Anti-settlement subgrade structure for tibetan region
Patent Information
- Application Number
- PCT/CN2025/142872
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-02-27
- Filing Date
- 2025-12-16
- Publication Date
- 2026-09-03
Smart Images
Figure CN2025142872_03092026_PF_FP_ABST
Abstract
Description
A subsidence prevention roadbed structure in Tibetan areas
[0001] Cross-reference of related applications
[0002] This application claims priority to Chinese Patent Application No. 202510220765.4, entitled "A Highway", filed on February 27, 2025, the entire contents of which are incorporated herein by reference. Technical Field
[0003] This application relates to the field of highway technology, and in particular to a subsidence prevention roadbed structure for Tibetan areas. Background Technology
[0004] High-altitude and cold regions often contain large amounts of permafrost and seasonally frozen soil. As engineering construction expands, the disturbance to permafrost increases, posing a significant risk of its thawing. Disturbed permafrost undergoes uneven settlement, which in turn affects the base course of the road. Deformation of the base course directly leads to pavement cracking, resulting in transverse cracks, longitudinal cracks, and road frost heave, thus impacting the normal use of the highway. Summary of the Invention
[0005] In view of this, this application provides a roadbed structure for preventing settlement in Tibetan areas, which can ensure that the water accumulated in the roadbed is drained in time during the later operation of the road, and at the same time, can allow the heat in the roadbed to dissipate in time during winter to alleviate frost heave, and can effectively improve the strength of the highway and solve the problem of uneven settlement of the highway.
[0006] This application provides the following technical solution:
[0007] This application provides a Tibetan anti-settlement roadbed structure, which includes a base layer, a first grid mesh layer, and a roadbed layer. The base layer, the first grid mesh layer, and the roadbed layer are arranged sequentially from top to bottom. The first grid mesh layer includes a first grid mesh, which has a first connecting node. The top of the first connecting node extends upward and the bottom of the first connecting node extends downward. The base layer is a crushed stone layer, and the top of the first connecting node abuts against the crushed stone at the bottom of the crushed stone layer, and the bottom of the first connecting node abuts against the top of the roadbed layer.
[0008] Optionally, the particle size of the crushed stone layer is the same as the diameter of the top of the first connecting node.
[0009] Optionally, the first grid includes a plurality of first cables and a plurality of first supports, the plurality of first supports being distributed at intervals between each other in the first grid layer, and any two adjacent first supports being connected by the first cables, such that the first supports form the first connection node.
[0010] Optionally, the plurality of first support members are arranged in a rectangular array and spaced apart from each other in the first grid layer;
[0011] And / or, the first grid mesh is a square mesh.
[0012] Optionally, drainage ditches are provided on both sides of the base layer, and the bottom of the drainage ditches is connected to the first grid layer.
[0013] Optionally, the road base layer includes an upper road base layer, a buffer layer, and a lower road base layer, which are arranged sequentially from top to bottom, and the buffer layer is a riprap layer.
[0014] Optionally, the road base layer further includes a second grid layer, which is located between the buffer layer and the lower road base layer. The second grid layer includes a second grid mesh, which has a second connecting node. The top of the second connecting node extends upward and the bottom of the second connecting node extends downward. The top of the second connecting node abuts against the bottom of the paving stone layer, and the bottom of the second connecting node abuts against the top of the lower road base layer.
[0015] Optionally, the diameter of the top of the second connecting node is equal to the particle size of the boulders in the boulders layer;
[0016] And / or, the second grid includes a plurality of second cables and a plurality of second supports, the plurality of second supports being distributed at intervals in the second grid layer, and any two adjacent second supports being connected by the second cables, such that the second supports form the second connection node.
[0017] Optionally, the Tibetan anti-settlement roadbed structure further includes a composite pipeline, which includes straight pipes and bends. The straight pipes are located below the second grid layer and extend along the width direction of the Tibetan anti-settlement roadbed structure. The two ends of the bends are respectively connected to the corresponding ends on the straight pipes, and the middle part of the bends is located in the upper roadbed layer. The straight pipes have multiple straight pipe inlets on at least one upward side, and the bends have multiple bend inlets on at least one upward side.
[0018] Optionally, the outer side of the bend is provided with helical blades;
[0019] And / or, the Tibetan area anti-settlement roadbed structure also includes a highway monitoring system. The highway monitoring system includes a remote control terminal, multiple deformation sensors, and a data acquisition module. The multiple deformation sensors are embedded and distributed within the roadbed layer. The deformation sensors are configured to detect the deformation of the roadbed layer. The data acquisition module is electrically connected to each of the multiple deformation sensors and is also electrically connected to the remote control terminal. The data acquisition module is configured to collect the detection data from the deformation sensors and transmit it to the remote control terminal.
[0020] The embodiments of this application have at least the following beneficial effects:
[0021] This application provides a subgrade structure for preventing settlement in Tibetan areas. By using crushed stone as the base material, it ensures timely drainage of accumulated water in the subgrade during later road operation and helps dissipate heat in winter, mitigating frost heave. Furthermore, the design of the first grid layer not only improves the overall strength of the road but also reduces uneven settlement caused by permafrost thawing. Specifically, the top of the first connecting node abuts against the crushed stone at the bottom of the crushed stone layer, enhancing the interlocking and integrity of the structure, thereby effectively restraining local deformation. This not only ensures a good contact surface but also enhances the interlocking performance of the entire structure, helping to distribute vehicle loads, reducing direct pressure on the base layer, and preventing overloaded vehicles from damaging the base layer and affecting road safety.
[0022] The first connection node of the first grid layer primarily collects loads. After the top of the first connection node comes into contact with the base layer, it can transfer the concentrated load from the top downwards to the bottom structure (such as the road base layer in the following text). The bottom of the first connection node can be a cross-shaped structure, effectively transferring the load and reducing the load at the bottom to one-quarter of the concentrated load, thus significantly reducing the damage and impact of stress concentration on the roadbed. Clearly, when the first connection node bears a load, the load is distributed and transferred from the first grid layer to the cables at the first connection node. The cables then exert tensile force on the first connection node, effectively increasing the load-bearing capacity, resulting in higher overall base layer integrity and restraining local deformation.
[0023] Moreover, since the first grid mesh is located below the base layer, after the road surface layer collapses, grout can be injected into the first grid mesh at the collapse site to fill the collapsed area and strengthen its structure, which is beneficial for later maintenance. Attached Figure Description
[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0025] Figure 1 shows a schematic diagram of a subsidence prevention roadbed structure in Tibetan areas provided by an embodiment of this application;
[0026] Figure 2 shows a schematic diagram of the structure of a first grid mesh provided in an embodiment of this application;
[0027] Figure 3 shows a schematic diagram of the structure of a first connection node provided in an embodiment of this application;
[0028] Figure 4 shows a schematic diagram of the structure of a second grid mesh provided in an embodiment of this application;
[0029] Figure 5 shows a schematic diagram of a bent pipe provided in an embodiment of this application;
[0030] Figure 6 shows a schematic diagram of the structure of a repair device provided in an embodiment of this application.
[0031] Icons: 100-Road surface layer; 200-Base course; 300-Drainage ditch; 400-First grid mesh; 410-First connecting node; 420-First cable; 500-Road base course; 510-Upper base course; 520-Buffer layer; 530-Second grid mesh; 531-Second connecting node; 532-Second cable; 540-Interceptor layer; 550-Lower base course; 600-Composite pipeline; 610-Bend; 620-Straight pipe; 630-Helical blade; 700-Highway monitoring system; 710-Solar panel; 720-Battery; 730-Data acquisition module; 800-Repair device; 810-Mobile vehicle body; 820-Camera; 830-Collection box; 840-Material transport drive system; 850-Data integration control terminal; 860-Slurry pumping system; 870-Repair shovel. Embodiments of the present invention
[0032] The embodiments of this application 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 application, and should not be construed as limiting this application.
[0033] It should be noted that when an element is said to be "fixed" to another element, it can be directly on the other element or there may be an intervening element. When an element is said to be "connected" to another element, it can be directly connected to the other element or there may be an intervening element. Conversely, when an element is said to be "directly" on another element, there is no intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.
[0034] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0035] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.
[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the template description is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.
[0037] In related technologies, high-altitude and cold regions often have large amounts of permafrost and seasonally frozen soil. As the scale of engineering construction gradually expands, the disturbance to permafrost becomes increasingly significant, posing a huge risk of permafrost thawing. Disturbed permafrost will experience uneven settlement, which in turn affects the roadbed. Deformation of the roadbed will directly cause pavement cracking, forming transverse cracks, longitudinal cracks, and road frost heave, affecting the normal use of the highway. This is because highways often experience complex weather conditions during later operation, leading to pavement cracking and problems with the side slopes of the roadbed. Once rainwater enters the fill soil and cannot be drained in time, the increased saturation of the fill soil will increase road deformation. Furthermore, if water in the roadbed is not drained in time, during sudden drops in winter temperatures, the roadbed often suffers from frost heave, accompanied by new engineering problems, directly affecting the safe operation of the road.
[0038] As shown in Figures 1 and 2, in order to solve the above problems, this application provides a Tibetan anti-settlement roadbed structure. The Tibetan anti-settlement roadbed structure includes a base layer 200, a first grid mesh layer, and a roadbed 500. The base layer 200, the first grid mesh layer, and the roadbed 500 are arranged sequentially from top to bottom. The first grid mesh layer includes a first grid mesh 400. The first grid mesh 400 has a first connecting node 410. The top of the first connecting node 410 extends upward and the bottom of the first connecting node 410 extends downward. The base layer 200 is a crushed stone layer. The top of the first connecting node 410 and the bottom of the crushed stone layer abut against each other, and the bottom of the first connecting node 410 abuts against the top of the roadbed 500.
[0039] In some embodiments, this application provides a technical solution for highway structures in high-altitude and cold regions, particularly in areas with large amounts of permafrost and seasonally frozen soil. Its purpose is to address the problem of uneven settlement caused by engineering construction disturbances of the permafrost layer, and to prevent road defects such as transverse cracks, longitudinal cracks, and road frost heave.
[0040] The anti-settlement roadbed structure in this Tibetan area consists of a base course 200, a first grid layer, and a roadbed 500, arranged sequentially from top to bottom. The base course 200 is composed of crushed stone, which has good drainage performance, helps to reduce water accumulation in the roadbed, and reduces damage to the roadbed caused by the freezing and expansion of moisture.
[0041] The first grid layer includes a first grid 400 with upwardly extending first connection nodes 410. These first connection nodes 410 contact the bottom of the crushed stone layer, enhancing the stability of the overall structure, helping to distribute the load and reduce the risk of uneven settlement.
[0042] The roadbed 500 is located at the bottom layer and serves as the basic support for the entire highway structure.
[0043] It should be noted that by using crushed stone as the base layer material, it is possible to ensure that water accumulated in the roadbed is drained in a timely manner during later road operation, and to help dissipate heat in winter, thus alleviating the problem of frost heave.
[0044] The design of the first grid layer not only improves the overall strength of the highway but also reduces the risk of uneven settlement caused by permafrost thawing. Specifically, the top of the first connecting node 410 abuts against the bottom of the crushed stone layer, enhancing the interlocking and integrity of the structure, thereby effectively restraining local deformation. This not only ensures a good contact surface but also enhances the interlocking performance of the entire structure, helping to distribute vehicle loads, reduce direct pressure on the base layer 200, and prevent overloaded vehicles from damaging the base layer 200 and thus affecting road safety.
[0045] In simple terms, the first connecting node 410 of the first grid layer mainly collects loads. After the top of the first connecting node 410 comes into contact with the base layer 200, it can transfer the concentrated load from the top downwards to the bottom structure (such as the road base layer 500 in the following text). The bottom of the first connecting node 410 can be a cross-shaped structure, which effectively transfers the load, making the load at the bottom one-quarter of the concentrated load, thus greatly reducing the damage and impact of stress concentration on the roadbed. Obviously, when the first connecting node 410 bears a load, the load will be distributed and transferred from the first grid 400 to the first cable 420 at the first connecting node 410. The first cable 420 will then exert a tensile force on the first connecting node 410, effectively increasing the load-bearing capacity, making the base layer 200 more integral, and restraining the occurrence of local deformation.
[0046] Furthermore, since the first grid mesh 400 is located below the base layer 200, after the road surface layer 100 collapses, grout can be injected into the first grid mesh 400 at the collapse site to fill the collapsed area and strengthen the structure of the collapsed area, which is beneficial for later maintenance.
[0047] As shown in Figures 1 and 2, in some embodiments, the particle size of the crushed stone layer is the same as the diameter of the top of the first connecting node 410.
[0048] In these embodiments, when the particle size of the crushed stone layer is the same as the diameter of the top of the first connecting node 410, the interlocking performance of the structure can be significantly enhanced. This design allows the first grid mesh 400 to be better embedded in the crushed stone layer, forming a more compact integral structure.
[0049] A design with consistent dimensions helps achieve a more uniform load distribution. The pressure generated when vehicles pass over the road surface can be more effectively transferred to the entire base layer structure, reducing localized stress concentration and thus lowering the risk of uneven settlement.
[0050] By precisely matching the size of the crushed stone particles and the diameter of the top of the connecting nodes, displacement or deformation of the first grid mesh 400 can be effectively prevented during use. This not only enhances the overall stability of the road but also extends its service life.
[0051] In simple terms, the first connecting node 410 is set with a particle size close to that of the crushed stone used in the roadbed. Its main function is to ensure that the first connecting node 410 and the crushed stone form a good interlocking force, and to prevent the shear surface from being generated at the contact interface between the crushed stone and the first grid mesh 400 during the shearing process. The setting of the first connecting node 410 greatly improves the bearing capacity of the entire roadbed structure.
[0052] The selection of crushed stone requires special attention to the consistency of its particle size to ensure it matches the diameter of the top of the first connecting node 410. Furthermore, the manufacturing of the first grid mesh 400 and its first connecting node 410 also requires high precision to ensure seamless connection during actual construction.
[0053] During construction, the crushed stone layer must be laid strictly in accordance with the design requirements, and it must be ensured that the top of the connection node of the first grid 400 is in full contact with and abuts against the crushed stone at the bottom of the crushed stone layer. Specific tools and techniques are required to ensure the construction quality.
[0054] By precisely matching the aggregate size and the diameter of the top of the connecting nodes, the stability and deformation resistance of the entire road structure are enhanced. Uniform load distribution reduces localized stress concentration, lowers the risk of base course damage caused by vehicle overloading or other factors, reduces uneven settlement and localized deformation, helps extend the service life of the highway, and lowers maintenance costs.
[0055] Optionally, the mesh size of the first grating 400 is smaller than the particle size of the crushed stone, which can further improve the stability of the road. Optionally, the mesh of the first grating 400 is filled with even smaller crushed stone to further improve stability.
[0056] As shown in Figures 2 and 3, in some embodiments, the first grid 400 includes a plurality of first cables 420 and a plurality of first supports. The plurality of first supports are distributed at intervals in the first grid 400 layer. Any two adjacent first supports are connected by the first cables 420, so that the first supports form a first connection node 410.
[0057] In these embodiments, the first grid 400 includes a plurality of first cables 420 and a plurality of first supports, which are connected together to form a robust and stable structure.
[0058] The first cable 420 is the main connecting element, usually made of high-strength materials (such as steel wire rope), with good tensile strength and durability.
[0059] The first support members are spaced apart within the 400 layers of the first grid, serving to provide support and fixation. The first support members can be of various shapes, such as circular, square, or other geometric shapes, depending on the design requirements and application scenario.
[0060] Any two adjacent first support members are connected by a first cable 420 to form a grid-like structure, which not only enhances the overall stability but also makes the first support members form the first connection node 410, further improving the strength and deformation resistance of the structure. That is to say, the top of the first support member abuts against the gravel, and the bottom of the first support member abuts against the top of the road base layer 500.
[0061] By connecting the first support members via the first cable 420, the entire first grid 400 forms a tight, integral structure. This design helps to distribute vehicle loads and reduce localized stress concentration, thereby reducing the risk of uneven settlement.
[0062] The presence of the first connecting node 410 enhances the interlocking performance of the structure, allowing the first grid mesh 400 to be better embedded in the gravel layer, forming a more robust overall structure. This helps prevent the first grid mesh 400 from shifting or deforming during use.
[0063] Furthermore, this grid structure not only provides excellent drainage performance, but also helps dissipate heat in winter, alleviating frost heave problems. Moisture in the gravel layer can be discharged through the grid gaps, reducing damage to the roadbed caused by freezing expansion.
[0064] Optionally, the first cable 420 may be made of high-strength steel wire rope or other similar materials to ensure that it has sufficient tensile strength and corrosion resistance.
[0065] The first support component can be made of stainless steel or other corrosion-resistant materials to ensure long-term stability and durability.
[0066] During construction, the first grid mesh 400 must be laid strictly according to the design requirements, and the connection between the first cable 420 and the first support must be secure and reliable. Specific installation steps include:
[0067] Alternatively, the first grille 400 may be designed as follows:
[0068] The first cable 420 is a high-strength steel wire rope with a diameter of 8 mm and a tensile strength exceeding 1500 MPa. The first support member is a stainless steel cylinder with a diameter of 50 mm, spaced apart within the first grid mesh 400 layers. Any two adjacent first support members are connected by the first cable 420, forming a first connection node 410. The entire structure forms a tight grid, ensuring the stability and drainage performance of the road base layer 500.
[0069] Optionally, the first support member is connected to the wire rope via a locking buckle. The main function of the locking buckle is to lock the wire rope in place, prevent it from slipping, ensure the stability of the grid in the first grid 400, and prevent excessive stress from causing grid deformation.
[0070] As shown in Figure 2, in some embodiments, multiple first support members are distributed in a rectangular array at intervals in the first grid layer.
[0071] In these embodiments, multiple first supports are spaced apart in a rectangular array. This means that the distance between each first support is fixed, forming a regular rectangular grid, i.e., the grid of the first grid 400 is a square grid. Of course, in other embodiments, the grid can also be set as a triangular grid or a pentagonal grid, etc.
[0072] As shown in Figure 1, in some embodiments, drainage ditches 300 are provided on both sides of the base layer 200, and the bottom of the drainage ditch 300 is connected to the first grid layer.
[0073] In these embodiments, drainage ditches 300 are provided on both sides of the base layer 200, and the bottom of these drainage ditches 300 is connected to the first grid layer. This design can significantly improve the drainage performance of the road structure and reduce the impact of water accumulation on the roadbed and pavement, and is particularly suitable for environments with large amounts of permafrost and seasonal permafrost in high-altitude and cold regions.
[0074] Drainage ditches 300 are set on both sides of the base course 200. The main function of these drainage ditches 300 is to collect and drain rainwater or other water sources flowing down from the road surface, and to prevent water from seeping into the base course 500.
[0075] The bottom of the drainage ditch 300 is connected to the first grid layer, so that the water filtered through the gravel layer can flow smoothly into the drainage ditch 300 and be discharged in time. This not only enhances the drainage effect, but also reduces the damage to the roadbed caused by the freezing and expansion of water.
[0076] The 300 drainage ditch not only improves drainage performance but also enhances the stability of the entire road structure. By timely draining water, it can effectively prevent water from seeping into the roadbed and reduce uneven settlement caused by water.
[0077] The presence of drainage ditches 300 also helps dissipate heat in winter, further alleviating frost heave. By draining excess water, it reduces the pressure on the roadbed caused by the expansion of frozen water, while also facilitating heat dissipation and maintaining the stability of the roadbed.
[0078] Alternatively, the drainage ditch 300 may be made of concrete or precast components to ensure sufficient strength and durability.
[0079] As shown in Figure 1, in some embodiments, the Tibetan anti-settlement roadbed structure also includes a roadbed 500, which is located at the bottom of the first grid layer, and the bottom of the first connecting node 410 abuts against the top of the roadbed 500; wherein, the roadbed 500 includes an upper roadbed 510, a buffer layer 520 and a lower roadbed 550, which are arranged sequentially from top to bottom, and the buffer layer 520 is a boulders layer.
[0080] In these embodiments, the Tibetan anti-settlement roadbed structure includes not only a base course 200 and a first grid layer, but also a roadbed 500 located at the bottom of the first grid layer. The roadbed 500 is further subdivided into an upper roadbed 510, a buffer layer 520, and a lower roadbed 550. This multi-layered design aims to improve the overall stability and durability of the road, and is particularly suitable for environments with large amounts of permafrost and seasonal permafrost in high-altitude and cold regions.
[0081] The road base layer 500 is located at the bottom of the first grid layer and serves as the basic support layer for the entire road structure. The bottom of the first connecting node 410 abuts against the top of the road base layer 500, ensuring close contact and force transmission between the upper and lower layers.
[0082] The upper base course 510 is located at the top of the base course 500, directly contacting the first grid layer and serving as a transition and support. The buffer layer 520, a riprap layer, is located between the upper base course 510 and the lower base course 550. It is a drainage structure situated in the fill area of the base course 500, primarily composed of large riprap. Laying a riprap layer of a certain thickness effectively prevents uneven settlement of the base course 500, significantly improving the bearing capacity of the subgrade. Simultaneously, the larger riprap is less prone to capillary water formation and frost heave during rapid temperature drops in winter, preventing the rise of groundwater capillary water and providing excellent drainage and buffering effects, effectively absorbing and dispersing pressure from above. By setting up the buffer layer 520, vehicle loads can be effectively absorbed and dispersed, reducing local stress concentration and thus lowering the risk of uneven settlement. Furthermore, the bottom of the first connecting node 410 abuts against the top of the base course 500, enhancing the connection strength between the upper and lower layers and improving deformation resistance.
[0083] The lower base course 550 is located at the bottom of the base course 500, providing fundamental support for the entire highway structure. The multi-layered base course 500 significantly enhances the overall stability of the highway. The upper base course 510, buffer layer 520, and lower base course 550 each perform different functions, working together to ensure the stability of the road structure.
[0084] Optionally, the upper base course 510 may be made of materials with good load-bearing capacity and stability, such as graded crushed stone or lime-stabilized soil.
[0085] The buffer layer 520 (rubble layer) uses rubble material with a moderate particle size, which has good drainage performance and buffering effect.
[0086] The 550-meter-high subgrade uses highly compacted soil materials, such as natural gravel or improved soil, to ensure the stability and bearing capacity of the foundation.
[0087] During construction, each layer must be laid strictly according to the design requirements, ensuring tight contact and force transmission between layers. Specific installation steps include: laying the lower road base 550 and compacting it to ensure sufficient load-bearing capacity. Laying a buffer layer 520 (rubble layer) on top of the lower road base 550 to ensure drainage performance and buffering effect. Laying the upper road base 510 and connecting it to the first grid layer, ensuring the bottom of the first connection node 410 is in close contact with the top of the road base 500.
[0088] Optionally, the upper base course 510 uses graded crushed stone material with a thickness of 30 cm to ensure good load-bearing capacity and stability. The buffer layer 520 uses riprap material with a particle size of 10-30 cm and a thickness of 50 cm, providing good drainage performance and buffering effect. The lower base course 550 uses natural gravel material with a thickness of 60 cm, which is fully compacted to ensure the stability and load-bearing capacity of the foundation.
[0089] It should be noted that during highway operation, in areas where the highway has collapsed, grouting into the buffer layer 520 can achieve rapid road repair.
[0090] As shown in Figures 1 and 4, in some embodiments, the road base layer 500 further includes a second grid layer located between the buffer layer 520 and the lower road base layer 550. The second grid layer includes a second grid mesh 530, which has a second connecting node 531. The top of the second connecting node 531 extends upward and the bottom of the second connecting node 531 extends downward. The top of the second connecting node 531 abuts against the bottom of the boulders in the boulders layer, and the bottom of the second connecting node 531 abuts against the top of the lower road base layer 550.
[0091] In these embodiments, the road base 500 also includes a second grid layer located between the buffer layer 520 (rock layer) and the lower road base 550, which further enhances the stability and deformation resistance of the road structure, making it particularly suitable for environments with large amounts of permafrost and seasonal permafrost in cold and high-altitude areas.
[0092] The second grid layer is located between the buffer layer 520 (rubble layer) and the lower road base layer 550, and plays a role in enhancing structural stability and dispersing load.
[0093] The second grid 530 includes a plurality of second connection nodes 531 and second cables 532, the second connection nodes 531 having a configuration that extends upward at the top and downward at the bottom.
[0094] The top of the second connecting node 531 abuts against the bottom of the boulders in the boulders layer, ensuring close contact and force transmission between the upper and lower layers. The bottom of the second connecting node 531 abuts against the top of the lower roadbed 550, further enhancing the stability of the entire roadbed structure.
[0095] Clearly, the design of the second grid layer significantly enhances the overall stability of the road. By abutting the top of the second connecting node 531 with the bottom of the paving stone layer and the bottom with the top of the lower road base layer 550, a robust integral structure is formed.
[0096] In addition, the riprap layer 520, acting as a buffer layer, has excellent drainage performance, and the design of the second grid layer further enhances this effect. The top of the second connecting node 531 abuts against the riprap at the bottom of the riprap layer, allowing for better water drainage and reducing the impact of moisture on the underlying subgrade. Simultaneously, it helps dissipate heat in winter, further mitigating frost heave.
[0097] The top and bottom extension design of the second connection node 531 can effectively absorb and disperse the pressure from the upper part, reduce local stress concentration, thereby reducing the risk of uneven settlement, and at the same time, improve the deformation resistance of the entire structure.
[0098] Optionally, the second grid layer uses high-strength steel wire rope and stainless steel nodes to ensure good tensile strength and corrosion resistance.
[0099] In some embodiments, the diameter of the top of the second connecting node 531 is equal to the particle size of the boulders in the boulder layer.
[0100] In these embodiments, the top diameter of the second connection node 531 is equal to the particle size of the boulders in the boulders layer. This design helps to enhance the overall integrity and stability of the structure and optimize drainage performance.
[0101] The second connecting node 531 is a key component of the second grid layer, extending upwards at its top and abutting against the stones at the bottom of the stone layer. The diameter of the top of the second connecting node 531 is equal to the particle size of the stones in the stone layer. This precise matching design ensures better contact surface and interlocking effect, thereby improving the stability and integrity of the entire structure.
[0102] In other words, when the diameter of the top of the second connecting node 531 is equal to the particle size of the boulders in the boulders layer, the interlocking performance of the structure can be significantly enhanced. This design allows the second grid mesh 530 to be better embedded in the boulders layer, forming a more compact integral structure. The design of the same size helps to achieve a more uniform load distribution. The pressure generated when vehicles pass over the road surface can be more effectively transmitted to the entire base layer 200 structure, reducing local stress concentration and thus reducing the risk of uneven settlement.
[0103] By precisely matching the diameter of the top of the second connecting node 531 with the particle size of the boulders in the boulder layer, displacement or deformation of the second grid mesh 530 during use can be effectively prevented. This not only enhances the overall stability of the road but also extends its service life.
[0104] Furthermore, this design further optimizes drainage performance. Due to the good contact and interlocking between the second connection node 531 and the riprap layer, moisture can be quickly discharged through the grid gaps, reducing damage to the roadbed caused by moisture freezing and expansion.
[0105] Optionally, the mesh size of the second grating 530 is smaller than the particle size of the boulders, which can further improve the stability of the road. Optionally, the mesh of the second grating 530 is filled with even smaller gravel or boulders to further improve stability.
[0106] As shown in Figure 4, in some embodiments, the second grid 530 includes a plurality of second cables 532 and a plurality of second supports. The plurality of second supports are distributed at intervals in the second grid layer. Any two adjacent second supports are connected by the second cables 532, so that the second supports form a second connection node 531.
[0107] In these embodiments, multiple second cables 532 and multiple second supports are arranged and connected in a specific manner to form a robust and stable structure, designed to enhance the overall stability and drainage performance of the road.
[0108] The second cable 532 is the main connecting element, usually made of high-strength materials (such as steel wire rope), with good tensile strength and durability.
[0109] The second support members are spaced apart within the second grid layer, serving to provide support and fixation. The second support members can be of various shapes, such as circular, square, or other geometric shapes, depending on design requirements and application scenarios.
[0110] Any two adjacent second support members are connected by a second cable 532 to form a second connection node 531, which not only enhances the overall stability, but also makes the second support members form a second connection node 531, further improving the strength and deformation resistance of the structure.
[0111] By connecting the second support members via the second cable 532, the entire second grid 530 forms a tight integral structure. This design helps to distribute vehicle loads and reduce local stress concentration, thereby reducing the risk of uneven settlement.
[0112] Furthermore, the presence of the second connecting joint 531 enhances the interlocking performance of the structure, allowing the second grid mesh 530 to be better embedded into the stone layer, forming a more robust overall structure. This helps prevent the second grid mesh 530 from shifting or deforming during use.
[0113] This grid-like structure not only provides excellent drainage but also helps dissipate heat in winter, mitigating frost heave. Moisture in the riprap layer can drain through the grid gaps, reducing damage to the roadbed caused by frost expansion.
[0114] Optionally, the second cable 532 may be made of high-strength steel wire rope or other similar materials to ensure sufficient tensile strength and corrosion resistance. Optionally, a high-strength steel wire rope with a diameter of 8 mm and a tensile strength of over 1500 MPa may be used.
[0115] The second support component can be made of stainless steel or other corrosion-resistant materials to ensure long-term stability and durability. Optionally, the second support component consists of stainless steel cylinders with a diameter of 50 mm, arranged in a rectangular array.
[0116] During construction, the second grid mesh 530 must be laid in strict accordance with the design requirements, and the connection between the second cable 532 and the second support must be firm and reliable.
[0117] Optionally, the second support member is connected to the second cable 532 by a latch. The main function of the latch is to lock the second cable 532 to prevent it from sliding, ensuring the stability of the grid in the second grid 530 and preventing excessive stress from causing the grid to deform.
[0118] As shown in Figure 1, in some embodiments, the Tibetan anti-settlement roadbed structure also includes a composite pipeline 600. The composite pipeline 600 includes a straight pipe 620 and a bend 610. The straight pipe 620 is located below the second grid layer and extends along the width direction of the Tibetan anti-settlement roadbed structure. The two ends of the bend 610 are respectively connected to the corresponding ends on the straight pipe 620. The middle part of the bend 610 is located in the upper roadbed 510. Among them, the straight pipe 620 has multiple straight pipe inlets distributed on at least one upward side, and the bend 610 has multiple bend inlets distributed on at least one upward side.
[0119] In these embodiments, the drainage performance of the road is enhanced, and water is ensured to drain quickly and effectively, thereby reducing the impact of water accumulation on the roadbed and pavement.
[0120] The composite pipeline 600 consists of a straight pipe 620 and a bend 610, primarily configured for drainage and guiding water flow. The straight pipe 620 is located below the second grid layer, extending along the width of the Tibetan anti-settlement roadbed structure. It is configured to collect water from the base layer 200 and the buffer layer 520, with both ends extending beyond the base layer 500 for direct discharge. The bend 610 has both ends connected to corresponding ends on the straight pipe 620, and its middle section is located in the upper base layer 510, configured to guide water from the straight pipe 620 to a designated drainage location.
[0121] Optionally, the straight pipe 620 has multiple straight pipe inlets distributed on at least one upward-facing side, configured to collect water seeping in from above. Of course, in other embodiments, the entire surface of the straight pipe 620 may also be covered with straight pipe inlets. Optionally, each straight pipe inlet has a diameter of 10 centimeters and is spaced 5 meters apart.
[0122] Optionally, multiple bend inlets are also distributed on at least one upward-facing side of the bend 610, configured to collect water flowing in from different directions. Alternatively, the entire surface of the bend 610 may be covered with bend inlets. Optionally, each bend inlet has a diameter of 10 centimeters and is spaced 5 meters apart.
[0123] The composite pipeline 600 system significantly enhances the road's drainage performance. Through the combination of straight pipes 620 and bends 610, water can enter from multiple directions and be rapidly discharged, reducing the impact of water accumulation on the roadbed and pavement. The inlet design of the straight pipes 620 and bends 610 ensures that water can quickly enter the pipeline system, preventing water from remaining in the base layer 200 and buffer layer 520 for extended periods, thus reducing damage to the roadbed caused by the freezing and expansion of water.
[0124] The straight pipe 620 extends along the width of the roadbed structure for preventing settlement in the Tibetan area, while the bend pipe 610 guides water from the straight pipe 620 to the designated drainage location, optimizing the water flow path and ensuring that water can be discharged smoothly.
[0125] Straight pipe 620 and bend pipe 610 are made of corrosion-resistant materials, such as HDPE (high-density polyethylene), PVC (polyvinyl chloride) or metal stainless steel pipe, to ensure good durability and corrosion resistance.
[0126] Optionally, straight pipe inlets and bend pipe inlets should have a certain filtration function to prevent larger impurities from entering the pipeline system and affecting the drainage effect.
[0127] During construction, the composite pipeline 600 must be laid strictly according to the design requirements, ensuring a tight connection between all parts. Specific installation steps include: laying and compacting the lower road base 550 to ensure sufficient load-bearing capacity; laying a second grid layer on top of the lower road base 550, ensuring the bottom of the second connection node 531 is in close contact with the top of the lower road base 550; installing a straight pipe 620, ensuring it extends along the width of the Tibetan anti-settlement roadbed structure with its inlet facing upwards to collect infiltrated water; installing a bend 610, ensuring both ends are connected to the straight pipe 620 and the middle is placed within the upper road base 510, again ensuring the bend's inlet faces upwards for easy water collection; and laying a riprap layer (buffer layer 520) on top of the second grid layer, ensuring the top of the second connection node 531 is in full contact with and abuts against the riprap at the bottom of the riprap layer.
[0128] As shown in Figure 5, in some embodiments, a helical blade 630 is provided on the outer side of the bend 610.
[0129] These embodiments further enhance the drainage performance and structural stability of the Composite Pipeline 600 system, making it particularly suitable for applications requiring efficient drainage and clogging prevention.
[0130] The outer side of the bend 610 is provided with helical blades 630. These helical blades 630 are spirally distributed along the outer wall of the bend 610, which enhances the overall strength of the pipe and helps to guide the direction of water flow and improve drainage efficiency.
[0131] Furthermore, the helical blade 630 increases the rigidity and pressure resistance of the bend 610, making it more durable under complex geological conditions. The helical blade 630 helps guide water flow, reduces turbulence and resistance, ensures smooth water flow, and prevents blockages.
[0132] As shown in Figure 1, in some embodiments, the Tibetan anti-settlement roadbed structure also includes a highway monitoring system 700. The highway monitoring system 700 includes a remote control terminal, multiple deformation sensors, and a data acquisition module 730. The multiple deformation sensors are buried and distributed within the roadbed 500. The deformation sensors are configured to detect the deformation of the roadbed 500. The data acquisition module 730 is electrically connected to the multiple deformation sensors, and the data acquisition module 730 is also electrically connected to the remote control terminal. The data acquisition module 730 is configured to collect the detection data of the deformation sensors and transmit it to the remote control terminal.
[0133] In these embodiments, the monitoring system can monitor the deformation of the roadbed 500 in real time and transmit the data to a remote control terminal for timely analysis and processing.
[0134] The remote control terminal is the central hub of the entire monitoring system, responsible for receiving, storing, and analyzing data from the data acquisition module 730, and issuing commands or alarms as needed. For example, the remote control terminal can be a computer, allowing for manual monitoring.
[0135] Multiple deformation sensors are embedded within the roadbed 500 and configured to detect the deformation of the roadbed 500. These sensors can monitor the settlement, displacement, and other deformation of the roadbed in real time.
[0136] The data acquisition module 730 is electrically connected to multiple deformation sensors, responsible for acquiring the detection data from each sensor and transmitting this data to a remote control terminal. The data acquisition module 730 typically features high precision and high reliability, ensuring the accuracy and integrity of the data.
[0137] Deformation sensors embedded 500 meters into the roadbed can monitor the deformation of the roadbed in real time. Once abnormal changes are detected (such as uneven settlement or displacement), the system can immediately issue an alarm to remind relevant personnel to take measures to prevent potential safety hazards.
[0138] The remote control terminal can analyze the collected data and generate detailed reports and charts to help engineers and managers better understand the condition of the roadbed and make scientific and reasonable maintenance and management decisions.
[0139] Real-time monitoring systems can promptly detect and address potential problems, reducing road damage and safety hazards caused by roadbed deformation, and improving the overall safety and service life of roads.
[0140] For example, the deformation sensor uses a high-precision strain gauge or displacement sensor, which has good durability and anti-interference ability.
[0141] The data acquisition module 730 uses industrial-grade data acquisition equipment, which has high precision, high reliability and anti-interference capabilities, ensuring the accuracy and integrity of the data.
[0142] A remote control terminal can be a computer system that integrates data analysis and communication functions, or it can be a management system based on a cloud platform.
[0143] During construction, deformation sensors must be installed strictly according to design requirements, and the electrical connection between the data acquisition module 730 and the remote control terminal must be stable and reliable. Specific installation steps may include: Installing multiple deformation sensors at different locations on the roadbed 500 according to design requirements, ensuring coverage of key areas of the entire roadbed. Installing the data acquisition module 730 in appropriate locations and electrically connecting it to each deformation sensor to ensure stable data transmission. Configuring the remote control terminal, setting parameters such as data acquisition frequency and alarm thresholds, and testing the system's operation.
[0144] Optionally, the deformation sensor is embedded in different key locations on the roadbed 500, such as at the junction of the upper roadbed 510, the buffer layer 520, and the lower roadbed 550, and below the second grid layer. In this embodiment, the deformation sensor is disposed in the buffer layer 520.
[0145] As shown in Figure 1, in some embodiments, the first grid mesh 400 and the second grid mesh 530 are respectively connected to the steel mesh of the slopes on both sides of the Tibetan anti-settlement roadbed structure, further improving the overall integrity of the highway.
[0146] As shown in Figure 1, in some embodiments, the roadbed 500 further includes a water-stopping layer 540, which is disposed at the bottom of the buffer layer 520 and at the top of the lower roadbed 550. For example, the water-stopping layer 540 is made of a flexible, waterproof geotextile, which can promptly intercept water accumulation above the buffer layer 520, preventing further infiltration and effectively preventing water from migrating upwards from the ground surface and causing roadbed damage.
[0147] As shown in Figure 1, in some embodiments, a solar panel 710 and a battery 720 are added to power the entire system during daily use, mainly to power the deformation sensor and data acquisition module 730 buried in the roadbed 500; the battery 720 stores the electricity generated by the solar panel 710 in a timely manner as a backup power source.
[0148] As shown in Figure 1, in some embodiments, the data acquisition module 730 is electrically connected to the remote control terminal via a wireless transmission module to achieve wireless data transmission, which, in conjunction with the solar panel 710, can effectively reduce the laying of cables.
[0149] As shown in Figure 6, in some embodiments, a repair device 800 for repairing roads is also provided. The repair device 800 includes a movable vehicle body 810, on which are provided:
[0150] Camera 820 is primarily used for automatic identification and positioning throughout the entire structural repair process. Once the location is determined, it monitors the construction process and forms a crucial foundation for the fully automated operation of the entire system. For example, camera 820 is an industrial camera.
[0151] Material collection box 830: Its main function is to store materials and reserve a certain amount of graded materials as needed for use in the later repair process.
[0152] Material transport drive system 840: Its main function is to transport materials to a predetermined location during the repair process of the structure for repair. For example, material transport drive system 840 may be a screw conveyor or conveyor belt, etc.
[0153] The grout pumping system 860's main function is to perform grouting after the crushed stone backfill enters the buffer layer 520 at a predetermined position. It utilizes the adhesive properties of the grout material to enhance the overall stability of the repaired area and further improve the repair strength. For example, the grout pumping system 860 includes a grout pump, a delivery pipeline, and a storage tank, with the storage tank connected to the delivery pipeline via the grout pump.
[0154] Data integration control terminal 850: Its main function is to automatically control the repair process, including the identification, positioning and repair of large deformation locations of the roadbed, and to transmit data to the indoor terminal in real time. At the same time, it monitors the material status in the aggregate box 830 and promptly issues an alarm when there is a shortage of material.
[0155] Repair shovel 870: Its main function is to drive the repair shovel 870 into the buffer layer 520 as the repair structure is continuously advanced. After reaching the predetermined position, it squeezes the stone into the deformed position in the buffer layer 520, strengthens the load-bearing capacity of that part, and prevents secondary deformation or damage in the later stage.
[0156] Upon receiving an alarm signal from the monitoring system, the data integration control terminal 850 automatically reaches the predetermined position and repairs the entire road and structure by repairing the buffer layer 520. During the repair process, the second grid layer in the buffer layer 520 connects the buffer layer 520 into a unified structure. After the repair shovel 870 lifts the entire structure, aggregate will appear at the bottom. Once the aggregate enters the predetermined position, the grout pumping system 860 injects grout to complete the repair process. The entire process is automated, greatly saving manpower and resources, improving repair efficiency, and ensuring the safety of construction personnel.
[0157] In all examples shown and described herein, any specific values should be interpreted as merely exemplary and not as limitations; therefore, other examples of exemplary embodiments may have different values.
[0158] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0159] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application. Industrial applicability
[0160] In summary, this application provides a subsidence prevention roadbed structure for Tibetan areas, which can promptly drain water from the roadbed during road use and help dissipate heat in cold weather such as winter, thus alleviating frost heave problems. This roadbed structure is particularly suitable for high-altitude and cold regions.
Claims
1. A subsidence prevention roadbed structure for Tibetan areas, characterized in that, The Tibetan-style anti-settlement roadbed structure includes a base layer, a first grid mesh layer, and a roadbed layer. The base layer, the first grid mesh layer, and the roadbed layer are arranged sequentially from top to bottom. The first grid mesh layer includes a first grid mesh, which has a first connecting node. The top of the first connecting node extends upward and the bottom of the first connecting node extends downward. The base layer is a crushed stone layer, and the top of the first connecting node abuts against the bottom of the crushed stone layer, while the bottom of the first connecting node abuts against the top of the roadbed layer.
2. The Tibetan-style anti-settlement roadbed structure according to claim 1, characterized in that, The particle size of the crushed stone layer is the same as the diameter of the top of the first connecting node.
3. The Tibetan-style anti-settlement roadbed structure according to claim 1 or 2, characterized in that, The first grid includes a plurality of first cables and a plurality of first supports. The plurality of first supports are distributed at intervals in the first grid layer. Any two adjacent first supports are connected by the first cables, such that the first supports form the first connection node.
4. The Tibetan-style anti-settlement roadbed structure according to claim 3, characterized in that, The plurality of first support members are distributed in a rectangular array at intervals between each other in the first grid layer; And / or, the first grid mesh is a square mesh.
5. The Tibetan-style anti-settlement roadbed structure according to claim 1, characterized in that, Drainage ditches are provided on both sides of the base layer, and the bottom of the drainage ditches is connected to the first grid layer.
6. The Tibetan-style anti-settlement roadbed structure according to claim 1, characterized in that, The road base course includes an upper road base course, a buffer layer, and a lower road base course, which are arranged sequentially from top to bottom. The buffer layer is a boulders layer.
7. The Tibetan-style anti-settlement roadbed structure according to claim 6, characterized in that, The road base layer also includes a second grid layer, which is located between the buffer layer and the lower road base layer. The second grid layer includes a second grid mesh, which has a second connecting node. The top of the second connecting node extends upward and the bottom of the second connecting node extends downward. The top of the second connecting node abuts against the bottom of the boulders in the boulders layer, and the bottom of the second connecting node abuts against the top of the lower road base layer.
8. The Tibetan-style anti-settlement roadbed structure according to claim 7, characterized in that, The diameter of the top of the second connecting node is equal to the particle size of the stones in the stone layer; And / or, the second grid includes a plurality of second cables and a plurality of second supports, the plurality of second supports being distributed at intervals between each other in the second grid layer, and any two adjacent second supports being connected by the second cables, such that the second supports form the second connection node.
9. The Tibetan-style anti-settlement roadbed structure according to claim 7, characterized in that, The Tibetan anti-settlement roadbed structure also includes a composite pipeline, which includes straight pipes and bends. The straight pipes are located below the second grid layer and extend along the width of the Tibetan anti-settlement roadbed structure. The two ends of the bends are respectively connected to the corresponding ends of the straight pipes, and the middle part of the bends is located in the upper roadbed layer. The straight pipes have multiple straight pipe inlets on at least one upward side, and the bends have multiple bend inlets on at least one upward side.
10. The Tibetan-style anti-settlement roadbed structure according to claim 9, characterized in that, The outer side of the bend is provided with helical blades; And / or, the Tibetan area anti-settlement roadbed structure also includes a highway monitoring system. The highway monitoring system includes a remote control terminal, multiple deformation sensors, and a data acquisition module. The multiple deformation sensors are embedded and distributed within the roadbed layer. The deformation sensors are configured to detect the deformation of the roadbed layer. The data acquisition module is electrically connected to each of the multiple deformation sensors and is also electrically connected to the remote control terminal. The data acquisition module is configured to collect the detection data from the deformation sensors and transmit it to the remote control terminal.