Rigidity gradient road and bridge transition structure

Abstract

The utility model discloses a road and bridge transition structure with gradually changed rigidity, which belongs to the technical field of civil engineering, and comprises a foam concrete layer, a tire stack body layer, a pressure dispersing plate and an anchoring system, and the vertical thickness of the foam concrete layer is gradually reduced along the direction from a bridge abutment to an embankment. The foam concrete layer is covered with the tire stack body layer, and the vertical thickness of the tire stack body is gradually increased in the direction from the bridge abutment to the embankment. And one end of the pressure scattering plate starts from the bridge abutment, and the other end of the pressure scattering plate is sequentially arranged on the tire stack body layer and the foam concrete layer in a spanning manner and extends towards the top of the conventional embankment. The anchoring system is connected with the foam concrete layer, the tire stack body layer and the scattered pressure plate, and the anchoring system is configured to apply vertical strain to the tire stack body layer. According to the utility model, the deformation difference between a soil body and the structure can be reduced, so that the situation that the pressure scattering plate is broken due to the disengagement below and uneven stress is prevented, the stability of the whole structure is guaranteed, and the problem of bumping at the bridgehead is reduced.

Description

Technical Field

[0001] This utility model relates to the field of civil engineering technology, and in particular to a road and bridge transition structure with gradually changing stiffness. Background Technology

[0002] In the field of civil engineering, the problem of bridge approach slab settlement has always been a key challenge affecting driving comfort and road lifespan in the design of road-bridge transition sections. Traditional solutions typically involve using approach slabs for the transition; however, this design has many drawbacks and is difficult to effectively solve bridge approach slab settlement and related problems. Specifically, because the stiffness of the embankment behind the abutment cannot match that of the abutment, significant stiffness differences exist at the abutment location, inevitably leading to deformation differences. This causes deformation and settlement of the soil behind the abutment, ultimately resulting in bridge approach slab settlement.

[0003] In existing technologies, the backfill material for bridges is mostly clay or sand with irreversible deformation. Under long-term loads and rainwater erosion, it is prone to sinking and losing its supporting force on the approach slab. This causes the lower part of the approach slab to become hollow, resulting in uneven stress and breakage, which aggravates the bridge approach slab settlement problem. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a road-bridge transition structure with gradually varying stiffness, which can prevent irreversible subsidence of the structure, ensure that the road structure layer can always provide support for the road, and ensure road surface smoothness through gradual stiffness variation and consistent end deformation, thereby solving the problem of bridge approach slab settlement.

[0005] A gradually stiffening road-bridge transition structure according to an embodiment of the present invention includes a foamed concrete layer, a tire stack layer, a pressure-dispersing plate, and an anchoring system. The foamed concrete layer is disposed between the abutment and the embankment, and its vertical thickness gradually decreases from the abutment towards the embankment. The tire stack layer is laid on top of the foamed concrete layer, located between the abutment and the embankment, and its vertical thickness gradually increases from the abutment towards the embankment. One end of the pressure-dispersing plate originates from the abutment, and the other end spans sequentially across the tire stack layer and the embankment. The pressure-dispersing plate is used to evenly distribute vehicle loads onto the tire stack layer. The anchoring system is connected to both the foamed concrete layer and the pressure-dispersing plate. The anchoring system is configured to apply vertical strain to the tire stack layer to achieve a smooth transition of road surface settlement.

[0006] The stiffness-gradient road-bridge transition structure according to this utility model embodiment has at least the following beneficial effects: Since the tire bundle's mechanical properties are stable after immersion in water, its deformation is a recoverable elastic deformation, and the lower foamed concrete layer can be considered an elastic body, the upper and lower double-layer structure can always provide support for the pressure-dissipating plate, avoiding the pressure-dissipating plate from breaking due to voids below and uneven stress, thus ensuring the stability of the entire structure. The double-layer composite gradual structure formed by the foamed concrete and tire bundle ensures consistent settlement at the junction of the tire bundle end and the conventional road section, achieving a smooth transition of stiffness from the abutment to the embankment, reducing the occurrence of bridge approach slab settlement problems.

[0007] According to some embodiments of this utility model, the tire stack layer and the foamed concrete layer are mutually fitted in a stepped manner.

[0008] According to some embodiments of the present invention, a gravel drainage layer is also included. The gravel drainage layer is disposed at the bottom of the foamed concrete and spans between the foamed concrete layer and the embankment. The gravel drainage layer is used to drain water that seeps into the embankment.

[0009] According to some embodiments of the present invention, the tire stack layer includes multiple tire bundles, which are stacked vertically so that the number of tire bundles gradually increases in a stepped manner along the direction from the bridge abutment to the embankment.

[0010] According to some embodiments of this utility model, the tire bundle is compressed along the tire axial direction to the original total stacked thickness.

[0011]

[0012] According to some embodiments of the present invention, the tire bundle includes multiple tire layers, which are stacked vertically, with adjacent tire layers staggered, each tire layer having multiple tires, and the multiple tires are connected sequentially along a straight line containing the diameter.

[0013] According to some embodiments of the present invention, a plurality of geogrids are provided in the tire pile layer, and the geogrids are evenly distributed along the height direction. The geogrids extend from the tire pile layer into the conventional embankment. The geogrids are used to reduce differential settlement between tire bundles and between the tire pile layer and the reinforced embankment backfill.

[0014] According to some embodiments of the present invention, the anchoring system includes multiple anchors, the number of which corresponds to the number of steps formed by the tire stack layer, and each step is provided with multiple anchors. The anchors are used to adjust the thickness of the tire stack layer.

[0015] According to some embodiments of the present invention, the anchor includes an anchoring element, an anchor rod, and an anchor head. The anchoring element and the anchor head are respectively disposed at opposite ends of the anchor rod. One end of the anchor rod is fixed to the pressure-dispersing plate through the anchor head, and the other end of the anchor rod passes through the pressure-dispersing plate, the tire stack layer, and the foamed concrete layer in sequence, and is fixed in the foamed concrete layer through the anchoring element.

[0016] According to some embodiments of the present invention, a waterproof layer is provided on the interface between the foamed concrete layer and the tire stack layer, and the waterproof layer is used to prevent moisture from penetrating into the foamed concrete layer.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a cross-sectional view of the stiffness-gradient road bridge transition structure according to an embodiment of the present utility model;

[0020] Figure 2 for Figure 1 A schematic diagram of the structure after backfilling the reinforced embankment;

[0021] Figure 3 for Figure 1 Schematic diagram of the structure of the tire bundle;

[0022] Figure 4 for Figure 3 Front view of the tire bundle;

[0023] Figure 5 for Figure 3 Side view of the middle tire bundle.

[0024] Figure label:

[0025] Foamed concrete layer 100, waterproof layer 110;

[0026] Tire stack layer 200, tire bundle 210, tire layer 211, tire 2111, high-strength steel wire 2112, geogrid 220;

[0027] Pressure plate 300;

[0028] Anchoring system 400, anchor 410, anchoring component 411, anchor bolt 412, anchor head 413;

[0029] 500mm gravel drainage layer;

[0030] Embankment 600, reinforced embankment backfill 610, unreinforced embankment backfill 620;

[0031] Bridge abutment 10, road pavement layer 20, underlying subgrade 30. Detailed Implementation

[0032] The embodiments of this utility model 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 utility model, and should not be construed as limiting this utility model.

[0033] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0034] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first," "second," etc., are used in the description, they are only for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the sequential relationship of the indicated technical features.

[0035] In the description of this utility model, unless otherwise explicitly defined, the terms "setting", "installation", "connection", etc. should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in combination with the specific content of the technical solution.

[0036] Please refer to Figures 1 to 5This embodiment discloses a bridge-road transition structure with gradually changing stiffness, including a foamed concrete layer 100, a tire stack layer 200, a load-distributing plate 300, and an anchoring system 400. The foamed concrete layer 100 is located between the abutment 10 and the embankment 600, and its vertical thickness gradually decreases along the direction from the abutment 10 to the embankment 600. The tire stack layer 200 is laid on top of the foamed concrete layer 100, with the tire stack located between the abutment 10 and the embankment 600. The vertical thickness of the tire stack layer gradually increases along the direction from the abutment 10 to the embankment 600. One end of the load-distributing plate 300 originates from the abutment 10, and the other end spans across the tire stack layer 200 and the embankment 600, serving to evenly distribute vehicle loads onto the tire stack layer 200. The anchoring system 400 is connected to the foamed concrete layer 100 and the pressure-dispersing plate 300. The anchoring system 400 is configured to apply vertical strain to the tire stack layer 200 to achieve a smooth transition of road surface settlement.

[0037] like Figure 1 and Figure 2 As shown, a foamed concrete layer 100 is disposed between the abutment 10 and the embankment 600, and its thickness gradually decreases from left to right. A tire stack layer 200 is disposed on top of the foamed concrete layer 100, and its thickness gradually increases from left to right. The foamed concrete layer 100 and the tire stack layer 200 fill each other to form a double-layer composite material gradient structure. A pressure-dispersing plate 300 is disposed on the tire stack layer 200 and extends toward the top of the embankment 600. An anchoring system 400 passes through the pressure-dispersing plate 300, the tire stack layer 200 and the foamed concrete layer 100 in sequence to apply vertical strain to the tire stack layer 200. Because the tire bundle 210 has stable mechanical properties after being immersed in water, its deformation is a recoverable elastic deformation. The lower foamed concrete layer 100 is regarded as an elastic body, which can always provide support for the pressure relief plate 300. By utilizing the different mechanical properties of foamed concrete and tire bundle 2111, a gradual transition of stiffness is achieved from the abutment 10 to the embankment 600. When vehicle loads are applied, concentrated stress caused by sudden stiffness changes can be avoided, reducing the deformation difference between the soil and the structure. This prevents the pressure relief plate 300 from breaking due to the void below and uneven stress, ensuring the stability of the entire structure and reducing the occurrence of bridge approach slab settlement problems.

[0038] In some specific embodiments of this utility model, the tire stack layer 200 and the foamed concrete layer 100 are stepped and interlocked. This stepped interlocking increases the contact area between the two structures, which, compared to planar connections, better transmits force and distributes loads, reducing stress concentration and thus enhancing the overall structural stability and load-bearing capacity. It should be noted that each level of the foamed concrete step uses the same height-to-width ratio, ranging from 1:8 to 1:2, and the thickness of the compressed end of the tire stack is ≥3m.

[0039] In some specific embodiments of this utility model, a gravel drainage layer 500 is also included. The gravel drainage layer 500 is disposed at the bottom of the foamed concrete and spans between the foamed concrete layer 100 and the embankment 600. The gravel drainage layer 500 is used to drain water that has seeped into the embankment 600.

[0040] like Figure 1 As shown, the gravel drainage layer 500 is located at the bottom of the foamed concrete layer 100, and the gravel drainage layer 500 spans between the embankment 600 and the foamed concrete layer 100.

[0041] In some specific embodiments of this utility model, the embankment 600 includes reinforced embankment backfill 610 and unreinforced embankment backfill 620. The reinforced embankment backfill 610 covers the unreinforced embankment backfill 620. The thickness of the reinforced embankment backfill 610 gradually decreases away from the abutment 10, while the thickness of the unreinforced embankment backfill 620 gradually increases away from the abutment 10, forming a stepped interlocking structure. A crushed stone drainage layer 500 spans between the foamed concrete layer 100 and the reinforced embankment backfill 610. Furthermore, the crushed stone drainage layer 500 is wrapped with geotextile, enabling timely drainage of water that has seeped into the foamed concrete layer 100. This effectively prevents moisture erosion of the transition structure, avoids road surface settlement caused by moisture accumulation, and extends the service life of the structure.

[0042] In some specific embodiments of this utility model, the tire stack layer 200 includes a plurality of tire bundles 210, which are stacked vertically so that the number of tire bundles 210 gradually increases in a stepped manner along the direction from the bridge abutment 10 toward the embankment 600.

[0043] In some specific embodiments of this utility model, the tire bundle 210 includes multiple tire layers 211, which are stacked vertically. Adjacent tire layers 211 are staggered with a stagger width equal to one tire radius. Each tire layer 211 has multiple tires 2111, which are arranged sequentially along the straight line containing the diameter and remain tangent to each other. The multiple tires 2111 are fastened together by high-strength steel wires 2112.

[0044] In some specific embodiments of this utility model, the tire bundle 210 is compressed along the axial direction of the tire 2111 to the original total thickness.

[0045] like Figures 3 to 5In the illustrated embodiment, each tire bundle 210 comprises 19 tire layers 211, wherein odd-numbered tire layers 211 have four tires 2111, and even-numbered tire layers 211 have three tires 2111. The odd-numbered and even-numbered tire layers 211 are staggered, with a stagger width equal to one tire radius. The multiple tires 2111 are arranged sequentially along a straight line containing the diameter and remain tangent to each other. The multiple tires 2111 are bound together with high-strength steel wire 2112. After the 19 layers of tires 2111 are stacked, a compressor is used to compress the tire bundle 210 along the axial direction of the tires 2111, compressing it to one-tenth of the original total stack height. This ensures that the tire stack 2111 has good stability and load-bearing capacity, while also facilitating construction operations.

[0046] In some specific embodiments of this utility model, a plurality of geogrids 220 are provided in the tire pile layer 200. The geogrids 220 are evenly distributed along the height direction and extend from the tire pile layer 200 into the reinforced embankment backfill soil 610. The geogrids 220 are used to reduce the differential settlement between the tire bundles 210 and between the tire pile layer 200 and the reinforced embankment backfill soil 610.

[0047] It should be noted that the laying of geogrid 220 can enhance the overall stability of the tire 2111 pile, improve the load-bearing capacity of the transition section, and further ensure the consistency of settlement between the transition section and the conventional road section. For example... Figure 1 In the specific embodiment shown, tire bundles 210 are laid in a preset manner. After every two layers of tire bundles 210, a layer of geogrid 220 is laid. The laid geogrid 220 extends from one end of the abutment 10 into the interior of the conventional embankment 600. Specifically, the laid geogrid 220 extends from one end of the abutment 10 into the interior of the reinforced embankment backfill 610 to reduce differential settlement between tire bundles 210 and between the tire pile layer 200 and the reinforced embankment backfill 610.

[0048] In some specific embodiments of this utility model, the anchoring system 400 includes a plurality of anchors 410. The number of anchors 410 corresponds to the number of steps formed by the tire stack layer 200. Each step is provided with a plurality of anchors 410. The anchors 410 are used to adjust the thickness of the tire stack layer 200.

[0049] In some specific embodiments of this utility model, the anchor 410 includes an anchoring element 411, an anchor rod 412, and an anchor head 413. The anchoring element 411 and the anchor head 413 are respectively disposed at opposite ends of the anchor rod 412. One end of the anchor rod 412 is fixed to the pressure-dispersing plate 300 through the anchor head 413. The other end of the anchor rod 412 passes through the gap between the tire bundles 210 in sequence through the pressure-dispersing plate 300, the tire stack layer 200, and the foamed concrete layer 100, and is fixed in the foamed concrete layer 100 through the anchoring element 411.

[0050] like Figure 1 As shown, anchor bolts 412 are fixed to the foamed concrete layer 100 via anchoring members 411. Anchor bolts 412 pass through the foamed concrete layer 100 and the tire stack layer 200 sequentially from bottom to top, and through the pressure-dispersing plate 300, fixed by anchor heads 413. Thus, construction personnel can apply pressure to the tire stack layer 200 by adjusting the tension of the anchor bolts 412, thereby achieving precise control of the initial additional strain and ensuring that the tire stack 2111 meets design requirements during the project, guaranteeing the stability and safety of the structure. Specifically, in the tire stack layer 200, each step is equipped with multiple anchors 410, and these anchors 410 are evenly distributed along the length of the step to ensure consistent settlement after construction.

[0051] In some specific embodiments of this utility model, a waterproof layer 110 is provided on the outer wall of the interface between the foamed concrete layer 100 and the tire stack layer 200. The waterproof layer 110 is used to prevent moisture from penetrating into the foamed concrete layer 100. Figure 1 As shown, the top surface and left and right sides of the foamed concrete layer 100 are covered with a waterproof layer 110. Specifically, at the location where the anchor rod 412 passes through the waterproof layer 110, a structure such as a water-stop ring is provided to strengthen the seal, thereby preventing moisture from seeping into the foamed concrete layer 100 and affecting the structural performance.

[0052] The construction method of this gradually stiffening road and bridge transition structure will be illustrated below through specific embodiments.

[0053] S1: Specify the embankment height, compression modulus of the fill material in the conventional embankment section, unit weight of the fill material in the conventional embankment section, subgrade coefficient of the underlying soil 30, equivalent uniformly distributed load of the pavement, length of the transition section of the tire pile 200, deformation modulus of the tire pile 200, unit weight of the tire pile 200, deformation modulus of the foamed concrete layer 100, and unit weight of the foamed concrete layer 100. Select the model of foamed concrete layer 100 according to the highway grade and traffic load grade.

[0054] S2: First, calculate the thickness of the tire stack 200. Determine whether the calculated thickness of the tire stack 200 meets the layout requirements of the step structure. If the calculated thickness of the tire stack 200 does not meet the layout requirements of the step structure, increase the initial additional strain and continue to recalculate the thickness of the tire stack 200. Repeat the above steps until the calculated thickness of the tire stack 200 meets the layout requirements of the step structure.

[0055] The formula for calculating the 200mm thickness of the tire stack is as follows:

[0056]

[0057] In the formula, h1 is the thickness of the tire pile (200 mm), q is the equivalent uniformly distributed load on the road surface, H is the embankment height, and k is the weight of the tire pile. s E1 is the subgrade coefficient of the underlying soil 30, E2 is the deformation modulus of the tire pile 200, E3 is the compression modulus of the foamed concrete layer 100, γ1 is the unit weight of the tire pile 200, γ2 is the unit weight of the foamed concrete layer 100, γ3 is the unit weight of the conventional embankment section fill, and ε0 is the initial compressive strain of the tire pile 200.

[0058] Specifically, construction workers can apply the calculated initial additional strain through the anchoring system, thereby achieving precise control over the initial additional strain. The calculation formula for the locking force of anchor bolt 412 is as follows:

[0059]

[0060] In the formula, F0 is the locking force of the anchor bolt 412, N is the number of anchor bolts 412 set on the same row of steps, E1 is the deformation modulus of the tire pile 200, B is the width of the pressure plate 300, and ε0 is the initial compressive strain of the tire pile 200.

[0061] S3: Perform foundation treatment on the underlying soil base 30, and lay a crushed stone drainage layer 500 on the treated underlying soil base 30 to ensure smooth drainage;

[0062] S4: Construct the foamed concrete layer 100, making the thickness of the foamed concrete layer 100 gradually decrease in a stepped manner along the direction from the abutment 1040 towards the embankment. Simultaneously embed anchoring elements 411 and connect anchor rods 412 in the foamed concrete layer 100.

[0063] It should be noted that each level of the foamed concrete layer 100 has the same height-to-width ratio, ranging from 1:8 to 1:2, and the minimum thickness of the tire stack 200 is ≥3m. After the construction of the foamed concrete layer 100 is completed, a waterproof layer 110 is installed at the interface between the foamed concrete layer 100 and the tire stack 200, and at the interface between the foamed concrete layer 100 and the embankment. The anchor bolt 412 is connected to the waterproof layer 110 via a water-stop device. Figure 2 As shown, the top and sides of the foamed concrete layer 100 are covered with a waterproof layer 110. Water-stop rings are installed at the locations where the anchor rods 412 pass through the waterproof layer 110 to strengthen the sealing treatment measures, so as to prevent moisture from seeping into the foamed concrete layer 100 and affecting the structural performance.

[0064] S5: Lay tire bundles 210 on the foamed concrete layer 100 to form a tire pile 200, so that the tire pile 200 is flush with the top of the foamed concrete layer 100 and reaches the preset embankment height, so that the anchor bolts 412 pass through the gaps between the tire bundles 210.

[0065] Specifically, the tire bundle 210 includes 20 rows of tire layers 211, with 19 tire layers 211 stacked vertically. Adjacent tire layers 211 are staggered. Odd-numbered rows of tire layers 211 have 4 tires 2111, and even-numbered rows have 3 tires 2111. Multiple tires 2111 are connected sequentially along a radial straight line. The tire bundle 210 is laid out according to a preset method to form a tire stack 200, and the tire bundle 210 is compressed along the axial direction of the tires 2111 to the original total stack thickness. For every two layers of tire bundles 210 laid, a layer of geogrid 220 is laid, and the laid geogrid 220 is extended into the interior of the conventional embankment to reduce differential settlement between tire bundles 210 and between the transition section of tire pile 200 and the conventional embankment section.

[0066] It should be noted that the construction progress of the foamed concrete layer 100 and the tire pile 200 should be synchronized with the filling operation of the conventional embankment in terms of height, so as to ensure the integrity and stability between the road-bridge transition section and the conventional road section.

[0067] S6: Construct a pressure-dispersing plate 300 above the tire pile 200 and the foamed concrete layer 100, so that one end of the pressure-dispersing plate 300 starts from the abutment 1040 and the other end successively crosses the tire pile 200 and the reinforced embankment backfill 610 and extends towards the top of the conventional embankment, and ensures that the anchor bolt 412 is exposed on the pressure-dispersing plate 300.

[0068] Specifically, the width of the pressure plate 300 is the same as the width of the tire stack 200.

[0069] Specifically, such as Figure 2 As shown, the embankment backfill soil connected to the tire pile 200 and the foamed concrete layer 100 consists of two parts: one part is reinforced embankment backfill soil 610, and the other part is unreinforced embankment backfill soil 620. The reinforced embankment backfill soil 610 is located above the unreinforced embankment backfill soil 620, and the vertical thickness of the reinforced embankment backfill soil 610 gradually decreases in a stepped manner in the direction away from the tire pile 200.

[0070] S7: Connect the anchor rod 412 and the anchor head 413. Through the anchoring system, adjust the locking force of the anchor rod 412 to apply the initial additional strain to the tire pile 200 to a reasonable value. This allows the thickness of the tire pile 200 to be adjusted to meet the requirements of the step structure layout. Then, lay the road pavement layer 2030 on the pressure plate 300. The construction is now complete.

[0071] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A road-bridge transition structure with gradually changing stiffness, characterized in that, include: A foamed concrete layer (100) is provided between the abutment (10) and the embankment (600), and the vertical thickness of the foamed concrete layer (100) gradually decreases along the direction from the abutment (10) toward the embankment (600). A tire stack layer (200) is laid on the foamed concrete layer (100). The tire (2111) stack is located between the abutment (10) and the embankment (600). The vertical thickness of the tire (2111) stack gradually increases from the abutment (10) toward the embankment (600). A pressure-dispersing plate (300) is provided, with one end of the pressure-dispersing plate (300) starting from the bridge abutment (10) and the other end spanning across the tire pile layer (200) and the embankment (600). The pressure-dispersing plate (300) is used to evenly distribute the vehicle load onto the tire pile layer (200). An anchoring system (400) is connected to the foamed concrete layer (100) and to the pressure-dispersing plate (300). The anchoring system (400) is configured to apply vertical strain to the tire stack layer (200) to achieve a smooth transition of road surface settlement.

2. The road and bridge transition structure with gradually changing stiffness according to claim 1, characterized in that, The tire stack layer (200) and the foamed concrete layer (100) are stepped together.

3. The road and bridge transition structure with gradually changing stiffness according to claim 1, characterized in that, It also includes a gravel drainage layer (500), which is located at the bottom of the foamed concrete and spans between the foamed concrete layer (100) and the embankment (600). The gravel drainage layer (500) is used to drain water that seeps into the embankment (600).

4. The road-bridge transition structure with gradually changing stiffness according to claim 1, characterized in that, The tire stack layer (200) includes multiple tire bundles (210) stacked vertically such that the number of tire bundles (210) gradually increases in a stepped manner from the abutment (10) toward the embankment (600).

5. The road-bridge transition structure with gradually changing stiffness according to claim 4, characterized in that, The tire bundle (210) is compressed along the axial direction of the tire (2111) to the original total stacked thickness. .

6. The road-bridge transition structure with gradually changing stiffness according to claim 4, characterized in that, The tire bundle (210) includes multiple tire layers (211), which are stacked vertically. Adjacent tire layers (211) are staggered. Each tire layer (211) has multiple tires (2111), which are connected sequentially along a straight line containing the diameter.

7. The road and bridge transition structure with gradually changing stiffness according to claim 6, characterized in that, The tire pile layer (200) is provided with a plurality of geogrids (220), which are evenly distributed along the height direction. The geogrids (220) extend from the tire pile layer (200) into the conventional embankment (600). The geogrids (220) are used to reduce differential settlement between the tire bundles (210) and between the tire pile layer (200) and the reinforced embankment backfill soil (610).

8. The road-bridge transition structure with gradually changing stiffness according to claim 2, characterized in that, The anchoring system (400) includes multiple anchors (410), the number of which corresponds to the number of steps formed by the tire stack layer (200). Each step is provided with multiple anchors (410), and the anchors (410) are used to adjust the thickness of the tire stack layer (200).

9. The road and bridge transition structure with gradually changing stiffness according to claim 8, characterized in that, The anchor (410) includes an anchor (411), an anchor rod (412), and an anchor head (413). The anchor (411) and the anchor head (413) are respectively located at opposite ends of the anchor rod (412). One end of the anchor rod (412) is fixed to the pressure-dispersing plate (300) through the anchor head (413). The other end of the anchor rod (412) passes through the pressure-dispersing plate (300), the tire stack layer (200), and the foamed concrete layer (100) in sequence, and is fixed in the foamed concrete layer (100) through the anchor (411).

10. The road and bridge transition structure with gradually changing stiffness according to claim 9, characterized in that, A waterproof layer (110) is provided on the interface between the foamed concrete layer (100) and the tire stack layer (200), and the waterproof layer (110) is used to prevent moisture from penetrating into the foamed concrete layer (100).

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