CN117627009A - Hundred-meter-level high-filling structure and construction method thereof - Google Patents

Abstract

The invention belongs to the technical field of roadbed engineering, and particularly relates to a hundred-meter-level high-filling structure and a construction method thereof. Including setting up in the road bed filling body of mountain one side, be provided with the district of filling between road bed filling body and the mountain, the top of road bed filling body is provided with the road surface, one side that the mountain was kept away from to the road bed filling body is provided with the side slope, the toe department of side slope is provided with the back-up retaining wall, the side slope includes first side slope, second side slope and the third side slope that set gradually from top to bottom, first side slope with the junction of second side slope is provided with first wide platform, the junction of second side slope and third side slope is provided with the wide platform of second. The invention provides a hundred-meter-level high-filling structure with good overall stability, high strength and small post-construction settlement of a roadbed and a construction method thereof, so that the problems of insufficient stability, lower strength and serious post-construction settlement of the high-filling structure in the prior art are solved.

Description

Hundred-meter-level high-filling structure and construction method thereof

Technical Field

The invention belongs to the technical field of roadbed engineering, and particularly relates to a hundred-meter-level high-filling structure and a construction method thereof.

Background

The development of southwest areas in China is rapid, and the construction scale of mountain roads is increasingly enlarged. In the construction process of mountain expressways, bridge engineering among tunnel groups and tunnels is inevitably encountered. When tunnel slag is concentrated and the amount of the tunnel slag is large and no ideal spoil field exists, how to balance earth and stone better and reduce spoil is realized, so that the engineering construction progress is ensured and the engineering cost is saved, which is a very realistic problem in the construction process of highway engineering.

In general, the bridge engineering between two tunnels can be changed into a scheme of roadbed engineering, so that the method can be more in line with the actual condition of the engineering. However, due to the dangerous mountain, the pier stud of the original bridge is usually higher, so that the roadbed filling height of the new scheme is also very high, and the slope filling height can reach the level of sixty meters or even hundred meters; in addition, the complexity of topography and topography easily causes the problems of poor stability, serious settlement after construction, insufficient strength of the roadbed and the like of the high-fill roadbed, so that a hundred-meter-level high-fill structure with good overall stability, high strength and small settlement after construction of the roadbed and a construction method thereof are needed to be provided.

Disclosure of Invention

Aiming at the problems in the prior art, the invention provides a hundred-meter-level high-filling structure and a construction method thereof, and particularly discloses the following technical scheme:

The utility model provides a hundred-meter-level high filling structure, includes the road bed filling body that sets up in mountain one side, be provided with the filling district between road bed filling body and the mountain, the top of road bed filling body is provided with the road surface, one side that the road bed filling body kept away from the mountain is provided with the side slope, the toe department of side slope is provided with the back-up retaining wall, the side slope includes first side slope, second side slope and the third side slope that sets gradually from top to bottom, the junction of first side slope with the second side slope is provided with first wide platform, the junction of second side slope and third side slope is provided with the second wide platform;

the surface of the first side slope is provided with a plurality of platform intercepting ditches, the surface of the first side slope is provided with a lining arch structure, the surfaces of the first wide platform and the upper half section of the second side slope adopt a slurry rubble slope protection structure, and the surfaces of the lower half section of the second side slope, the surface of the second wide platform and the surface of the third side slope all adopt precast block slope protection structures;

the first side slope, the second side slope and the third side slope all comprise a plurality of levels of unit side slopes, and the slope rate of the unit side slopes is 1:1.5 or 1:1.75 or 1:2.

Further, the large pile number part of the first side slope is reserved and provided with a first original mountain rock slope, and the downstream part of the large pile number of the first wide platform is reserved and provided with a second original mountain rock slope.

Further, the bottom of the roadbed filling body is provided with a base blind ditch along the slope surface of the original valley topography, a water passing tunnel is arranged outside the slope toe of the roadbed filling body, a ditch is changed on the filling area and the slope, a drainage culvert is arranged below the road surface, and the drainage culvert is communicated with the ditch.

A construction method of a hundred-meter-level high-filling structure comprises the following steps:

s1, preparation before construction: the topography, engineering geology and hydrologic conditions are explored, so that no bad geology affecting the stability of the foundation in the filling body of the planned roadbed is ensured, and the foundation stability is good;

s2, evaluating the performance of the filler road: sampling typical tunnel slag weathered rock and performing systematic indoor test to determine the physical properties, mechanical properties and water-based properties of the weathered rock, and evaluating the suitability of the weathered rock as roadbed filler;

s3, substrate treatment: completely removing loose soil on the surface layer, enabling the roadbed filling body to be positioned on a rock foundation, ensuring that the allowable bearing capacity of the foundation is larger than the additional stress caused by the roadbed filling body, reducing or avoiding settlement of a foundation part, removing surface turf and humus soil on a stable slope when the slope rate of a ground cross slope is smaller than 1:5, directly filling the roadbed after compaction, and removing a surface covering layer when the slope rate of the ground cross slope is between 1:5 and 1:2.5, and simultaneously excavating a counter slope step;

S4, setting a substrate blind ditch: arranging a base blind ditch along the original valley topography slope surface at the base, wherein the cross dimension of the base blind ditch is 2m multiplied by 2m, a steel reinforcement cage is adopted as a frame of the base blind ditch, hard rock with the dimension of 200-300 mm is filled in the base blind ditch, and the base blind ditch is wrapped by nonwoven geotextile to prevent clogging;

s5, construction of a water passing tunnel: the construction of the water passing tunnel is guided by a new Ottoman principle, a composite lining is adopted, system anchor rods, a reinforcing mesh, sprayed concrete, an I-shaped steel arch frame or a grid arch frame are used as primary supports, a big pipe shed and an advanced small conduit are used as auxiliary supports according to different surrounding rock grades for advanced support, and the secondary lining adopts molded concrete or reinforced concrete;

s6, roadbed filling: building a test path before large-scale filling, and determining the grading composition, grain diameter control, loose paving thickness, rolling machinery, compaction pass number and relative compaction sedimentation difference of the filler as the basis of construction and quality control; transporting and paving according to a process mode obtained through summary of a test road, calculating the dumping interval of each pile of stone according to the capacity of an automobile trailer, making marks by lime, then discharging according to the marks, leveling by a bulldozer after discharging, detecting the loose paving thickness, wherein the loose paving thickness of each layer of a lower embankment is not more than 50cm, and the loose paving thickness of each layer of an upper embankment is not more than 40cm; after loose paving is finished, rolling by adopting a heavy road roller with the dead weight of more than 26t, wherein the specific rolling mode is static pressure rolling for 1 time, weak vibration rolling for 1 time and strong vibration rolling for 7-8 times, and the rolling is carried out for overlapping the tracks by 30-40 cm; the roadbed compaction quality is controlled by construction process parameters and relative compaction sedimentation difference, and the compaction sedimentation difference of the last two times under strong vibration compaction is less than or equal to 2mm; in the process of filling the roadbed, high-frequency reinforcement treatment measures of dynamic compaction are adopted once every filling for 2m, and each dynamic compaction adopts a mode of high-energy point compaction for 1 time and low-energy full compaction for 2 times; and (5) after filling, slope cutting is carried out, and the new slope is rammed by an excavator.

Further, the detection method of the sedimentation difference comprises the following steps: arranging a detection cross section at intervals, arranging a plurality of detection points on each cross section, arranging a settlement plate on each detection point, manufacturing the settlement plate by adopting an iron plate, welding reinforcing steel bars with the length of 15cm at the center point of the iron plate, reversely inserting the reinforcing steel bars of the settlement plate into the surface of a roadbed filling layer during detection to prevent the movement of the settlement plate, then starting a road roller to roll, reading the settlement amount of each detection point once by adopting a level gauge every time, and taking the settlement amount difference value of two adjacent times as compaction settlement difference.

Furthermore, when the tamping is performed, the equilateral triangle arrangement is adopted, and the tamping is performed in an interlaced manner, the distance between the tamping points is 2.5-3 times of the diameter of the tamping hammer, the tamping energy is more than or equal to 2000 kN.m, the tamping times of each tamping point are determined according to the tamping times and the tamping settlement relation curve of the on-site test tamping, and meanwhile, the requirements are satisfied: the average tamping settlement of the last two strokes is not more than 50mm, excessive uplift does not occur on the ground around the tamping pit, the lifting of the hammer does not occur due to the fact that the tamping pit is too deep, after the point tamping, the tamping pit is filled up and the road embankment is leveled by a bulldozer, the surface elevation is measured, then the low-energy full tamping is adopted for 2 times, point-by-point low-drop distance tamping is carried out according to the principle that the tamping is overlapped by 1/4 of the hammer diameter, the tamping energy is 1000 kN.m, each point is tamped for 2-3 times, after the surface layer is tamped, the surface elevation is measured again, and when the tamping is stopped, a certain number of points are selected for porosity detection, so that the degree of the improvement of the compaction quality by the dynamic tamping is evaluated.

Furthermore, in the process of filling the roadbed, a step-by-step filling and step-by-step protection mode is adopted to finish slope protection so as to reduce rainwater infiltration into the roadbed filling body.

Further, after filling the foundation elevation to the drainage culvert and the changed ditch, carrying out pressure supplementing treatment on the foundation to ensure that the bearing capacity of the foundation meets the requirement of not less than 180kPa, and then carrying out construction of the drainage culvert and the changed ditch, wherein the construction method of the drainage culvert and the changed ditch comprises the following steps:

a1, construction lofting: discharging the plane position, elevation and geometric dimension of the ditch and the drainage culvert;

a2, supporting a die: manually supporting the template, ensuring that the geometric dimension in the supported template is consistent with the design, and ensuring that the template is firmly and stably connected and has smooth line shape;

a3, setting a settlement joint: setting a settlement joint at a designated position of the drainage culvert wall body, wherein the joint width is 2-3 cm, and filling the joint with waterproof materials such as asphalt;

a4, pouring a foundation and a wall body of the ditch-changing and drainage culvert: constructing according to relevant specifications, vibrating the concrete uniformly, and curing and checking after pouring;

a5, prefabricating a drainage culvert cover plate: and (3) pouring and prefabricating the cover plate, curing the cover plate after the cover plate is poured, and demoulding and lifting the cover plate after the concrete strength reaches the design strength.

Compared with the prior art, the invention has the beneficial effects that:

the invention provides a hundred-meter-level high-filling structure with good overall stability, high strength and small post-construction settlement of a roadbed and a construction method thereof, so that the problems of insufficient stability, lower strength and serious post-construction settlement of the high-filling structure in the prior art are solved.

Drawings

FIG. 1 is a plan view of a hundred meter level high fill structure;

FIG. 2 is a cross-sectional view of a hundred meter level fill structure;

FIG. 3 is a cross-sectional view of the groove;

FIG. 4 is a plot of differential sedimentation for each station as a function of the number of passes;

FIG. 5 is a plot of average sedimentation with the number of passes of rolling;

FIG. 6 is a graph of subgrade settlement versus time versus load at the level 1 to level 3 unit slopes;

FIG. 7 is a graph of subgrade settlement versus time versus load at the side slope of the 4 th to 5 th stage units.

1-filling area, 2-road surface, 3-upward inclined retaining wall, 4-first wide platform, 5-second wide platform, 6-main line, 7-main line bridge pier column, 8-first original mountain rock slope, 9-second original mountain rock slope, 10-platform intercepting ditch, 11-slurry rubble slope protection structure, 12-precast block slope protection structure, 13-first side digging slope, 14-second side digging slope, 15-base blind ditch, 16-drainage culvert, 17-change ditch, 18-water passing tunnel, 19-drainage ditch, 20-base, 21-counter slope step.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

Example 1

The utility model provides a hundred-meter-level high fill structure, is including setting up the road bed filling body in mountain one side, be provided with between road bed filling body and the mountain and fill flat district 1, the top of road bed filling body is provided with road surface 2, one side that the mountain was kept away from to the road bed filling body is provided with the side slope, the toe department of side slope is provided with the face upward inclined retaining wall 3, the side slope includes first side slope, second side slope and the third side slope that set gradually from top to bottom, first side slope with the junction of second side slope is provided with first wide platform 4, the junction of second side slope and third side slope is provided with second wide platform 5.

In this embodiment, the first slope, the second slope and the third slope each include a plurality of unit slopes, and the slope ratio of the unit slopes is 1:1.5 or 1:1.75 or 1:2.

In this embodiment, the large pile number part of the first side slope remains to be provided with the first original mountain rock slope 8, the large pile number downstream department of the first wide platform 4 remains to be provided with the second original mountain rock slope 9, and the first original mountain rock slope 8 and the second original mountain rock slope 9 can effectively support the road foundation filling body, thereby improve its stability.

In this embodiment, the surface of the first side slope is provided with a plurality of platform intercepting ditches 10, the surface of the first side slope is provided with a lining arch structure, the surface of the first wide platform 4 and the upper half section surface of the second side slope adopt a slurry rubble slope protection structure 11, and the lower half section surface of the second side slope, the surface of the second wide platform 5 and the surface of the third side slope all adopt a precast block slope protection structure 12.

In this embodiment, the bottom of the roadbed filling body is provided with a base blind ditch 15 along the slope surface of the original valley topography, the outer water tunnel 18 that is provided with of the toe of the roadbed filling body, be provided with on the filling area 1 and the side slope and change ditch 17, the below of road surface 2 is provided with drainage culvert 16, drainage culvert 16 with change ditch 17 intercommunication.

Example 2

A construction method of a hundred-meter-level high-filling structure comprises the following steps:

S1, preparation before construction: the topography, engineering geology and hydrologic conditions are explored, so that no bad geology affecting the stability of the foundation in the filling body of the planned roadbed is ensured, and the foundation stability is good;

s2, evaluating the performance of the filler road: sampling typical tunnel slag weathered rock and performing systematic indoor test to determine the physical properties, mechanical properties and water-based properties of the weathered rock, and evaluating the suitability of the weathered rock as roadbed filler;

s3, substrate treatment: completely removing loose soil on the surface layer, enabling the roadbed filling body to be positioned on a rock foundation, ensuring that the allowable bearing capacity of the foundation is larger than the additional stress caused by the roadbed filling body, minimizing or avoiding settlement of a foundation part, removing surface turf and humus when the slope rate of a ground cross slope is smaller than 1:5 on a stable slope, directly filling the roadbed after compaction, and removing a surface covering layer when the slope rate of the ground cross slope is between 1:5 and 1:2.5, and simultaneously excavating a counter slope step 21;

s4, setting a substrate blind ditch: arranging a base blind ditch 15 at a base 20 along the original valley topography slope surface, wherein the cross dimension of the base blind ditch 15 is 2m multiplied by 2m, the frame of the base blind ditch 15 adopts a steel reinforcement cage, the inside is filled with hard rock with the dimension of 200-300 mm, and the outside is wrapped by non-woven geotextile to prevent clogging;

S5, construction of a water passing tunnel 18: the construction of the water passing tunnel 18 is guided by a new Ottoman principle, composite lining is adopted, system anchor rods, reinforcing steel meshes, shotcrete, I-shaped steel arches or grid arches are used as primary support, a big pipe shed and an advanced small conduit are used as auxiliary support according to different surrounding rock grades, and the secondary lining adopts molded concrete or reinforced concrete;

s6, roadbed filling: building a test path before large-scale filling, and determining the grading composition, grain diameter control, loose paving thickness, rolling machinery, compaction pass number and relative compaction sedimentation difference of the filler as the basis of construction and quality control; transporting and paving according to a process mode obtained through summary of a test road, calculating the dumping interval of each pile of stone according to the capacity of an automobile trailer, making marks by lime, then discharging according to the marks, leveling by a bulldozer after discharging, detecting the loose paving thickness, wherein the loose paving thickness of each layer of a lower embankment is not more than 50cm, and the loose paving thickness of each layer of an upper embankment is not more than 40cm; after loose paving is finished, rolling by adopting a heavy road roller with the dead weight of more than 26t, wherein the specific rolling mode is static pressure rolling for 1 time, weak vibration rolling for 1 time and strong vibration rolling for 7-8 times, and the rolling is carried out for overlapping the tracks by 30-40 cm; the roadbed compaction quality is controlled by construction process parameters and relative compaction sedimentation difference, and the compaction sedimentation difference of the last two times under strong vibration compaction is less than or equal to 2mm; in the process of filling the roadbed, high-frequency reinforcement treatment measures of dynamic compaction are adopted once every filling for 2m, and each dynamic compaction adopts a mode of high-energy point compaction for 1 time and low-energy full compaction for 2 times; and (5) after filling, slope cutting is carried out, and the new slope is rammed by an excavator.

In this embodiment, the method for detecting the sedimentation difference includes: arranging a detection cross section at intervals, arranging a plurality of detection points on each cross section, arranging a settlement plate on each detection point, manufacturing the settlement plate by adopting an iron plate, welding reinforcing steel bars with the length of 15cm at the center point of the iron plate, reversely inserting the reinforcing steel bars of the settlement plate into the surface of a roadbed filling layer during detection to prevent the movement of the settlement plate, then starting a road roller to roll, reading the settlement amount of each detection point once by adopting a level gauge every time, and taking the settlement amount difference value of two adjacent times as compaction settlement difference.

In the embodiment, when the tamping is performed, the equilateral triangle arrangement is adopted, and the tamping points are arranged in an interlaced manner, the distance between the tamping points can be 2.5-3 times of the diameter of the tamping hammer, the tamping energy is more than or equal to 2000 kN.m, the tamping times of each tamping point are determined according to the tamping times and the tamping settlement relation curve of the field test tamping, and meanwhile, the requirements are satisfied: the average tamping settlement of the last two strokes is not more than 50mm, excessive uplift does not occur on the ground around the tamping pit, the lifting of the hammer does not occur due to the fact that the tamping pit is too deep, after the point tamping, the tamping pit is filled up and the road embankment is leveled by a bulldozer, the surface elevation is measured, then the low-energy full tamping is adopted for 2 times, point-by-point low-drop distance tamping is carried out according to the principle that the tamping is overlapped by 1/4 of the hammer diameter, the tamping energy is 1000 kN.m, each point is tamped for 2-3 times, after the surface layer is tamped, the surface elevation is measured again, and when the tamping is stopped, a certain number of points are selected for porosity detection, so that the degree of the improvement of the compaction quality by the dynamic tamping is evaluated.

In this embodiment, in the process of filling the roadbed, the slope protection is completed by adopting a step-by-step filling and step-by-step protection manner, so as to reduce rainwater infiltration into the roadbed filling body.

In this embodiment, after filling the elevation of the substrate to the drainage culvert 16 and the modified ditch 17, the pressure compensation treatment is performed on the substrate to ensure that the bearing capacity of the foundation meets the requirement of not less than 180kPa, and then the construction of the drainage culvert 16 and the modified ditch 17 is performed, and the construction method of the drainage culvert 16 and the modified ditch 17 is as follows:

a1, construction lofting: the plane position, elevation and geometric dimension of the discharge changing ditch 17 and the drainage culvert 16;

a2, supporting a die: manually supporting the template, ensuring that the geometric dimension in the supported template is consistent with the design, and ensuring that the template is firmly and stably connected and has smooth line shape;

a3, setting a settlement joint: setting a settlement joint at a designated position of a wall body of the drainage culvert 16, wherein the joint width is 2-3 cm, and filling the joint with waterproof materials such as asphalt;

a4, pouring a foundation and a wall body of the ditch changing 17 and the drainage culvert 16: constructing according to relevant specifications, vibrating the concrete uniformly, and curing and checking after pouring;

a5, prefabricating a drainage culvert 16 cover plate: and (3) pouring and prefabricating the cover plate, curing the cover plate after the cover plate is poured, and demoulding and lifting the cover plate after the concrete strength reaches the design strength.

Example 3

The technical scheme of the invention is described in detail below by taking Lei Rong expressway Taojiang intercommunication A-turn bridge roadbed engineering as an example in southeast Qian region:

the roadbed filling body is located in the valleys between mountains, the overall stability is good, but the filling height and the filling quantity are huge, the maximum filling height of the center of the roadbed is 63.6m, the maximum slope filling height of the right side is 114.4m, the left side of the roadbed is a filling area 1, and the left side of the filling area 1 is a mountain, as shown in fig. 1.

The right side of the roadbed filling body is a slope, the altitude is 943.71m at the top of the road surface 2, the slope is firstly filled to the position with the altitude of 887.71m by 7 stages, the original river channel is filled, and the slope rates of the slope at each stage from the road surface 2 are 1:1.5, 1:1.75, 1:2 and 1:2 in sequence, and the unit slope height of each stage is 8m; then filling the river channel downstream to the altitude 855.71m by 4 stages of slope setting again to level the original river channel, wherein the slope rates of the 4-stage unit slopes are 1:2, and the height of each stage unit slope is 8m; and finally, 2-level filling is carried out along the downstream of the original river channel at the position 2.5m outside the right side line of the main line 6 Taojiang bridge until reaching the position 837.71m of the altitude, the slope rates are 1:1.5 and 1:1.75, the heights of unit side slopes are 8m and 10m respectively, and the slope is collected by adopting the upward inclined retaining wall 3 at the slope foot of the roadbed. In combination, 13 grades of unit slopes are arranged on the right side of the roadbed, as shown in figure 2.

The first wide platform 4 is arranged at the 7 th-level unit side slope, the height is 887.71m, the platform width is 2-8 m, the roadbed is turned at a certain angle in the transverse filling direction, the 8 th-13 th-level road base body is filled along the original mountain side line, the second wide platform 5 is arranged at the 11 th-level unit side slope, the height is 855.71m, the platform width is 40-52 m, the main line 6 peach river bridge is penetrated downwards, and the arrangement of the wide platforms ensures the safe and convenient construction of the left-width 5-6# and right-width 6-7# main line bridge pier column 7.

The first original mountain rock slope 8 is reserved at the large pile number part from the top of the roadbed to the 7 th-level unit side slope filling body, the second original mountain rock slope 9 is reserved at the large pile number downstream of the first wide platform 4, and the first original mountain rock slope 8 and the second original mountain rock slope can naturally strengthen and support the hundred-meter-level roadbed filling body, so that the overall stability of the roadbed filling body is ensured to a certain extent.

The 1 st to 7 th unit slopes below the road surface 2 on the right side of the roadbed adopt lining arches for grass planting protection and are provided with platform intercepting ditches 10, the first wide platform 4 and the 8 th to 9 th unit slopes adopt 30cm thick mortar rubble to fully pave for slope surface full closure, the 10 th to 11 th unit slopes, the second wide platform 5 and the 12 th to 13 th unit slopes adopt precast blocks to fully pave for mortar pointing for slope surface full closure, and the slope foot is provided with a tilting retaining wall 3 for slope collection. And a first excavation side slope 13 is arranged on the right side of the peach river bridge of the main line 6, and a second excavation side slope 14 is arranged on the left side of the high-filling A ramp AK0+200.

The comprehensive water-proof and drainage system integrating the base blind ditch 15, the drainage culvert 16, the ditch changing 17, the slope lining arch slope surface drainage, the slope sealing protection and the water passing tunnel 18 is constructed, and adverse effects of rainwater infiltration on road base stability and settlement are reduced.

The filler base 20 adopts a 2m x 2m gravel base blind ditch 15 in a Y shape to drain subsurface water seepage to a natural river channel outside the slope toe of the filler.

The culvert is a 4m x 3m (wide x high) reinforced concrete cover plate drainage culvert 16, the inlet of the drainage culvert 16 is a straight wall, the outlet is a straight wing wall, and the inlet and the outlet are connected with a ditch 17. The width of the groove 17 is the same as that of the drainage culvert 16, and the cross section of the groove 17 is shown in figure 3. By arranging the change ditch 17 and the drainage culvert 16, the surface water in the mountain runoff gully on the left side of the filling area 1 is guided and discharged to a natural river channel outside the filling body.

The lining arch post water draining groove, the ramp protecting water draining groove, the platform water intercepting groove 10 and the water draining groove 19 are connected completely in sequence, so that water flow can be smoothly led into the grooves and discharged.

The hundred-meter-level high-fill roadbed occupies the original part of the river channel of the south willow river, so that the river water is led and discharged to the downstream and the existing river channel of the south willow river by a new diversion water tunnel 18. The river water is led to the water tunnel 18 by the diversion wall at the tunnel inlet, and the tunnel outlet is connected with the existing river channel. The design of the inner contour of the water passing tunnel 18 is determined after comprehensive calculation according to the annual flood flow and tunnel longitudinal slope, and the shape and the size of the lining inner contour are comprehensively considered according to factors such as surrounding rock level, structural stress characteristics, convenience in construction and the like. Water tunnel 18 parameters: the single frame has the length of 450m, the building limit width and the height of 7.5m multiplied by 5m, and the maximum burial depth is 94.8m. Design water flow 513m ³ Per second, the tunnel water passing area 86.855m ² 12% of longitudinal slope.

The concrete construction method comprises the following steps:

(1) Preparation for construction

The topography, engineering geology and hydrologic conditions are surveyed, no bad geology affecting the stability of the foundation is planned to be filled in the roadbed, the foundation stability is better, the covering layer is made of crushed stone silty clay and pebble soil, the thickness of the crushed stone silty clay is 0.0-3.5 m, and the thickness of the pebble soil is 2-5 m. The whole filling body is positioned in a V-shaped valley section between mountains, the topography is steep, the upper and lower height difference exceeds 100m, and the overall stability is good. However, the filling height and the filling quantity are huge, and the bottom of the filling body is originally a south willow river channel (no water flow except in the rainy period, mainly mountain slope rainwater confluence in the rainy period, and smaller valley water confluence area), the surface water develops, and the filling sedimentation is easy to be caused because the drainage and filling quality is not well controlled.

(2) Evaluation of Filler road Performance

The road characteristics of the filler are the basis for defining whether the filler can be used as a roadbed filler. Therefore, the sample and the indoor test of the system are required to be carried out on the typical tunnel slag weathered rock, the physical property, the mechanical property and the water-based property of the weathered rock are definitely determined, and the suitability of the weathered rock as roadbed filling is evaluated. The method has the advantages that the rock uniaxial compressive strength test, the point load strength test and other indoor tests prove that the weathered rock of the tunnel slag is mainly harder rock and softer rock and can be used for filling up hundred-meter-level filling roadbed; and the filler is divided into different weathering degrees, namely, the positions of the filler which can be used for filling are divided into: the bottom of the roadbed, the embankment and the roadbed are filled with hard hole slag with good water permeability, and the weathered soft rock is used on the upper part of the embankment as much as possible.

(3) Substrate treatment

The loose soil on the surface layer is completely removed, so that the roadbed filling body is positioned on the rock foundation, the allowable bearing capacity of the foundation is ensured to be larger than the additional stress caused by the roadbed filling body, and the settlement of the foundation part is reduced or avoided to the greatest extent. On a stable slope, when the ground transverse slope is slower than 1:5, removing the turf and humus on the ground surface, and directly filling embankments after compaction; when the ground transverse slope is 1:5-1:2.5, the surface covering layer is removed, meanwhile, a counter slope step 21 is excavated, the step width is not less than 2m, and the ground transverse slope is inclined inwards by 4%.

(4) Setting blind drain

The base blind ditches 15 are arranged at the base 20 along the slope of the original valley topography, and the cross dimension is 2m x 2m, which has obvious effect on reducing the settlement after the construction of the roadbed. The frame of the base blind ditch 15 adopts a reinforcement cage, hard rock with the size of about 200-300 mm is filled in the reinforcement cage, and the outer surface of the reinforcement cage is wrapped by non-woven geotextile to prevent clogging.

(5) Construction of water passing tunnel

The construction of the water passing tunnel 18 is conducted under the guidance of the new law of law. The composite lining is adopted, namely, system anchor rods, reinforcing steel meshes, sprayed concrete, I-shaped steel arches or grid arches are used as primary supports, and advanced support measures such as a big-arch shelter, an advanced small conduit and the like are adopted as auxiliary supports according to different surrounding rock grades, and the secondary lining adopts molded concrete or reinforced concrete. And the level of the surrounding rock of the tunnel is adjusted in real time according to the actual field, and the corresponding support type construction is carried out.

In order to ensure the safety of roadbed filling and smooth river channel running water, a diversion tunnel is constructed before the roadbed filling to lead river water out of the roadbed slope feet from left to right, and the roadbed is filled after the construction of the water passing tunnel 18 is completed.

(6) Roadbed filling

1) Before large-scale filling, test paths are constructed, and technological parameters such as grading composition, grain diameter control, loosening thickness, rolling machine, compaction pass number and the like of the filler are determined to be used as the basis for construction and quality control.

2) The hole slag filler has good water stability and does not disintegrate when meeting water; the thickness, maximum grain size and grading of the rolling layer are in accordance with the requirements of Table 1, and the rock-filled embankment is rolled by a heavy road roller.

TABLE 1 construction parameters of filled embankment

Roadbed part	Thickness of the roller layer(mm)	Maximum particle diameter (mm)	Grading of products
				Embankment for embankment	≤400	≤200	Preferably, it is
Lower embankment	≤500	≤300	Preferably, it is

3) Paving and leveling

And (3) carrying out transportation and paving in a process mode strictly summarized in the test section, calculating the dumping interval of each pile of stones according to the large capacity of the car trailer, marking with lime, and dispatching a special person to command reversing. The super-grain stone is crushed before filling. The paving is required to be stable and close, and all gaps are filled with small stone slag or stone scraps and are stably embedded. A bulldozer is equipped to level and detect the loose thickness. The loose thickness of each layer of the lower embankment is not more than 50cm, and the loose thickness of each layer of the upper embankment is not more than 40cm.

4) Compaction by rolling

Rolling by adopting a heavy road roller with dead weight of more than 26 t. Except for the structure edges which can be rolled transversely, all the edges should be rolled longitudinally. Filling and rolling in layers. In the filling process, the filling materials with larger lithology difference should be filled separately, and soft stone and hard stone cannot be mixed to be used as a layer. The number of the rolling passes is preferably 9-10 times, and the specific rolling mode is static pressure 1 time, weak vibration 1 time and strong vibration 7-8 times. The rolling should be done by overlapping the wheel tracks by 30-40 cm. The roller compaction is needed to be carried out in time after the paving, and the roller compaction is completed on the same day of the paving. The transverse slope of the working surface is not less than 3% in construction, so that no water accumulation on the surface of the roadbed is ensured. The side ditches should be arranged during the construction of the roadbed to prevent the roadbed from being soaked by rainwater. After rain, the softened position must be treated or dried, and the construction of the next working procedure can be carried out after re-compaction. The filler particle size in the range of 1.0m of the lower embankment top layer is not suitable to be larger than 100mm so as to be in transitional connection with other fillers.

5) Compaction quality inspection

The roadbed compaction quality is controlled by construction process parameters and corresponding compaction sedimentation differences, and the compaction sedimentation difference of the last two times under strong vibration compaction is less than or equal to 2mm. The sedimentation difference detection can be arranged with a detection cross section at intervals (such as 60 m), and each cross section can be provided with a plurality of detection points. Each detection point is provided with a sedimentation plate which is made of an iron plate (the length multiplied by the width multiplied by the thickness is 15cm multiplied by 1-2 cm), and a reinforcing steel bar with the length of 15cm is welded at the center point of the iron plate. During detection, the steel bars of the sedimentation plate are reversely inserted into the surface of the roadbed filling layer, so that the sedimentation plate is prevented from moving. And then starting the road roller to roll, and reading the settlement of each detection point once by using a level gauge every time, wherein the settlement difference value of two adjacent times is used as the compaction settlement difference. The result of the on-site test at a loose thickness of 50cm is shown in FIG. 4, and a total of 9 test points are shown. The sedimentation difference of each pass gradually decreases with the increase of the rolling pass number; when strong vibration is carried out until 7 th time, the sedimentation difference of most measuring points is less than or equal to 2mm; when the vibration is strong until the 8 th time, the sedimentation differences are basically less than or equal to 2mm.

The sedimentation difference values at 9 measuring points are averaged every time of rolling for 1 time, and a change curve of the average sedimentation difference with the number of rolling passes when the loose layer is 50cm thick is obtained, as shown in fig. 5. Because the porosity is larger after the filler is paved, the average sedimentation difference is 15.6mm when the filler is rolled (i.e. static pressure) for the 1 st time; in the 2 nd pass of rolling (weak vibration), the average sedimentation difference is slightly reduced to be 12.6mm. After strong vibration rolling is started, the average sedimentation difference data is basically equivalent from Jiang Zhendi times to 5 times, and the average sedimentation difference data is between 5 and 8 mm; when the strong vibration is carried out for 7-8 times, the average sedimentation difference data is less than or equal to 2mm, the requirement is met, and the rolling is stopped. And if the layer is qualified, starting filling construction of the next layer.

6) Dynamic compaction is an effective method for reducing settlement deformation of roadbed after construction. The high-fill roadbed is usually reinforced by dynamic compaction once every 4m of filling. In order to accelerate the natural settlement of the roadbed, reduce the settlement of the roadbed after construction and ensure the pavement 2 to be paved and constructed on time, the filling height of the roadbed in the hundred-meter level is combined, and the high-frequency reinforcement treatment measures of dynamic compaction are adopted once every 2m of filling. The mass of the dynamic compaction rammer is 15-25 t, the bottom surface of the dynamic compaction rammer is circular, 4 vent holes which are vertically penetrated are symmetrically arranged on the bottom surface of the rammer, and the aperture is 300-400 mm. The lifting hammer is 7-12 m in height.

And (5) dynamic compaction is carried out by adopting a mode of high-energy point compaction for 1 time and low-energy full compaction for 2 times. Because the permeability of the stone-filled roadbed is good, the road can be continuously tamped, and the interval time of the tamping times is not considered. When the tamping is performed, the equilateral triangle arrangement is adopted, and the tamping points are arranged in an interlaced manner, the distance between the tamping points can be 2.5-3 times of the diameter of the tamping hammer, the tamping energy is more than or equal to 2000 kN.m, the tamping times of each tamping point are determined according to the tamping times and the tamping settlement relation curve of the on-site test tamping, and meanwhile, the requirements are satisfied: (1) the average ramming settlement of the last two strokes is not more than 50mm; (2) excessive uplift should not occur on the ground around the tamping pit; (3) the problem of lifting the hammer caused by too deep tamping pit is avoided. After tamping, the tamping pit is filled up and the embankment is leveled by a bulldozer, and the surface elevation is measured. And then, tamping for 2 times by using low energy full tamping, and performing point-by-point low drop distance tamping according to the principle of tamping lap joint 1/4 hammer diameter, wherein the tamping energy is 1000 kN.m, and each point is tamped for 2-3 times. After compacting the surface layer, the surface elevation is measured again. When the compaction is stopped, a certain number of points are selected for porosity detection, so as to evaluate the improvement degree of the compaction quality of the dynamic compaction.

7) Roadbed renovation

In order to ensure the compaction quality of the edge part of the roadbed, the right side of the roadbed should be filled with ultra-wide materials, and the compacted width of each filling layer should not be smaller than the design width. And (5) after filling, carrying out slope cutting treatment, and tamping the new slope by using an excavator.

(7) Slope protection

The embankment slope protection adopts a technological mode of 'filling step by step and protecting step by step', so that rainwater is reduced from penetrating into roadbed filling bodies.

1) The 1 st to 7 th unit slopes below the road surface 2 on the right side of the roadbed are protected by grass planting through lining arches, the lining arches are paved through M7.5 grout rubble, and the row spacing of the lining arches is controlled according to 2.5M. (1) The arch ring edging stone adopts a C20 concrete precast block, the thickness is 5cm, and the edging stone surface is 5cm higher than the arch ring surface. The inner space of the arch post water draining grooves is 40cm, and the arch post water draining grooves are in one-to-one correspondence with the upper water grooves. (2) The slope protection drainage channels and the arch drainage channels are also in one-to-one correspondence, the edging stones of the slope protection drainage channels also adopt C20 concrete precast blocks, the thickness is 5cm, and the edging stone surfaces are flush with the platform surfaces. The distance between the drainage grooves of the ramp guard is 40cm. (3) The platform intercepting ditch 10 and the drainage ditch 19 should be connected in sequence completely, and the ditch edge of the water facing side of the drainage ditch 19 must not be raised above the ground surface, and the gap between the ditch edge and the surrounding terrain should be filled and smoothed by cement mortar and the like, so that the water flow can be smoothly converged into the ditch and discharged.

2) The first wide platform 4 and the 8 th-9 th level unit side slopes are closed by 30cm thick slurry rubble, and the corresponding side slope platforms are also closed.

3) The 10 th to 11 th unit slopes, the second wide platform 5 and the 12 th to 13 th unit slopes are sealed by fully paving precast blocks and pointing with mortar, the corresponding slope platforms are also sealed, and the precast blocks are 50cm multiplied by 40cm multiplied by 15cm (length multiplied by width multiplied by thickness). The inclined retaining wall 3 is arranged at the slope foot of the roadbed for slope collection. The upward inclined retaining wall 3 is built by C20 stone concrete, the wall is 10m high, and the related construction requirements of the retaining wall should be referred to the technical Specification for highway subgrade construction (JTG/T3610-2019).

(8) Drainage culvert and ditch change

The waterproof and drainage system is perfected, the rainwater infiltration can be reduced, and the subgrade settlement can be reduced. The rainfall reproduction period of the surface drainage facility design is 30 years, and the section sizes of the ditch 17 and the drainage culvert 16 are subjected to drainage capacity checking, so that the drainage flow requirement of the region is met.

And after filling the foundation to the elevation of the drainage culvert 16 and the ditch 17, carrying out pressure supplementing treatment on the foundation, and ensuring that the bearing capacity of the foundation meets the requirement of not less than 180 kPa. The main construction links are as follows: 1) And (3) construction lofting: the planar position, elevation and geometric dimensions of the discharge changing channel 17 and the drainage culvert 16 are changed, and the length x width of the changing channel 17 and the drainage culvert 16 are 4m x 3m. 2) And (3) supporting a die: and the template is manually supported, so that the geometric dimension in the supported template is matched with the design, and the template is firmly and stably connected and has smooth line shape. 3) Setting of sedimentation joints: setting a settlement joint at a designated position of the wall body of the drainage culvert 16, wherein the joint width is 2-3 cm, and filling the joint with waterproof materials such as asphalt. 4) Pouring the foundation and wall body of the ditch 17 and the drainage culvert 16: strictly constructing according to related specifications, and uniformly vibrating concrete; and (5) maintaining and reporting after pouring. 5) Prefabrication of a drainage culvert cover plate: the cover plate is prefabricated in a centralized manner in a lawn area on the left side of the roadbed. After the cover plate is poured, the cover plate is maintained, and demoulding and lifting are carried out after the strength of the concrete reaches the design strength.

(9) Reasonable arrangement of construction period

Fully considers the influence of the natural sedimentation stabilization time on the subgrade sedimentation, and the subgrade is inverted according to the construction period before filling, and is molded early in hundred-meter level, so that the subgrade is ensured to have undergone at least one complete rainy season or more than 6 months of natural sedimentation stabilization time before the pavement 2 structural layer is paved, and the settlement after the subgrade is effectively reduced.

Filling and detecting a roadbed:

(1) Road bed filling

1) The requirements and the construction process of the graded broken stone filler of the roadbed are strictly controlled, the graded broken stone is medium-hard and hard rock, the particle size of the broken stone is controlled within 10cm, and the good grading of the broken stone is ensured. Soft rock filling is strictly forbidden.

2) The top surface of the roadbed is leveled by adopting stone scraps of hard and medium hard rocks.

3) The road bed is preferably a large-tonnage vibratory roller with a dead weight of 33t or 36t, is preferably filled in four layers, has a compaction thickness of 20cm, has a rolling time of not less than 6 times, and has a porosity of less than or equal to 12%. The loose thickness and the number of rolling passes can be determined by the field test section.

(2) Road bed deflection detection

The deflection of the top surface of the roadbed is detected by adopting the Beckman beam method, the detection data are shown in Table 2, the deflection representative value is 132.7 (0.01 mm), and the design requirement of the deflection representative value control standard less than or equal to 180 (0.01 mm) is met.

Table 2 road bed deflection test detection

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And (3) roadbed settlement monitoring:

and constructing a settlement monitoring system of the high-fill roadbed, and monitoring the surface settlement of the roadbed so as to know the settlement and the stable state of the roadbed in real time and provide detailed data support for paving the pavement 2.

(1) Station arrangement

And 3-4 roadbed surface settlement monitoring points are respectively arranged at each level of unit slope platforms on the right side of the roadbed. The settlement monitoring pile is cast in situ by adopting concrete, the section size of the settlement monitoring pile is cuboid with the length of 30cm multiplied by 15cm (length multiplied by width multiplied by height), and the lower part of the concrete cuboid is fixed by adopting a reinforcing steel bar with the length of more than 0.5m to be inserted into a platform. The center of the concrete cuboid monitoring pile is embedded with a cross-shaped monitoring nail.

(2) Monitoring frequency

The frequency of settlement monitoring is mainly determined according to rainfall conditions, construction dynamics, roadbed deformation changes and other factors, the roadbed filling period is preferably monitored once in 3-5 days, the filling intermittent period is preferably observed once in 5-7 days, the filling protection period is preferably measured once in 7-10 days in the first 3 months after the filling protection is finished, and the roadbed filling protection period is preferably measured once in 10-15 days after 3 months. When the monitoring result is relatively stable, the monitoring frequency can be properly reduced. The monitoring frequency should be increased when the following occurs: (1) the monitoring data reach an early warning value; (2) the monitoring data has larger change or faster speed; (3) obvious subsidence, cracks, slippage and toe uplift appear on the roadbed, and the sign of instability is shown; (4) the rainfall is greater than 50mm/d for 3 continuous days. The ground surface inspection and deformation monitoring are synchronously carried out, and timely processing and feedback are achieved when abnormality is found.

(3) Monitoring period

To ensure the safety of the subgrade during construction and operation, the monitoring period is the entire subgrade construction period and 2 hydrologic years of operation.

(4) Monitoring results

And (5) timely checking, sorting and analyzing the monitoring result, and eliminating the observation error. When the result is abnormal, the inspection should be enhanced, the phenomena of road surface cracks, subsidence, uplift and the like should be closely observed, the reasons should be searched, retest should be carried out when necessary, and the geological exploration work should be supplemented. And drawing the monitoring result into a corresponding chart, analyzing the settlement development trend of the roadbed, calculating the settlement rate, calculating the settlement amount after construction, and providing data support for reasonably determining the paving time of the pavement 2. The subgrade settlement-time-load relationship curves of the monitoring points at the 1 st to 5 th level unit slope platforms are shown in fig. 6 and 7. And taking the control standard of pavement 2 structural layer pavement after the average value of settlement amounts to be continuously monitored for 3 months is not more than the settlement rate of 4 mm/month.

The foregoing description is only a preferred embodiment of the present invention, and is not intended to limit the technical scope of the present invention, so any minor modifications, equivalent changes and modifications made to the above embodiments according to the technical principles of the present invention still fall within the scope of the technical solutions of the present invention.

Claims (8)

1. The utility model provides a hundred-meter-level high fill structure which is characterized in that, including setting up the road bed filling body in mountain side, be provided with the filling district between road bed filling body and the mountain, the top of road bed filling body is provided with the road surface, one side that the road bed filling body is kept away from the mountain is provided with the side slope, the toe department of side slope is provided with the back-up retaining wall, the side slope includes first side slope, second side slope and the third side slope that sets gradually from top to bottom, the junction of first side slope with the second side slope is provided with first wide platform, the junction of second side slope and third side slope is provided with the wide platform of second side slope;

the surface of the first side slope is provided with a plurality of platform intercepting ditches, the surface of the first side slope is provided with a lining arch structure, the surfaces of the first wide platform and the upper half section of the second side slope adopt a slurry rubble slope protection structure, and the surfaces of the lower half section of the second side slope, the surface of the second wide platform and the surface of the third side slope all adopt precast block slope protection structures;

the first side slope, the second side slope and the third side slope all comprise a plurality of levels of unit side slopes, and the slope rate of the unit side slopes is 1:1.5 or 1:1.75 or 1:2.

2. The hundred-meter-level high-fill structure according to claim 1, wherein a large pile number part of the first side slope is reserved and provided with a first original mountain rock slope, and a large pile number downstream part of the first wide platform is reserved and provided with a second original mountain rock slope.

3. The hundred-meter-level high-fill structure according to claim 1, wherein a base blind ditch is arranged at the bottom of the roadbed filling body along the slope surface of the original valley topography, a water passing tunnel is arranged outside the toe of the roadbed filling body, a ditch changing area and a slope are arranged, a drainage culvert is arranged below the pavement, and the drainage culvert is communicated with the ditch changing area.

4. A method of constructing a hundred-meter-level high fill structure as defined in any one of claims 1 to 3, comprising the steps of:

s1, preparation before construction: the topography, engineering geology and hydrologic conditions are explored, so that no bad geology affecting the stability of the foundation in the filling body of the planned roadbed is ensured, and the foundation stability is good;

s2, evaluating the performance of the filler road: sampling typical tunnel slag weathered rock and performing systematic indoor test to determine the physical properties, mechanical properties and water-based properties of the weathered rock, and evaluating the suitability of the weathered rock as roadbed filler;

S3, substrate treatment: completely removing loose soil on the surface layer, enabling the roadbed filling body to be positioned on a rock foundation, ensuring that the allowable bearing capacity of the foundation is larger than the additional stress caused by the roadbed filling body, reducing or avoiding settlement of a foundation part, removing surface turf and humus soil on a stable slope when the slope rate of a ground cross slope is smaller than 1:5, directly filling the roadbed after compaction, and removing a surface covering layer when the slope rate of the ground cross slope is between 1:5 and 1:2.5, and simultaneously excavating a counter slope step;

s4, setting a substrate blind ditch: arranging a base blind ditch along the original valley topography slope surface at the base, wherein the cross dimension of the base blind ditch is 2m multiplied by 2m, a steel reinforcement cage is adopted as a frame of the base blind ditch, hard rock with the dimension of 200-300 mm is filled in the base blind ditch, and the base blind ditch is wrapped by nonwoven geotextile to prevent clogging;

s5, construction of a water passing tunnel: the construction of the water passing tunnel is guided by a new Ottoman principle, a composite lining is adopted, system anchor rods, a reinforcing mesh, sprayed concrete, an I-shaped steel arch frame or a grid arch frame are used as primary supports, a big pipe shed and an advanced small conduit are used as auxiliary supports according to different surrounding rock grades for advanced support, and the secondary lining adopts molded concrete or reinforced concrete;

S6, roadbed filling: building a test path before large-scale filling, and determining the grading composition, grain diameter control, loose paving thickness, rolling machinery, compaction pass number and relative compaction sedimentation difference of the filler as the basis of construction and quality control; transporting and paving according to a process mode obtained through summary of a test road, calculating the dumping interval of each pile of stone according to the capacity of an automobile trailer, making marks by lime, then discharging according to the marks, leveling by a bulldozer after discharging, detecting the loose paving thickness, wherein the loose paving thickness of each layer of a lower embankment is not more than 50cm, and the loose paving thickness of each layer of an upper embankment is not more than 40cm; after loose paving is finished, rolling by adopting a heavy road roller with the dead weight of more than 26t, wherein the specific rolling mode is static pressure rolling for 1 time, weak vibration rolling for 1 time and strong vibration rolling for 7-8 times, and the rolling is carried out for overlapping the tracks by 30-40 cm; the roadbed compaction quality is controlled by construction process parameters and relative compaction sedimentation difference, and the compaction sedimentation difference of the last two times under strong vibration compaction is less than or equal to 2mm; in the process of filling the roadbed, high-frequency reinforcement treatment measures of dynamic compaction are adopted once every filling for 2m, and each dynamic compaction adopts a mode of high-energy point compaction for 1 time and low-energy full compaction for 2 times; and (5) after filling, slope cutting is carried out, and the new slope is rammed by an excavator.

5. The method for constructing a hundred-meter-level high-fill structure according to claim 4, wherein the method for detecting the sedimentation difference comprises: arranging a detection cross section at intervals, arranging a plurality of detection points on each cross section, arranging a settlement plate on each detection point, manufacturing the settlement plate by adopting an iron plate, welding reinforcing steel bars with the length of 15cm at the center point of the iron plate, reversely inserting the reinforcing steel bars of the settlement plate into the surface of a roadbed filling layer during detection to prevent the movement of the settlement plate, then starting a road roller to roll, reading the settlement amount of each detection point once by adopting a level gauge every time, and taking the settlement amount difference value of two adjacent times as compaction settlement difference.

6. The construction method of the hundred-meter-level high-filling structure according to claim 4, wherein the construction method is characterized in that when the construction method is used for tamping, the construction method adopts equilateral triangle arrangement and performs interlaced tamping, the distance between tamping points is 2.5-3 times of the diameter of the tamping hammer, the tamping energy is more than or equal to 2000 kN.m, the tamping times of each tamping point are determined according to the tamping times and the tamping settlement relation curve of the site test tamping, and meanwhile, the construction method meets the following conditions: the average tamping settlement of the last two strokes is not more than 50mm, excessive uplift does not occur on the ground around the tamping pit, the lifting of the hammer does not occur due to the fact that the tamping pit is too deep, after the point tamping, the tamping pit is filled up and the road embankment is leveled by a bulldozer, the surface elevation is measured, then the low-energy full tamping is adopted for 2 times, point-by-point low-drop distance tamping is carried out according to the principle that the tamping is overlapped by 1/4 of the hammer diameter, the tamping energy is 1000 kN.m, each point is tamped for 2-3 times, after the surface layer is tamped, the surface elevation is measured again, and when the tamping is stopped, a certain number of points are selected for porosity detection, so that the degree of the improvement of the compaction quality by the dynamic tamping is evaluated.

7. The construction method of a hundred-meter-level high-fill structure according to claim 4, wherein the slope protection is completed in a step-by-step filling and step-by-step protection manner in the process of filling the roadbed, so as to reduce rainwater infiltration into the roadbed filling body.

8. The construction method of a hundred-meter-level high fill structure according to claim 4, wherein after filling up to the base elevation of the drainage culvert and the modified ditch, the base is subjected to pressure compensation treatment to ensure that the bearing capacity of the foundation meets the requirement of not less than 180kPa, and then the drainage culvert and the modified ditch are constructed, the construction method of the drainage culvert and the modified ditch is as follows:

a1, construction lofting: discharging the plane position, elevation and geometric dimension of the ditch and the drainage culvert;

a2, supporting a die: manually supporting the template, ensuring that the geometric dimension in the supported template is consistent with the design, and ensuring that the template is firmly and stably connected and has smooth line shape;

a3, setting a settlement joint: setting a settlement joint at a designated position of the drainage culvert wall body, wherein the joint width is 2-3 cm, and filling the joint with waterproof materials such as asphalt;

a4, pouring a foundation and a wall body of the ditch-changing and drainage culvert: constructing according to relevant specifications, vibrating the concrete uniformly, and curing and checking after pouring;

a5, prefabricating a drainage culvert cover plate: and (3) pouring and prefabricating the cover plate, curing the cover plate after the cover plate is poured, and demoulding and lifting the cover plate after the concrete strength reaches the design strength.