Highway bridge end pavement anti-settlement structure

Abstract

The utility model discloses a highway bridge end pavement anti-settlement structure which comprises an expansion joint at the joint of a highway and a bridge, anchoring steel plates are arranged on two sides of the expansion joint, a transition plate system is arranged on a highway anchoring foundation on one side of the expansion joint, a pile foundation reinforcing layer is arranged in the transition plate system, and a buffer layer is arranged at the top of the pile foundation reinforcing layer. The transition plate system comprises a sliding support and a wedge-shaped transition plate, the pile foundation reinforcing layer comprises micro piles and graded broken stone, the micro piles are located in the wedge-shaped transition plate, and the buffer layer comprises a geogrid layer and a rubber asphalt concrete layer. According to the anti-settlement structure for the end pavement of the highway bridge, the micro pile group is arranged on the highway anchoring foundation on one side of the expansion joint, so that the bearing capacity of the foundation is improved, the compression from a deep soil body is inhibited, and the problems that the roadbed part at the end part of the highway is easy to settle and the construction is difficult in the prior art are solved. And the vehicle bumping phenomenon caused by the height difference of the expansion joint at the position is avoided.

Description

A road surface anti-settlement structure at the end of a highway bridge Technical Field

[0001] This utility model relates to the field of bridge and highway construction technology, and in particular to a road surface anti-settlement structure at the end of a highway bridge. Background Technology

[0002] In existing technologies, at the connection between bridges and highways, the different settlement amounts of the bridge and highway cause bridge approach slab settlement (or vehicle slab settlement). The main causes of bridge approach slab settlement include uneven settlement, abrupt changes in stiffness, and vehicle speed and vibration resistance. In urban road conditions, this is primarily caused by uneven settlement at the connection between flexible road surfaces and rigid structures, resulting in misalignment. Differences exist in the composition, stiffness, strength, and expansion / contraction properties of bridges, roadbeds, and pavements. Furthermore, stress concentration easily forms at the bridge approach connection. Under the influence of vehicle loads, structural weight, and natural factors, both the bridge and road settle simultaneously, but the settlement amounts differ significantly, with the road settling much more than the bridge, creating misalignment. A height difference exists between the bridge and the back wall on reinforced concrete pendulum bearings, leading to bridge approach slab settlement during vehicle traffic.

[0003] Since this type of settlement mostly occurs at the connection between the ends of bridges and highways, and bridges are mostly box girder structures, the foundation settlement effect of the bridge section is relatively small. However, since the road ends are soft soil subgrade structures, settlement is more likely to occur in the subgrade section at the ends of the highway, causing height differences at the expansion joints and resulting in vehicle bouncing. Summary of the Invention

[0004] The purpose of this utility model is to provide a road surface anti-settlement structure at the end of a highway bridge. By setting a group of micropiles on the highway anchorage foundation on one side of the expansion joint, the bearing capacity of the foundation is improved and compression from deep soil is suppressed. This solves the problem in the prior art that the roadbed at the end of the highway is prone to settlement, which leads to the phenomenon of vehicle bouncing due to the height difference at the expansion joint.

[0005] To achieve the above objectives, this utility model provides a road surface anti-settlement structure at the end of a highway bridge, including an expansion joint at the connection between the highway and the bridge. Anchor steel plates are provided on both sides of the expansion joint. A transition plate system is provided on the highway anchor foundation on one side of the expansion joint. A pile foundation reinforcement layer is provided inside the transition plate system. A buffer layer is provided on top of the pile foundation reinforcement layer. The transition plate system includes a sliding bearing and a wedge-shaped transition plate. The pile foundation reinforcement layer includes micropiles and graded crushed stone. The micropiles are located inside the wedge-shaped transition plate. The buffer layer includes a geogrid layer and a rubber asphalt concrete layer.

[0006] Preferably, the sliding support is connected to the anchoring steel plate by a limiting bolt, and the sliding support is made of polytetrafluoroethylene with a thickness of 5-10cm.

[0007] Preferably, the wedge-shaped transition plate is made of cast concrete, with a thickness of 30cm at the end near the bridge and linearly thinning to 15cm towards the roadbed end.

[0008] Preferably, the wedge-shaped transition plate contains a plurality of micropiles arranged in a rectangular array, and adjacent micropiles are connected by steel bars.

[0009] Preferably, the graded crushed stone covers the top of the micropiles and is flush with the height of the wedge-shaped transition plate near the end of the bridge.

[0010] Preferably, the bottom of the micropile extends into the interior of the highway anchorage foundation, and the top of the micropile is flush with the upper surface of the wedge-shaped transition plate.

[0011] Preferably, the geogrid layer is laid on top of the graded crushed stone, and the geogrid layer has a grid size of 15*15cm.

[0012] Preferably, the rubber asphalt concrete layer is laid on top of the geogrid layer, and has a thickness of 8-12cm.

[0013] Therefore, this utility model adopts the above-mentioned anti-settlement structure for the road surface at the end of a highway bridge. By setting a group of micropiles on the road anchorage foundation on one side of the expansion joint, the bearing capacity of the foundation is improved and compression from deep soil is suppressed. By setting a wedge-shaped transition plate, the wedge design achieves a gradual change in stiffness, avoiding stress concentration caused by abrupt changes in stiffness. The sliding bearing allows for horizontal displacement, releasing internal stress under temperature deformation and seismic action. The geogrid provides reinforcement and restrains lateral deformation of the roadbed. The rubber asphalt layer absorbs vehicle impact energy through elastic deformation, reducing dynamic load transmission efficiency. This solves the problem in the prior art that the roadbed at the end of the highway is prone to settlement, causing height differences at the expansion joint and resulting in vehicle bouncing.

[0014] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0015] Figure 1 is a schematic diagram of a road surface anti-settlement structure at the end of a highway bridge according to the present invention.

[0016] Figure 2 is a top view of a micropile in a road surface anti-settlement structure at the end of a highway bridge according to this utility model.

[0017] Figure Labels

[0018] 1. Rubberized asphalt concrete layer; 2. Graded crushed stone layer; 3. Geogrid layer; 4. Highway anchorage foundation; 5. Reinforcing steel; 6. Micropiles; 7. Wedge transition plate; 8. Sliding bearing; 9. Anchoring steel plate; 10. Expansion joint. Detailed Implementation

[0019] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0020] Unless otherwise defined, the technical or scientific terms used in this utility model shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] Example

[0022] A road surface anti-settlement structure at the end of a highway bridge includes an expansion joint 10 at the connection between the highway and the bridge. Anchor steel plates 9 are provided on both sides of the expansion joint 10. A transition plate system is provided on the highway anchorage foundation 4 on one side of the expansion joint 10. A pile foundation reinforcement layer is provided inside the transition plate system, and a buffer layer is provided on top of the pile foundation reinforcement layer, forming a longitudinal gradient stiffness transition, effectively dispersing vehicle load impact and suppressing uneven settlement. The transition plate system includes sliding bearings 8 and wedge-shaped transition plates 7. The pile foundation reinforcement layer includes micropiles 6 and graded crushed stone. The buffer layer includes a geogrid layer 3 and a rubber asphalt concrete layer 1.

[0023] The sliding bearing 8 is connected to the anchoring steel plate 9 by limiting bolts. The sliding bearing 8 is made of polytetrafluoroethylene and has a thickness of 5-10cm. The sliding bearing 8 allows for horizontal displacement and releases internal stress under temperature deformation and seismic action.

[0024] The wedge-shaped transition plate 7 is made of cast concrete. The thickness of the wedge-shaped transition plate 7 is 30cm at the end near the bridge, and linearly thins to 15cm towards the roadbed end. The wedge design achieves a gradual change in stiffness, avoiding stress concentration caused by abrupt changes in stiffness. Micropiles 6 are located inside the wedge-shaped transition plate 7, and multiple micropiles 6 are arranged in a rectangular array within the wedge-shaped transition plate 7. Adjacent micropiles 6 are connected by reinforcing bars 5. The micropiles 6 improve the bearing capacity of the foundation through pile-soil interaction and inhibit deep soil compression.

[0025] The bottom of the micropile 6 extends into the interior of the highway anchorage foundation 4, and the top of the micropile 6 is flush with the upper surface of the wedge-shaped transition plate 7. The micropile 6 is first arranged in a rectangular array in the highway anchorage foundation 4 layer, and adjacent micropile 6 are fixedly connected by steel bars 5. Then, concrete is poured between the gaps of the micropile 6, and the concrete solidifies to form a rectangular array of micropile 6 sandwiched in the wedge-shaped transition plate.

[0026] The graded crushed stone layer 2 covers the top of the micropiles 6 and is flush with the height of the wedge-shaped transition plate 7 near the end of the bridge. The graded crushed stone layer 2 provides horizontal drainage channels to prevent soil softening caused by increased pore water pressure.

[0027] Geogrid layer 3 is laid on top of graded crushed stone, and the size of geogrid layer 3 is 15*15cm.

[0028] A rubber asphalt concrete layer 1, with a thickness of 8-12 cm, is laid on top of the geogrid layer 3. The rubber asphalt concrete layer 1 is laid directly on top of the geogrid, forming a continuous structure with the conventional asphalt surface layer. A conventional highway pavement is then laid on top of the rubber asphalt concrete layer 1.

[0029] The combination of micropiles 6, wedge-shaped transition plates 7, and rubber asphalt concrete layer 1 forms a stiffness transition zone, reduces the impact coefficient, and utilizes the viscoelasticity of rubber asphalt and the interfacial friction of geogrid to attenuate vehicle dynamic loads and improve the anti-settlement performance of highway subgrade.

[0030] Therefore, this utility model adopts the above-mentioned anti-settlement structure for the road surface at the end of a highway bridge. By setting a group of micropiles on the road anchorage foundation on one side of the expansion joint, the bearing capacity of the foundation is improved and compression from deep soil is suppressed. By setting a wedge-shaped transition plate, the wedge design achieves a gradual change in stiffness, avoiding stress concentration caused by abrupt changes in stiffness. The sliding bearing allows for horizontal displacement, releasing internal stress under temperature deformation and seismic action. The geogrid provides reinforcement and restrains lateral deformation of the roadbed. The rubber asphalt layer absorbs vehicle impact energy through elastic deformation, reducing dynamic load transmission efficiency. This solves the problem in the prior art that the roadbed at the end of the highway is prone to settlement, causing height differences at the expansion joint and resulting in vehicle bouncing.

[0031] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solution of this utility model, and these modifications or equivalent substitutions cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of this utility model.

Claims

1. A road surface anti-settlement structure at the end of a highway bridge, characterized in that: The system includes expansion joints at the junction of highways and bridges, with anchoring steel plates on both sides of the expansion joints. A transition plate system is installed on the highway anchoring foundation on one side of the expansion joint. The transition plate system contains a pile foundation reinforcement layer, and a buffer layer is installed on top of the pile foundation reinforcement layer. The transition plate system includes sliding bearings and wedge-shaped transition plates. The pile foundation reinforcement layer includes micropiles and graded crushed stone. The micropiles are located inside the wedge-shaped transition plate. The buffer layer includes a geogrid layer and a rubber asphalt concrete layer.

2. The anti-settlement structure for the end surface of a highway bridge according to claim 1, characterized in that: The sliding support is connected to the anchoring steel plate by limiting bolts. The sliding support is made of polytetrafluoroethylene and has a thickness of 5-10cm.

3. The anti-settlement structure for the end surface of a highway bridge according to claim 1, characterized in that: The wedge-shaped transition plate is made of cast concrete. The thickness of the wedge-shaped transition plate is 30cm at the end near the bridge and decreases linearly to 15cm towards the roadbed.

4. The anti-settlement structure for the end pavement of a highway bridge according to claim 1, characterized in that: The wedge-shaped transition plate contains multiple micropiles arranged in a rectangular array, and adjacent micropiles are connected by steel bars.

5. The anti-settlement structure for the end pavement of a highway bridge according to claim 1, characterized in that: The graded crushed stone covers the top of the micropiles and is level with the wedge-shaped transition plate at the end closest to the bridge.

6. The anti-settlement structure for the end pavement of a highway bridge according to claim 1, characterized in that: The bottom of the micropile extends into the interior of the highway anchorage foundation, and the top of the micropile is flush with the upper surface of the wedge-shaped transition plate.

7. The anti-settlement structure for the end pavement of a highway bridge according to claim 1, characterized in that: The geogrid layer is laid on top of the graded crushed stone, and the geogrid size is 15. 15cm。 8. The anti-settlement structure for the end pavement of a highway bridge according to claim 1, characterized in that: The rubber asphalt concrete layer is laid on top of the geogrid layer, with a thickness of 8-12cm.

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