainage layer (4) includes a gravel layer (401), which is fixedly installed inside the filler surface layer (103), and a crushed stone layer (402) is fixedly installed on the top of the gravel layer (401).
3. A highway embankment settlement control structure according to claim 1, wherein The bottom end of the road base (1) is provided with a waterproof layer (5), the waterproof layer (5) includes a waterproof membrane layer (501), the waterproof membrane layer (501) is laid at the bottom of the road base (1), and the top of the waterproof membrane layer (501) is covered with a compacted clay layer (502).
4. The highway subgrade settlement control structure according to claim 1, characterized in that, The bottom layer (101) of the filler is specifically a foamed lightweight soil layer, the middle layer (102) of the filler is specifically a lightweight aggregate concrete layer, and the top layer (103) of the filler is specifically a polyethylene paving mat layer.
5. A highway subgrade settlement control structure according to claim 1, characterized in that, The transverse drainage pipe (201) and the longitudinal drainage pipe (202) are both high-strength PVC pipes, the prestressed anchor rod (3) is made of high-strength steel, and the grid (6) is made of polyethylene.
6. A highway embankment settlement control structure according to claim 1, wherein An asphalt layer (7) is laid on the top of the roadbed (1).
7. A highway embankment settlement control structure according to claim 1, wherein Several groups of the transverse drainage pipes (201) are distributed along the width direction of the road base (1), and several groups of the transverse drainage pipes (201) are evenly distributed along the length direction of the road base (1).
8. A highway subgrade settlement control structure according to claim 1, characterized in that, The bottom end of the prestressed anchor rod (3) is fixedly connected with several sets of barbs (8).