Anti-settlement structure suitable for roadbed filling and digging junction

Abstract

The utility model provides an anti-settlement structure suitable for roadbed filling and excavation junction, which comprises an original ground, an excavation area and a filling area, the excavation area and the filling area are positioned above the original ground, a drainage dredging layer is arranged at the bottom of the filling area, and a group of drainage pipes are transversely arranged in the drainage dredging layer. A plurality of sets of drainage holes arranged at equal intervals are formed in the outer portion of the drainage pipe, tamping layers are laid on the drainage dredging layer, and a plurality of geogrids are arranged between the tamping layers. Through cooperation of the drainage and dredging layer, the drainage pipe, the drainage holes, the tamping layer, the geogrid and the buffer transition layer, the stability of the filling and digging junction of the roadbed can be improved, sedimentation can be effectively controlled, the tamping layer can ensure the compactness of a soil body, the geogrid enhances the anti-sliding and anti-deformation capacity of the soil body, the drainage and dredging layer can drain accumulated water in time, and the safety of the roadbed is improved. And the buffer transition layer reduces the impact of the vehicle load, so that the stability of the roadbed is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of road engineering technology, and in particular to an anti-settlement structure suitable for the junction of roadbed filling and excavation. Background Technology

[0002] During the construction of municipal roads, settlement is prone to occur at the junction of roadbed filling and excavation due to differences in geological conditions and the complexity of construction techniques. This not only affects the smoothness of the road and causes a bumpy ride, reducing the driving experience, but in severe cases, it may also lead to road surface cracking and collapse, threatening traffic safety and increasing the cost of road maintenance in the later stages.

[0003] Traditionally, common approaches to addressing settlement at the cut-fill junction of roadbeds mainly revolve around subgrade construction techniques and the selection of replacement materials. Regarding subgrade construction techniques, while various replacement methods have been developed based on different geological characteristics, using vibration and compaction of replacement materials to improve the properties of the underlying subgrade soil layer, at the cut-fill junction, the significant differences in physical and mechanical properties between the fill and cut areas make it difficult for conventional vibration compaction techniques to achieve uniform compaction of the soil at the junction. This results in frequent settlement problems. Therefore, we provide a settlement-prevention structure suitable for cut-fill junctions of roadbeds. Utility Model Content

[0004] This utility model provides an anti-settlement structure suitable for the junction of roadbed filling and excavation, in order to solve the technical problems existing in the background art.

[0005] The purpose and effect of this utility model for an anti-settlement structure applicable to the cut-fill junction of a roadbed are achieved by the following specific technical means: An anti-settlement structure applicable to the cut-fill junction of a roadbed includes the original ground surface, a cut area and a fill area above the original ground surface, the bottom of the fill area is a drainage layer, a set of drainage pipes arranged horizontally are provided inside the drainage layer, and multiple sets of drainage holes arranged at equal intervals are opened on the outside of the drainage pipes. A compacted layer is laid on top of the drainage layer, and multiple geogrids are set between the compacted layers, with both ends of the geogrids extending into the interior of the stable soil layer in the cut area. A buffer transition layer is set on top of the compacted layer.

[0006] Preferably, each geogrid is provided with U-shaped nails arranged at equal intervals, and the bottom end of the U-shaped nails is inserted into the compacted layer.

[0007] Preferably, the drainage layer is made of crushed stone with good water permeability.

[0008] Preferably, the compacted layer uses the same soil as the excavated area.

[0009] Preferably, the buffer transition layer is made of rubber-granulated soil.

[0010] Preferably, each group of drainage holes is arranged in a ring around the axis of the drainage pipe and is located in the top region of the drainage pipe.

[0011] Beneficial effects:

[0012] 1. By combining the drainage and dredging layer, drainage pipes, drainage holes, compacted layer, geogrid, and buffer transition layer, the stability of the roadbed at the cut-fill junction can be improved, and the occurrence of settlement can be effectively controlled. The compacted layer can ensure the density of the soil, the geogrid enhances the soil's anti-sliding and anti-deformation ability, the drainage and dredging layer can remove accumulated water in time to avoid soil softening, and the buffer transition layer can reduce the impact of vehicle loads, thereby ensuring the stability of the roadbed.

[0013] 2. By setting U-shaped nails, the geogrid can be further connected to the soil layer. This not only increases the friction between the geogrid and the compacted layer, effectively preventing the geogrid from shifting when the soil is under stress and deformed, but also allows the geogrid to be tightly interlocked with the soil layer by means of the anchoring effect of the U-shaped nails, forming a solid whole and improving the shear strength and stability of the soil at the junction of the roadbed fill and cut. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0015] Figure 2 This is a sectional view of the front view of the excavation area of ​​this utility model.

[0016] Figure 3 This is a three-dimensional structural diagram of the drainage pipe of this utility model.

[0017] Figure 4 This is a three-dimensional structural diagram of the geogrid of this utility model.

[0018] Figure 1-4 In the diagram, the correspondence between component names and drawing numbers is as follows:

[0019] 1. Original ground surface; 2. Excavation area; 3. Fill area; 4. Drainage and dredging layer; 5. Drainage pipe; 6. Compacted layer; 7. Geogrid; 8. Buffer transition layer; 9. Drainage hole; 10. U-shaped nail. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0021] As attached Figure 1 With appendix Figure 2 As shown: A settlement prevention structure suitable for the cut-fill junction of roadbed includes the original ground surface 1, a cut area 2 and a fill area 3 above the original ground surface 1. The bottom of the fill area 3 is a drainage layer 4, which is made of permeable crushed stone. When constructing the settlement prevention structure at the cut-fill junction of the roadbed, a 10-15cm thick layer of crushed stone is laid at the bottom of the junction. After laying, a professional vibratory compaction device is used to repeatedly compact and vibrate the crushed stone. During the compaction process, the crushed stone particles are squeezed and filled by each other under the action of mechanical force, gradually forming a dense accumulation structure, which greatly reduces the gaps between particles. This dense structure not only enhances the stability of the bottom structure, but also better bears the load transmitted from the upper part; at the same time, the pores between the crushed stones form efficient drainage channels, greatly improving the drainage capacity and promoting the rapid drainage of water in the roadbed.

[0022] As attached Figure 2 With appendix Figure 3 As shown: A set of horizontally arranged drainage pipes 5 are installed inside the drainage layer 4. The drainage pipes 5 have a certain inclination angle to guide the water flow. Multiple sets of equally spaced drainage holes 9 are opened on the outside of the drainage pipes 5. Each set of drainage holes 9 is distributed in a ring around the axis of the drainage pipe 5 and is located in the top area of ​​the drainage pipe 5. When rainwater or groundwater passes through the surrounding soil at the cut-fill junction and enters the interconnected pores formed between the gravel in the drainage layer 4, it will gradually reach the outer wall of the drainage pipe 5 as the water flow converges. The drainage holes 9 distributed on the drainage pipe 5 will then guide the water to the drainage pipe 5. It will flow along the pre-designed slope and rely on gravity to flow to both sides of the roadbed, effectively avoiding the accumulation of water at the cut-fill junction of the roadbed and preventing problems such as roadbed settlement and soil softening caused by water accumulation.

[0023] As attached Figure 2 With appendix Figure 4As shown: A compacted layer 6 is laid above the drainage and dredging layer 4. Multiple geogrids 7 are installed between the compacted layers 6, and the ends of the geogrids 7 extend into the stable soil layer of the excavation area 2. The compacted layer 6 uses the same soil as the excavation area 2. First, the soil excavated from the excavation area 2 is screened, and then the screened soil is laid in an orderly manner above the drainage and dredging layer 4. After the laying is completed, the soil is compacted multiple times using professional compaction equipment. Then, the geogrids 7 are laid along the transverse direction of the roadbed, ensuring that both ends can be smoothly embedded into the stable soil layer of the excavation area 2. After embedding, the soil obtained from the excavation area 2 and screened is laid on top of the geogrids 7, and the compaction operation is carried out again. The above process of soil laying and compaction is repeated cyclically. The laying of the geogrid 7 gradually forms a compacted layer 6 with good stability and bearing capacity, effectively enhancing the deformation resistance and overall stability at the cut-fill junction of the roadbed and significantly reducing the risk of roadbed settlement. Each geogrid 7 is equipped with U-shaped nails 10 arranged at equal intervals, and the bottom end of the U-shaped nails 10 is inserted into the compacted layer 6. By setting the U-shaped nails 10 at specific intervals on the geogrid 7, the bottom end of the U-shaped nails 10 can be deeply inserted into the compacted layer 6, which not only increases the friction between the geogrid 7 and the compacted layer 6, effectively preventing the geogrid 7 from shifting when the soil is deformed under stress, but also allows the geogrid 7 to be tightly interlocked with the compacted soil layer by the anchoring effect of the U-shaped nails 10, forming a solid whole.

[0024] As attached Figure 1 With appendix Figure 2 As shown: A buffer transition layer 8 is set above the compacted layer 6. The buffer transition layer 8 is made of rubber granule soil. After the construction of the compacted layer 6 is completed, the rubber granule soil is evenly laid on top of the compacted layer 6 using professional paving equipment. After paving, a small road roller is used to compact the rubber granule soil, so that the rubber particles and soil are tightly combined to form a stable structure. The buffer transition layer 8 is thus successfully constructed, which effectively buffers the impact force generated during vehicle driving, improves the smoothness of the road surface, enhances driving comfort, and provides a good buffer and transition effect for the entire roadbed structure.

[0025] Working principle: First, workers use equipment to lay crushed stone at the bottom of fill area 3 to form drainage layer 4, and place drainage pipe 5 inside drainage layer 4. Then, vibration equipment is used to vibrate drainage layer 4 to make the crushed stone in close contact. Then, the same soil is excavated from excavation area 2 and buried above drainage layer 4. Then, compaction equipment is used to compact the soil. Next, geogrid 7 is laid on top of compacted soil layer, and the two ends of geogrid 7 are embedded into the stable soil layer of excavation area 2. U-shaped nails 10 are inserted into compacted soil layer to fix geogrid 7. Then, the soil is laid and compacted and geogrid 7 is installed to form compacted layer 6. Finally, rubber granule soil is laid on top of compacted layer 6 to form buffer transition layer 8, which effectively prevents settlement at the fill-excavation junction.

Claims

1. A settlement prevention structure suitable for the cut-fill junction of a roadbed, comprising the original ground surface (1), a cut area (2) and a fill area (3) above the original ground surface (1), characterized in that: The bottom of the fill area (3) is a drainage layer (4). A set of drainage pipes (5) arranged horizontally are provided inside the drainage layer (4). Multiple sets of drainage holes (9) are arranged at equal intervals on the outside of the drainage pipes (5). A compaction layer (6) is laid on top of the drainage layer (4). Multiple geogrids (7) are set between the compaction layers (6), and the two ends of the geogrids (7) extend into the interior of the stable soil layer of the excavation area (2). A buffer transition layer (8) is set on top of the compaction layer (6).

2. The anti-settling structure according to claim 1, wherein: Each geogrid (7) is provided with U-shaped nails (10) arranged at equal intervals, and the bottom end of the U-shaped nails (10) is inserted into the compacted layer (6).

3. The anti-settlement structure applicable to the interface between fill and cut sections of roadbed according to claim 1, characterized in that: The drainage layer (4) is made of crushed stone with good water permeability.

4. The anti-settling structure according to claim 1, wherein: The compacted layer (6) uses the same soil as the excavation area (2).

5. The anti-settling structure according to claim 1, wherein: The buffer transition layer (8) is made of rubber-particle soil.

6. The anti-settlement structure applicable to the cut-fill junction of roadbed according to claim 1, characterized in that: Each set of drainage holes (9) is arranged in a ring around the axis of the drainage pipe (5), and is located in the top area of ​​the drainage pipe (5).

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