CN109235169B - Expressway widening method at overpass - Google Patents
Expressway widening method at overpass Download PDFInfo
- Publication number
- CN109235169B CN109235169B CN201811108119.5A CN201811108119A CN109235169B CN 109235169 B CN109235169 B CN 109235169B CN 201811108119 A CN201811108119 A CN 201811108119A CN 109235169 B CN109235169 B CN 109235169B
- Authority
- CN
- China
- Prior art keywords
- road
- overpass
- widening
- underground continuous
- lane
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/04—Road crossings on different levels; Interconnections between roads on different levels
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/60—Planning or developing urban green infrastructure
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Consolidation Of Soil By Introduction Of Solidifying Substances Into Soil (AREA)
- Road Paving Structures (AREA)
Abstract
The invention discloses a highway widening method at an overpass, which can maintain the stability of an original road after a side slope of the original road is excavated by constructing a wall type underground continuous structure at the edge of the original road, provide possibility for reducing the height of a spliced wide road surface to meet the net height, increase the possibility for meeting the requirement of transverse net width, and provide possibility for direct splicing. Meanwhile, the lane dividing strips in the same direction are arranged by reasonably dividing the marked lines, and necessary traffic signs are used for guiding the vehicle to safely run. The method has the advantages that: by arranging the wall type underground continuous structure and the equidirectional lane separation belt, a way is provided for solving the clearance problem possibly caused by direct widening under the overpass, a beneficial method is provided for widening the expressway at the overpass, and the problems of large occupied area, large engineering scale, large environmental influence and the like caused by dismantling the overpass to rebuild or separating to build a new road can be avoided.
Description
Technical Field
The invention belongs to the technical field of road engineering, and particularly relates to a highway widening method at an overpass.
Background
The highway reconstruction and expansion relates to road expansion, the simplest and most convenient expansion mode is direct widening, and the highway reconstruction and expansion method has the advantages of small occupied area, small engineering scale, low manufacturing cost, small environmental influence, convenience in construction and the like, so that the highway reconstruction and expansion method is the preferred expansion mode at present.
However, when the overpass is directly spliced, the implementation is often difficult due to the clearance of the overpass, and the concrete expression is as follows:
(1) the net height is less than 5m, and the requirement of the expressway is not met. After the highway is directly widened, the highway still has an integral section, the transverse lanes are arranged closely, the road surfaces of the adjacent lanes are smoothly connected, and sudden height difference does not exist; the lane is arranged closely and the road surface is smoothly connected, mainly for the safety of changing lanes by the transverse movement of the vehicle. When the bridge is widened, the clear height under the outer bridge is possibly reduced due to the fact that vertical curves or longitudinal surface slopes exist in the longitudinal direction of the road of the crossed overpass, so that the safe clear height of the vehicle running under the widened overpass is not enough, the use requirement of the road is not met, and direct widening is not feasible, as shown in fig. 2.
(2) The clear width does not meet the use requirements. The outer side of the road embankment is generally made into a slope, also called a side slope, and the slope is made to meet the requirement of embankment stability; the outer side of the road is also generally in a slope shape after being directly spliced and widened, a certain width is required in the transverse direction when the slope is made, the higher the embankment is, the larger the required width is, and a drainage ditch is generally required to be arranged near a toe where the slope and the ground are intersected. At the place where the highway meets the overpass, because the limitation of the pier (platform) may not have enough width, the direct widening is difficult to implement, so if the height of the widening part is reduced, the required slope width is correspondingly reduced, which is beneficial to meeting the requirement of the direct widening of the transverse width.
In current engineering practice, two methods are generally adopted for treatment:
(1) and maintaining a direct width splicing mode, but dismantling and rebuilding or jacking the overpass, and adjusting the span, vertical curve or longitudinal slope of the overpass during dismantling and rebuilding to meet the requirement of clearance in use. The jacking is performed aiming at the net height, a beam slab of the upper-span highway is jacked up by utilizing equipment such as a hydraulic jack and the like, and a cushion block is arranged on the beam slab to meet the use requirement; because the roads of the overpass also meet the linear requirement of the highway, the two modes are not limited to only processing the overpass of the highway, a chain effect is formed, multi-span dismantling reconstruction or jacking is caused, or the head of the overpass is modified, so that the engineering scale is usually large, the construction is complex, the construction period is long, the influence on the operation of the highway is large, the resource waste is also caused, and the overpass is not environment-friendly.
(2) The method is characterized in that the direct widening is not adopted, the lanes of the highway are gradually separated in advance, a new road is created near the overpass in a separating mode, the overpass is crossed from one step to the bottom at other places or the overpass road is crossed to the overpass road, and then the direct widening mode is carried out, as shown in figure 3; the mode obviously occupies more land, is influenced by various factors on the position of a newly-built line, is quite unfavorable in aspects of project scale, environmental influence, construction cost and the like, is particularly not necessarily more suitable for reconstruction or jacking of the overpass in comparison with dismantling, and is more complicated than direct widening.
When the width is directly spliced, small steps are usually excavated from bottom to top along the side slope, and a mode of splicing one by one is excavated and gradually completing road splicing from bottom to top is adopted to ensure the splicing quality; the height of each step is decided according to the material of embankment filling, and the step height is too big, influences the concatenation construction quality on the one hand, and on the other hand former roadside face is empty, loses protection, the support of side, and the vehicle is gone and is taken place to slump easily under the effect, influences road operation and uses.
Along with the development of traffic in China, the road network is denser and denser, overpasses on expressways are increased gradually, and the number of projects for reconstructing and expanding the expressways is increased; as the history of reconstruction and expansion of the expressway in China is not long and mature experiences are lacked in many places, the existing engineering practice experiences show that a new method is urgently needed when an overpass is encountered so as to reduce the reconstruction and expansion difficulty and complexity.
Disclosure of Invention
In view of the above, the invention provides a highway widening method at an overpass, which can be used for directly connecting a direct widening mode of a road outside the overpass, and solving the problems of large occupied area, complex engineering, large environmental influence and the like of other schemes such as dismantling the overpass to rebuild or separating to newly build a road.
A highway widening method at an overpass bridge comprises the following steps:
(1) constructing a wall type underground continuous structure on the spliced wide side part of the original road, and constructing anti-collision facilities above the road surface on the top of the structure;
(2) excavating the side slope on the outer side of the wall type underground continuous structure to a preset elevation;
(3) constructing and splicing a wide roadbed on a slope foundation with a preset elevation along the outer side according to a step splicing method;
(4) constructing a widening road surface on the widening roadbed to finish road widening;
(5) according to the specifications, transition marking lines for guiding the vehicles to run are marked on the spliced wide road surface to form equidirectional lane dividing strips;
(6) and constructing auxiliary traffic signs, drainage facilities, greening facilities and auxiliary facilities required by related operation and use in the equidirectional lane separation belt to complete the widening of the whole road.
Further, in the step (1), the anti-collision facilities above the road surface are constructed on the wall top, and the following two schemes are adopted: firstly, when a wall type underground continuous structure is constructed, a wall body which is exposed out of a road surface and is higher than the road surface is used as an anti-collision facility; secondly, the anti-collision guardrail is independently erected on the top of the wall.
Furthermore, the anti-collision facility and the wall type underground continuous structure are constructed into an integrated structure, and the height of the integrated structure can prevent the vehicle from rolling out of the lane after being out of control.
Furthermore, the position of the wall type underground continuous structure is in the area between the lane outside the original road and the slope, and the distance between the lane outside the original road and the slope is at least 1.5 m.
Further, the wall type underground continuous structure can adopt a reinforced concrete structure, a masonry structure or various pile structures and the like.
Further, the predetermined elevation is determined by a calculation of net height demand under the overpass.
Furthermore, necessary traffic signs, drainage facilities, greening facilities and auxiliary facilities required by related operation and use are arranged in the equidirectional lane dividing strip according to the road use requirements.
Furthermore, when the upper bridge is positioned in the intercommunication area, in order to avoid the influence of the height difference between the spliced wide pavement and the original pavement on the access of the ramp in the intercommunication area, the following two schemes are adopted: firstly, pushing the ramp entrance and exit towards two ends respectively until no influence is caused; secondly, the height of the widened road surface is further reduced, and the ramps are reconstructed, so that the widened road portions pass through the ramps to form the overpass.
By the method for constructing the wall type underground continuous structure on the edge of the original road, the stability of the original road can be maintained after the slope of the original road is excavated, meanwhile, the possibility of reducing the height of the spliced width road surface to meet the clear height is provided, the possibility of increasing the requirement of transverse clear width is also increased, and the possibility of direct splicing is also provided.
The invention can form the safe separation between the lanes running in the same direction by arranging the wall type underground continuous structure, the anti-collision guardrail and the necessary lateral excess width, the separation is called as a lane separating strip in the same direction, the separation is directly spliced with the two ends in a conventional way, and a transition mode is adopted, namely, marking lines can be linearly transitioned according to the requirement of the gradient rate of the current specification, and a flat curve transition can be arranged according to the specification, and the invention has the following functions: firstly, guiding a vehicle to run according to a lane at the position, and avoiding changing the lane by moving transversely; secondly, the crash barrier can reduce accidents caused by out-of-control vehicles; and thirdly, the split width part and the original road part are divided into two road surfaces, so that the split type road guiding and driving function is achieved, the advantage of direct split width is kept, and the advantages of the split width part and the original road part are combined.
Therefore, the method of the invention has the advantages that: by arranging the wall type underground continuous structure and the equidirectional lane separation belt, a way is provided for solving the clearance problem possibly caused by direct widening under the overpass, a beneficial method is provided for widening the expressway at the overpass, and the problems of large occupied area, large engineering scale, large environmental influence and the like caused by dismantling the overpass to rebuild or separating to build a new road can be avoided.
Drawings
FIG. 1(a) is a schematic diagram of the original path structure to be widened in the present invention.
FIGS. 1(b) to 1(f) are schematic diagrams showing the construction effects of steps S1 to S5 in the widening method of the present invention.
Fig. 2 is an exemplary diagram of a demolition overpass reconstruction scheme.
Fig. 3 is an exemplary diagram of a new road separation scheme.
Fig. 4 is a schematic diagram of the effect of road guidance driving after the method of the invention is implemented.
In the figure: 1-original road, 2-overpass, 3-overpass pier (platform), 4-shoulder, 5-lane, 6-middle zone, 7-side (slope), 8-underground continuous wall, 9-wide spliced roadbed, 10-wide spliced road surface, 11-clear height, 12-equidirectional lane separation zone, 13-marking line, 14-driving direction.
Detailed Description
In order to more specifically describe the present invention, the following detailed description is provided for the technical solution of the present invention with reference to the accompanying drawings and the specific embodiments.
Example 1:
the embodiment widens the original road structure shown in fig. 1(a), and specifically includes the following steps:
s1: and constructing a wall type underground continuous structure at the edge part of the original road on the spliced wide side. As shown in fig. 1(b), the original embankment height of 5m in this embodiment is determined by calculating the headroom of the widening portion to be less than about 1.5m, the thickness of the structural layer of the widening portion to be the surface layer to be 0.8m, and the cantilever portion of the underground continuous structure to be about 2.3 m: underground continuous structure adopts the comparatively convenient close packing high pressure of construction to spout the stake soon, and stake diameter is 0.8m, and stake interval 0.6m, stake length 6m, close packing high pressure spout the stake soon and set up in the curb apart from the outside lane 2.0m position of former way. Before construction, auxiliary preparation works such as traffic organization and safety warning signs of the relevant operation highway are correspondingly made; the construction key points of the high-pressure jet grouting pile are as follows:
1.1, cleaning a leveling field, arranging construction machinery, a conveying pipeline and an electric pipeline, and excavating a temporary drainage ditch; the construction machinery adopts XY-150 geological drilling machine leading hole, XP-308 type rotary spraying machine operation.
1.2 positioning and marking the pile position of the total station.
1.3 constructing a sewage discharge and mortar mixing system, which comprises a mortar mixing, storing and conveying equipment system.
1.4 leading a hole to drill, and positioning a drilling machine; the positioning error of the drilling machine is required to be within 10mm, the verticality error of the drilled hole is required to be within 1%, and double-pipe construction is carried out.
1.5 spraying operation of a rotary spraying machine; the rotary spraying machine frame is in place, the center of the spraying pipe is aligned to the hole center when the spraying pipe is in a suspension state, the error is not more than 1/2 hole diameter, and smooth pipe descending, lifting and grouting are guaranteed; before the spray pipe is arranged, whether the spray nozzle is intact and smooth is checked, when the spray pipe is arranged to the designed depth of 10cm, the cement slurry starts to be stirred and fed, the high-pressure slurry is started, and after the slurry is normally emitted from an orifice, the rotary spraying and lifting are started; if a fault occurs in the process, the nozzle is descended by 10cm and is used for re-injecting so as to ensure the strength and uniformity of the pile body; the mixing amount of the grouting cement is determined to be 70kg/m according to the test, the cement adopts No. 425 common portland cement, and the water cement ratio is 1: 1; during injection, the slurry replenishing and recharging of the adjacent sprayed piles are carried out, and meanwhile, the waste slurry treatment is carried out; the guniting pressure is not less than 20MPa, the lifting speed is 0.15m/min, and the grouting pipe is quickly pulled out after grouting is finished.
1.6 after the spraying is finished, carrying out static pressure filling grouting in the spraying hole until the grout surface does not sink any more, and ensuring the elevation of the pile body after the solidification.
S2: after one month of the construction of the close-packed jet grouting pile, the strength of the pile body reaches the requirement, the side slope outside the pile is dug to a preset height, and the exposed height of the cantilever of the pile is 2.5m, as shown in fig. 1 (c). Excavating by using a conventional excavator, and excavating in two steps, wherein the excavating in the first step is 1.5m, and the excavating in the second step is the rest 1 m; the pile body is prevented from being damaged by excavation and removal, the integrity of the pile body is checked, and the defective part is protected by adopting a sprayed reinforcing mesh and concrete, so that the row pile is ensured to play a role of supporting; meanwhile, the deformation and cracking conditions of the road surface after pile arrangement are monitored, and measures are taken in time to ensure the stability of the road when unfavorable conditions are found.
S3: constructing a wide splicing roadbed according to a traditional step splicing method, wherein the width of each step is 1m, the wide splicing roadbed filler adopts slag, and the particle size is not more than 10cm as shown in figure 1 (d); the compaction machinery is a conventional 18T steel wheel road roller, the layering compaction is carried out, the layering thickness is 30cm, and the compaction degree is not less than 96%.
S4: and after the subgrade is spliced, filling 20cm of fine slag on the base surface, leveling and compacting by using an 18T steel wheel road roller, wherein the degree of compaction is not less than 96 percent, and thus, the spliced and widened subgrade is completed, and a foundation is laid for constructing the pavement.
S5: constructing a wide spliced road surface according to a traditional method, wherein the road surface is divided into a 20cm cement stabilized macadam subbase layer, a 40cm cement stabilized macadam base layer and a 20cm asphalt concrete surface layer, and each layer is subjected to material preparation, mixing, transportation, paving and compaction according to the standard requirements to complete road width splicing, as shown in figure 1 (e); after the thickness of the constructed pavement is 0.8m, the final under-bridge clearance is 5.25m, and the use requirement of the highway is met.
S6: drawing a transition marking line for guiding the vehicle to run according to a standard method, wherein the transition marking line is arranged in a mode shown in the figure 1(f) and the figure 4; the marking is used for guiding the vehicle to run, the vehicle is changed into the running mode of a normal widening road section in a gradual change mode, a lane separation zone in the same direction is formed between the original lane and the widening lane, and the vehicle is prevented from changing to run between the original lane and the widening lane transversely; since the driver cannot adapt to the abrupt change, the transition must be performed according to a certain gradient rate, and the reference standard value of the gradient rate of the marking in the embodiment is 1/100; the transverse safe width of the row pile cantilever is also considered when the marked line is drawn, if the marked line is drawn too close, the vehicle runs too close to the row pile, the side wall effect will affect the psychological feeling of a driver, and the driving safety is not good, and the safe width is 1.0m according to the standard requirement of the vehicle running in the tunnel.
S7: as shown in fig. 4, the lane dividing strip in the same direction formed by the necessary traffic signs cannot stop to ensure safety except for the prohibition of driving, so that the prohibition of driving needs to be informed in advance outside the area, and a cone-shaped guidance sign is arranged in the area.
S8: constructing the anti-collision guardrail at the pile top of the row piles; a longitudinal groove is excavated along the pile top of the row pile which is arranged on the shoulder of the original road, the groove is 1.0m wide and 0.4m deep, a reinforced concrete crash barrier foundation is poured, a flange plate for fixing the waveform crash barrier is pre-embedded in the foundation, after the strength of the foundation concrete reaches, the waveform beam guardrail meeting the standard crash-proof requirement is installed, the burying of the ends at the two ends of the waveform guardrail is well done, and the extra damage accident caused by the impact of the out-of-control vehicle on the guardrail is avoided.
S9: constructing other accessory facilities in the lane dividing belt in the same direction; because the vertical surface of the excavated cantilever part of the row pile is rough, the embodiment considers certain protection, a layer of reinforced concrete with the thickness of 20cm is poured in the exposed height range for protection, the used reinforced mesh is a ribbed reinforced mesh with the diameter of 0.8cm, the concrete is labeled as C25, and the width of the part is also included in the width of the separation belt of the same-direction lane. Considering that rainwater on the road surface of an original road lane transversely flows into a separation band in an overflowing manner and is possibly polluted, in order to avoid further overflowing along a spliced wide lane, a small drainage ditch is excavated and constructed at the bottom of a cantilever, the size of the drainage ditch is 40cm wide and 25cm deep, mortar is adopted for plastering, two ends of the drainage ditch are respectively provided with a water collecting well, and rainwater collected by the water collecting wells is led to a side ditch of the road bed outside the spliced wide part through UPVC drainage pipes which are pre-embedded in the road bed and have the diameter of 300 mm; the equidirectional lane separator formed by the foregoing work had a width of 3.1m in this example.
Example 2: (overpass in intercommunication area case)
The overpass is an overpass of an intercommunicating area, because the ramp at the entrance and the exit is positioned in the gradual change section, because the line shape of the longitudinal plane of the ramp driving away or into the main road conflicts with the line shape of the longitudinal plane of the lane gradually changed out from the main road, if the overpass is constructed according to respective longitudinal and transverse slopes, the road surface in the overlapped area can form concave and convex, and normal driving can not be ensured. In order to solve the problem, the embodiment is solved by changing the entrance and the exit of the ramp, and the entrance and the exit are moved to the outside of two ends of a lane division belt in the same direction, so that the overlapping phenomenon is avoided; the specific implementation is that the step of inserting the entrance and exit of the diversion ramp is performed before the step S1, and the construction method of diversion is the same as that of normal diversion, including civil engineering, traffic sign and marking, and is not described herein again.
The embodiments described above are presented to enable a person having ordinary skill in the art to make and use the invention. It will be readily apparent to those skilled in the art that various modifications to the above-described embodiments may be made, and the generic principles defined herein may be applied to other embodiments without the use of inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications to the present invention based on the disclosure of the present invention within the protection scope of the present invention.
Claims (1)
1. A highway widening method at an overpass bridge comprises the following steps:
(1) constructing a wall type underground continuous structure on the spliced wide side part of the original road, and constructing anti-collision facilities above the road surface on the top of the structure; the anti-collision facility and the wall type underground continuous structure are constructed into an integrated structure, and the height of the integrated structure can prevent vehicles from rolling out of a lane after being out of control; the wall type underground continuous structure is positioned in an area between an outer lane of the original road and a side slope, and is at least 1.5m away from the outer lane of the original road; the wall type underground continuous structure adopts a reinforced concrete structure, a masonry structure or various pile structures;
the anti-collision facility constructed above the road surface on the wall top adopts the following two schemes: firstly, when a wall type underground continuous structure is constructed, a wall body which is exposed out of a road surface and is higher than the road surface is used as an anti-collision facility; secondly, erecting an anti-collision guardrail on the top of the wall independently;
(2) excavating the side slope outside the wall type underground continuous structure to a preset elevation, wherein the preset elevation is determined by calculating the net height requirement under the overpass;
(3) constructing and splicing a wide roadbed on a slope foundation with a preset elevation along the outer side according to a step splicing method;
(4) constructing a widening road surface on the widening roadbed to finish road widening;
(5) according to the specifications, transition marking lines for guiding the vehicles to run are marked on the spliced wide road surface to form equidirectional lane dividing strips; when the overpass is positioned in the intercommunication area, in order to avoid the influence of the height difference between the spliced wide pavement and the original pavement on the access of the ramp in the intercommunication area, the following two schemes are adopted: firstly, pushing the ramp entrance and exit towards two ends respectively until no influence is caused; secondly, further reducing the height of the widened road surface, and rebuilding ramps to enable the widened road to pass through the ramps to form an interchange;
(6) necessary traffic signs, drainage facilities, greening facilities and auxiliary facilities required by related operation and use are laid in the equidirectional lane separation zones according to the use requirements of the roads, so that the whole road is widened.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811108119.5A CN109235169B (en) | 2018-09-21 | 2018-09-21 | Expressway widening method at overpass |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811108119.5A CN109235169B (en) | 2018-09-21 | 2018-09-21 | Expressway widening method at overpass |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109235169A CN109235169A (en) | 2019-01-18 |
| CN109235169B true CN109235169B (en) | 2021-06-18 |
Family
ID=65057185
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811108119.5A Active CN109235169B (en) | 2018-09-21 | 2018-09-21 | Expressway widening method at overpass |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109235169B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103046446A (en) * | 2013-01-17 | 2013-04-17 | 长沙理工大学 | Treatment structure at joint part of reconstruction and extension project of highway |
| CN103195088A (en) * | 2013-04-09 | 2013-07-10 | 重庆中设工程设计股份有限公司 | Method for improving existing underground passage clearance on basis of pile foundation supporting |
| CN104278608A (en) * | 2013-07-05 | 2015-01-14 | 杭州华水市政工程有限公司 | Novel highway embankment widened structure and construction method |
| CN104894937A (en) * | 2015-04-10 | 2015-09-09 | 成军 | Construction method for mucky soft soil roadbase tubular pile |
-
2018
- 2018-09-21 CN CN201811108119.5A patent/CN109235169B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103046446A (en) * | 2013-01-17 | 2013-04-17 | 长沙理工大学 | Treatment structure at joint part of reconstruction and extension project of highway |
| CN103195088A (en) * | 2013-04-09 | 2013-07-10 | 重庆中设工程设计股份有限公司 | Method for improving existing underground passage clearance on basis of pile foundation supporting |
| CN104278608A (en) * | 2013-07-05 | 2015-01-14 | 杭州华水市政工程有限公司 | Novel highway embankment widened structure and construction method |
| CN104894937A (en) * | 2015-04-10 | 2015-09-09 | 成军 | Construction method for mucky soft soil roadbase tubular pile |
Non-Patent Citations (4)
| Title |
|---|
| 《高速公路改扩建设计技术指南》编制指导思想与结构框架;姜正晖;《第四届高速公路改扩建技术交流会资料汇编》;20100131;全文 * |
| 高速公路扩建中路基直接拼接技术探讨;赵芳;《北方交通》;20071031(第10期);第15-17页 * |
| 高速公路改扩建工程关键技术研究;廖朝华;《中国博士学位论文全文数据库工程科技II辑》;20101215(第12期);全文 * |
| 高速公路改扩建工程方案研究;周磊;《中国优秀硕士学位论文全文数据库工程科技II辑》;20110315(第3期);第6-21页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109235169A (en) | 2019-01-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109914456B (en) | Design and construction method for adjacent and simultaneous construction of bridge and subway tunnel | |
| CN101725149B (en) | Construction method of long open-cut tunnel | |
| CN111236957B (en) | Mechanical pipe jacking construction process | |
| CN102352590A (en) | Method for splicing highfill roadbed by adopting pile-sheet retaining wall | |
| CN109750571B (en) | Road collapse emergency and permanent retaining integrated structure and construction method | |
| CN106702912A (en) | Construction method of dismantling old beam top and introducing new bridge on existing railway | |
| CN104612056B (en) | The overall quickly pushing tow method for traversing of a kind of frame bridge | |
| CN111254772A (en) | Large cantilever structure suitable for widening old roads of cliff road sections and construction method | |
| KR100571525B1 (en) | Expansion method of a bridge using concrete structure | |
| CN108611985A (en) | Framed underpass bridge construction method that special geology is overweight | |
| CN110820471A (en) | Crossing plate, level crossing structure and laying method | |
| JP2003213708A (en) | Construction method for underground structure and elevated traffic roadway | |
| CN211922133U (en) | Large cantilever structure suitable for widening old road of cliff road section | |
| CN108708290A (en) | The case crane span structure hollow structure and cast-in-situ construction method of minor radius railway curve unit | |
| CN109235169B (en) | Expressway widening method at overpass | |
| CN110700116A (en) | Overpass reverse construction method suitable for loess area | |
| KR100509707B1 (en) | None open cut tunnelling of arch type with hume pipe and con'c rib | |
| CN113898007B (en) | Semi-inverse construction method for long-span corridor structure along street | |
| CN210458918U (en) | Space stacked bridge structure | |
| CN112663431B (en) | Concrete pavement fracture subsidence section treatment structure and construction method | |
| NL2031687A (en) | Ramp Supporting Structure and Construction Method of Narrow Foundation Pit | |
| KR20010018788A (en) | A Repairing Method of Underground Voids of Approach Slab in Abutment Constructure | |
| RU2453650C1 (en) | Complex for construction of motor road on piles | |
| CN113389218A (en) | Retaining wall structure for entrance and exit of road bridge and construction method thereof | |
| CN106555379A (en) | Pass through both wired elevated formation level Combined temporary bridge construction methods |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB02 | Change of applicant information |
Address after: No.928 yuhangtang Road, Xihu District, Hangzhou City, Zhejiang Province Applicant after: Zhejiang shuzhijiaoyuan Technology Co.,Ltd. Address before: 310006 No. 89 West Ring Road, Zhejiang, Hangzhou Applicant before: ZHEJIANG PROVINCIAL INSTITUTE OF COMMUNICATIONS PLANNING DESIGN & RESEARCH Co.,Ltd. |
|
| CB02 | Change of applicant information | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |