Anti-settling structure of highway subgrade

Abstract

The utility model relates to anti -settlement structure technical field, especially a kind of anti -settlement structure of highway subgrade, including soil base layer, the top of soil base layer is placed with several linear array steel plate, the side of each steel plate is slidably connected with several linear array locking rod, the bottom of several locking rods is all inserted in the inside of soil base layer.The utility model has the advantages that: steel plate is placed on the top of soil base layer, locking rod is inserted into soil base layer and is slidably connected with steel plate and fixed;Steel frame is placed between adjacent steel plate, so that splice plate is slidably connected with steel plate, reinforced by locking bolt;Metal grating is laid in steel frame, filled with broken stone layer, concrete layer and asphalt layer are sequentially laid on top, reinforcing rib connects steel frame and metal grating, anti -slip peg is inserted into soil base layer.In this operation step, steel plate and steel frame form rigid skeleton, disperse vehicle load, avoid local excessive stress;Metal grating enhances the integrity of broken stone layer, prevents particle misplacement.

Description

Technical Field

[0001] This utility model relates to the field of anti-settlement structure technology, and in particular to an anti-settlement structure for highway subgrade. Background Technology

[0002] Anti-settlement structures for highway subgrades are functional structures used in the construction of highway base courses. They primarily enhance the load-bearing capacity and stability of the subgrade, preventing settlement and deformation under vehicle loads and environmental factors, thereby ensuring the service life of the highway and driving safety. They are typically composed of multiple layers, including a foundation reinforcement layer, a drainage layer, and a load-bearing layer. Specific materials used include geosynthetics, reinforced bodies, and compacted improved soil. Through scientific structural design and construction techniques, they distribute the load on the subgrade, increase the shear strength of the foundation soil, and reduce compressive deformation of the foundation.

[0003] Currently, common highway subgrade settlement prevention measures have significant shortcomings in terms of stability and long-term effectiveness, particularly the poor settlement prevention effect of relying solely on crushed stone layers. In existing technologies, many highway subgrade settlement prevention structures rely solely on laying a certain thickness of crushed stone layer, utilizing the particle size distribution and compaction characteristics of the crushed stone to enhance the subgrade's bearing capacity. However, the crushed stone layer itself has poor integrity, with load transfer between particles mainly relying on friction. Under the repeated action of long-term vehicle loads, problems such as particle misalignment and decreased compaction can easily occur, leading to a loosening of the crushed stone layer structure, an inability to effectively distribute the load, and ultimately, subgrade settlement. Utility Model Content

[0004] The purpose of this invention is to at least solve one of the aforementioned technical defects.

[0005] Therefore, one objective of this utility model is to propose an anti-settlement structure for highway subgrade to solve the problems mentioned in the background art and overcome the shortcomings of the existing technology.

[0006] To achieve the above objectives, one embodiment of this utility model provides a roadbed anti-settlement structure, including a soil base layer. A plurality of linearly arrayed steel plates are placed on top of the soil base layer. A plurality of linearly arrayed locking rods are slidably connected to one side of each steel plate. The bottom ends of the locking rods are inserted into the interior of the soil base layer. A steel frame is provided between every two steel plates. The bottom surfaces of the steel frames are in contact with the top surface of the soil base layer. Splicing plates are fixedly connected to the left and right sides of each steel frame. Two splicing plates are slidably connected to the steel plates. Two symmetrically arranged locking bolts are rotatably connected to the top of each steel plate. The threaded portions of the locking bolts are threadedly connected to the steel plates. The interior of the steel frames is filled with a layer of crushed stone. A concrete layer is laid on top of the crushed stone layers, and an asphalt layer is laid on top of the concrete layer.

[0007] Preferably, in any of the above embodiments, a metal grid is embedded inside each of the steel frames, the top of which is in contact with the bottom of the gravel layer.

[0008] Preferably, in any of the above embodiments, the bottom of the steel frame is fixedly connected with a plurality of linear array reinforcing ribs, the top of the plurality of reinforcing ribs is fixedly connected to the metal grid, and the bottom surface of the plurality of reinforcing ribs is in contact with the top of the soil base.

[0009] Preferably, in any of the above embodiments, splicing grooves are provided on both the left and right sides of the steel plate, and the two splicing plates are slidably connected to the steel plate through the splicing grooves.

[0010] Preferably, in any of the above solutions, the bottom surface of the splicing plate is fixedly connected to two symmetrically arranged clamping plates, and the splicing plate is clamped to the steel plate through the clamping plates.

[0011] Preferably, in any of the above embodiments, the bottom surface of the steel frame is fixedly connected with a plurality of linear array anti-slip nails, and the plurality of anti-slip nails are all inserted into the interior of the soil base layer.

[0012] Preferably, in any of the above embodiments, the top surface of the steel plate is provided with a groove, the top ends of the plurality of locking rods are all located inside the groove, a sealing plate is slidably connected to the inner wall of the groove, the top of the sealing plate is in contact with the top surface of the concrete layer, and the top ends of the plurality of locking rods are in contact with the bottom surface of the sealing plate.

[0013] Compared with the prior art, the advantages and beneficial effects of this utility model are as follows: 1. To enhance the overall bearing capacity and settlement resistance of the roadbed, the specific operational steps are as follows: Place a steel plate on top of the subgrade, insert locking rods into the subgrade and slide them to fix the steel plate; place a steel frame between adjacent steel plates, allowing the splicing plate to slide to the steel plate and reinforce it with locking bolts; lay a metal grid inside the steel frame, fill with a crushed stone layer, and then lay a concrete layer and an asphalt layer on top in sequence. Reinforcing ribs connect the steel frame and the metal grid, and anti-slip nails are inserted into the subgrade. In this operation, the steel plate and steel frame form a rigid skeleton, distributing vehicle loads and avoiding excessive local pressure; the metal grid enhances the integrity of the crushed stone layer and prevents particle misalignment; the reinforcing ribs improve the bearing capacity of the steel frame, and the anti-slip nails prevent the steel frame from shifting, solving the problem of easy loosening of a simple crushed stone layer and significantly enhancing the roadbed's settlement resistance.

[0014] 2. To improve the stability of structural connections and ease of construction, the specific operating steps are as follows: When installing the steel frame, the splicing plate slides to connect with the steel plate through the splicing groove, and the clamping plate clamps the steel plate to achieve initial fixation, and then reinforces it with locking bolts; the top of the locking rod is placed in the groove, and the sealing plate slides to cover the groove and adheres to the concrete layer to fix the locking rod. In this operating process, the splicing groove, splicing plate, and clamping plate work together to ensure that the steel frame and steel plate are accurately aligned and firmly connected; the groove and sealing plate simplify the fixing method of the locking rod, eliminating the need for complicated procedures, which not only improves the connection stability of each component, but also simplifies the construction steps and improves construction efficiency. Attached Figure Description

[0015] Figure 1 This is a structural schematic diagram of the assembly of this utility model; Figure 2 This is an exploded structural diagram of the assembly of this utility model; Figure 3 This is an exploded structural diagram of the steel frame of this utility model; Figure 4 This is a schematic diagram of the steel frame structure of this utility model; Figure 5 This is a schematic diagram of the steel plate structure of this utility model.

[0016] In the diagram: 1-soil base layer, 2-steel plate, 3-locking rod, 4-steel frame, 5-splicing plate, 6-locking bolt, 7-gravel layer, 8-concrete layer, 9-asphalt layer, 10-metal grid, 11-reinforcing rib, 12-splicing groove, 13-clamping plate, 14-anti-slip nail, 15-groove, 16-sealing plate. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings, but the scope of protection of the present invention is not limited thereto.

[0018] like Figures 1 to 5 As shown, a roadbed anti-settlement structure includes a soil base 1. A plurality of linearly arrayed steel plates 2 are placed on top of the soil base 1. A plurality of linearly arrayed locking rods 3 are slidably connected to one side of each steel plate 2. The bottom ends of the locking rods 3 are inserted into the interior of the soil base 1. A steel frame 4 is provided between every two steel plates 2. The bottom surfaces of the steel frames 4 are in contact with the top surface of the soil base 1. Splicing plates 5 are fixedly connected to the left and right sides of each steel frame 4. Both splicing plates 5 are slidably connected to the steel plates 2. Two symmetrically arranged locking bolts 6 are rotatably connected to the top of each steel plate 2. The threaded ends of the locking bolts 6 are threadedly connected to the steel plates 2. The interior of the steel frames 4 is filled with a layer of crushed stone 7. A concrete layer 8 is laid on top of the crushed stone layers 7, and an asphalt layer 9 is laid on top of the concrete layer 8.

[0019] As an optional technical solution of this utility model, a metal grid 10 is embedded inside each steel frame 4. The top of the metal grid 10 is in contact with the bottom of the crushed stone layer 7. The mesh structure of the metal grid 10 can effectively support the crushed stone layer 7, restrict the displacement and misalignment of the crushed stone particles, and prevent the crushed stone layer 7 from loosening or decreasing in compaction under repeated vehicle loads, thereby improving the load-bearing capacity and deformation resistance of the crushed stone layer 7 and enhancing the anti-settlement effect of the roadbed.

[0020] As an optional technical solution of this utility model, the bottom of the steel frame 4 is fixedly connected with a number of linear array reinforcing ribs 11, the top of the number of reinforcing ribs 11 is fixedly connected to the metal grid 10, and the bottom surface of the number of reinforcing ribs 11 is in contact with the top of the soil base 1. The reinforcing ribs 11 disperse the load on the steel frame 4 and transmit the pressure to the soil base 1. At the same time, they enhance the stability of the metal grid 10 and prevent it from deforming under the pressure of the crushed stone layer 7, further ensuring the structural stability of the crushed stone layer 7 and improving the subgrade's anti-settlement ability.

[0021] As an optional technical solution of this utility model, splicing grooves 12 are provided on both the left and right sides of the steel plate 2. The two splicing plates 5 are slidably connected to the steel plate 2 through the splicing grooves 12. The splicing grooves 12 provide guidance and limiting functions for the splicing plates 5, ensuring that the steel frame 4 is aligned with the steel plate 2 during installation, avoiding deviation, and enhancing the tightness of the connection between the two, so that the steel plate 2 and the steel frame 4 form a continuous force-bearing whole, and more effectively distribute the load.

[0022] As an optional technical solution of this utility model, the bottom surface of the splicing plate 5 is fixedly connected with two symmetrically arranged clamping plates 13. The splicing plate 5 is clamped to the steel plate 2 through the clamping plates 13. The clamping plates 13 are embedded in the steel plate 2 to form a mechanical locking structure, which prevents the splicing plate 5 from detaching from the splicing groove 12 under load, ensuring that the steel frame 4 and the steel plate 2 always maintain a stable connection and avoiding local settlement of the roadbed caused by loose connection.

[0023] As an optional technical solution of this utility model, the bottom surface of the steel frame 4 is fixedly connected with a number of linear array anti-slip nails 14. The anti-slip nails 14 are all inserted into the soil base 1. The anti-slip nails 14 penetrate deep into the soil base 1, increasing the friction and interlocking force between the steel frame 4 and the soil base 1, making the steel frame 4 and the soil base 1 form a more stable whole, avoiding the structural damage of the gravel layer 7 caused by the sliding of the steel frame 4, and ensuring the stability of the roadbed.

[0024] As an optional technical solution of this utility model, a groove 15 is provided on the top surface of the steel plate 2, and the top ends of several locking rods 3 are located inside the groove 15. A sealing plate 16 is slidably connected to the inner wall of the groove 15. The top of the sealing plate 16 is in contact with the top surface of the concrete layer 8, and the top ends of several locking rods 3 are in contact with the bottom surface of the sealing plate 16. The sealing plate 16 forms a vertical constraint on the locking rods 3 to prevent them from loosening or shifting upward. At the same time, it prevents the material from entering the groove 15 during the pouring of the concrete layer 8 and affecting the function of the locking rods 3, ensuring that the locking rods 3 continuously and stably play a fixing role on the steel plate 2 and enhancing the stability of the overall roadbed structure.

[0025] A settlement prevention structure for highway subgrade, the working principle of which is as follows: 1): Place a steel plate 2 on top of the soil base 1, insert a locking rod 3 into the soil base 1 and slide it to fix the steel plate 2; place a steel frame 4 between adjacent steel plates 2, so that the splicing plate 5 slides to connect with the steel plate 2, and reinforce it with locking bolts 6.

[0026] 2): A metal grid 10 is laid inside the steel frame 4, and a gravel layer 7 is filled in. A concrete layer 8 and an asphalt layer 9 are laid on top in sequence. A reinforcing bar 11 connects the steel frame 4 and the metal grid 10. Anti-slip nails 14 are inserted into the soil base layer 1.

[0027] 3): The steel plate 2 and the steel frame 4 form a rigid skeleton to distribute the vehicle load and avoid excessive local pressure; the metal grid 10 enhances the integrity of the crushed stone layer 7 and prevents particle misalignment; the reinforcing rib 11 improves the load-bearing capacity of the steel frame 4, and the anti-slip nail 14 prevents the steel frame 4 from shifting, thus solving the problem of easy loosening of the simple crushed stone layer.

[0028] In summary, the anti-settlement structure of this highway subgrade consists of a steel plate 2 placed on top of the soil base layer 1, a locking rod 3 inserted into the soil base layer 1 and slidably connected and fixed to the steel plate 2; a steel frame 4 placed between adjacent steel plates 2, so that the splicing plate 5 is slidably connected to the steel plate 2 and reinforced by locking bolts 6; a metal grid 10 is laid inside the steel frame 4, filled with a crushed stone layer 7, and a concrete layer 8 and an asphalt layer 9 are laid on top in sequence; reinforcing ribs 11 connect the steel frame 4 and the metal grid 10; and anti-slip nails 14 are inserted into the soil base layer 1. In this operation, steel plate 2 and steel frame 4 form a rigid skeleton to distribute vehicle load and avoid excessive local pressure; metal grid 10 enhances the integrity of crushed stone layer 7 and prevents particle misalignment; reinforcing rib 11 improves the load-bearing capacity of steel frame 4, and anti-slip nails 14 prevent steel frame 4 from shifting, solving the problem of easy loosening of simple crushed stone layer and significantly enhancing the subgrade's resistance to settlement. When installing steel frame 4, splicing plate 5 is slidably connected to steel plate 2 through splicing groove 12, and clamping plate 13 clamps steel plate 2 to achieve initial fixation, and then reinforced with locking bolts 6; the top of locking rod 3 is placed in groove 15, and sealing plate 16 slides to cover groove 15 and fits against concrete layer 8 to fix locking rod 3. In this operation, splicing groove 12 cooperates with splicing plate 5 and clamping plate 13 to ensure precise docking and firm connection between steel frame 4 and steel plate 2; groove 15 and sealing plate 16 simplify the fixing method of locking rod 3, eliminating the need for complex procedures, which not only improves the connection stability of each component, but also simplifies the construction steps and improves construction efficiency.

Claims

1. A settlement-prevention structure for highway subgrade, characterized in that: The system includes a soil base (1), on which a number of linearly arrayed steel plates (2) are placed. Each steel plate (2) has a number of linearly arrayed locking rods (3) slidably connected to one side. The bottom ends of the locking rods (3) are inserted into the soil base (1). A steel frame (4) is provided between every two steel plates (2). The bottom surfaces of the steel frames (4) are in contact with the top surface of the soil base (1). Splicing plates (5) are fixedly connected to the left and right sides of each steel frame (4). The two splicing plates (5) are slidably connected to the steel plates (2). Two symmetrically arranged locking bolts (6) are rotatably connected to the top of each steel plate (2). The screw parts of the locking bolts (6) are threadedly connected to the steel plates (2). The interior of the steel frame (4) is filled with a layer of crushed stone (7). A concrete layer (8) is laid on top of the crushed stone layer (7). An asphalt layer (9) is laid on top of the concrete layer (8).

2. The anti-settlement structure for highway subgrade according to claim 1, characterized in that: Each of the steel frames (4) has a metal grid (10) embedded inside, the top of which is in contact with the bottom of the gravel layer (7).

3. The anti-settlement structure for highway subgrade according to claim 2, characterized in that: The bottom of the steel frame (4) is fixedly connected with a number of linear array reinforcing ribs (11), the top of the number of reinforcing ribs (11) is fixedly connected to the metal grid (10), and the bottom surface of the number of reinforcing ribs (11) is in contact with the top of the soil base (1).

4. The anti-settlement structure for highway subgrade according to claim 3, characterized in that: The steel plate (2) has splicing grooves (12) on both the left and right sides, and the two splicing plates (5) are slidably connected to the steel plate (2) through the splicing grooves (12).

5. The anti-settlement structure for highway subgrade according to claim 4, characterized in that: The bottom surface of the splicing plate (5) is fixedly connected to two symmetrically arranged clamping plates (13), and the splicing plate (5) is clamped to the steel plate (2) through the clamping plates (13).

6. The anti-settlement structure for highway subgrade according to claim 5, characterized in that: The bottom surface of the steel frame (4) is fixedly connected with a number of linear array anti-slip nails (14), and the number of anti-slip nails (14) are inserted into the interior of the soil base (1).

7. The anti-settlement structure for highway subgrade according to claim 6, characterized in that: The top surface of the steel plate (2) is provided with a groove (15), and the top ends of several locking rods (3) are located inside the groove (15). A sealing plate (16) is slidably connected to the inner wall of the groove (15). The top of the sealing plate (16) is in contact with the top surface of the concrete layer (8), and the top ends of several locking rods (3) are in contact with the bottom surface of the sealing plate (16).

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