Truss-type widening structure of roadbed

Abstract

The utility model relates to the technical field of roadbed engineering, concretely relates to a truss type help wide structure of roadbed, including support truss and replacement foundation, support truss sets up in one side of existing roadbed and with the existing roadbed is adapted, replacement foundation sets up in the below of support truss, replacement foundation is used for carrying support truss to avoid the settlement of support truss, support truss can bear upper load to avoid structural deformation. The utility model uses the support truss of rigid frame structure as the main frame of help wide structure, has enough rigidity to resist upper load, can avoid structural deformation, and then avoids the settlement due to the insufficient rigidity of structure itself, adopts the replacement foundation of light replacement material, and the bearing capacity of support truss and its upper load is better, can avoid the settlement of support truss and its upper load compression replacement foundation to the greatest extent.

Description

Technical Field

[0001] This utility model relates to the field of roadbed engineering technology, and in particular to a truss-type side-width structure for roadbeds. Background Technology

[0002] With the widespread implementation of new construction and expansion projects for railways and highways, a large number of existing railway and highway subgrade widening projects are inevitable. Under the combined action of the widening fill and the loads of the track and vehicles, the existing subgrade may experience additional uneven vertical settlement and lateral deformation. Existing widening subgrades often use earth and rock fill similar to the existing subgrade for filling. However, earth and rock have a large self-weight and poor stiffness. On the one hand, the widening fill will press down on the original foundation under its own weight, causing uneven settlement. On the other hand, the widening fill itself will also undergo structural deformation due to insufficient stiffness, resulting in significant uneven settlement. However, high-speed railway ballastless track has very strict requirements for settlement and deformation control. Conventional widening technology is difficult to meet the settlement and deformation control problems of existing subgrades and widening subgrades. Therefore, it is urgent to further improve the existing widening structure to overcome the above-mentioned technical problems of uneven settlement. Utility Model Content

[0003] The purpose of this utility model is to overcome the technical problems of existing earthwork embankment structures having a large self-weight that presses down on the original foundation and having poor rigidity that easily leads to structural deformation and uneven settlement, and to provide a truss-type embankment structure for roadbeds.

[0004] In a first aspect, the present invention provides a truss-type sidewall structure for a roadbed, comprising a supporting truss and a replacement foundation. The supporting truss is disposed on one side of an existing roadbed and adapted to the existing roadbed. The replacement foundation is disposed below the supporting truss and is used to support the supporting truss to prevent the supporting truss from settling. The supporting truss is capable of withstanding upper loads to prevent structural deformation.

[0005] This utility model uses a supporting truss as the main frame of the widening structure. Its shape can match the slope of the existing roadbed. Installed on one side of the existing roadbed, it can widen the roadbed. The supporting truss is a rigid frame structure with sufficient stiffness to resist the upper load, which can avoid structural deformation and thus avoid settlement due to insufficient structural stiffness. The foundation below the supporting truss adopts a replacement foundation, which means excavating the original foundation and filling it with replacement material. The replacement material can be a lightweight material with a lower density than the original foundation material before replacement, and a higher stiffness than the original foundation material before replacement. Furthermore, the self-weight of the supporting truss is lighter than that of the existing earth and rock fill. In other words, the replacement foundation has better bearing capacity for the supporting truss and the load above it, which can minimize the risk of settlement caused by the supporting truss and the upper load compressing the replacement foundation.

[0006] Preferably, the supporting truss is provided with diagonal bracing.

[0007] Specifically, the cross-section of the support truss can be designed as a parallelogram-like structure. Diagonal bracing structures are set at the diagonal positions of the parallelogram in the cross-section of the support truss. This can enhance the overall stiffness, compressive strength, and load-bearing capacity of the support truss, and prevent the support truss from being compressed and deformed when subjected to upper loads (such as road panels, tracks on the road, vehicles, etc.). The diagonal bracing structure can also improve the overall mechanical properties of the support truss.

[0008] Preferably, a rigid base plate is provided between the supporting truss and the replacement foundation.

[0009] Since the supporting truss is a hollow frame structure, the stress point between its bottom and the replacement foundation will be concentrated on the side frame of the supporting truss. This may cause local compression of the replacement foundation at the stress point, resulting in settlement. To address this, a rigid base plate can be placed between the supporting truss and the replacement foundation. The rigid base plate is a rigid structure as a whole. When it covers the replacement foundation, the load of the supporting truss can be evenly distributed on the replacement foundation, making the replacement foundation bear the force evenly and avoiding settlement caused by local compression.

[0010] Preferably, the width of the rigid base plate, the width of the replacement foundation, and the width of the bottom of the supporting truss are consistent.

[0011] Here, the width of the rigid base plate, the width of the replacement foundation, and the width of the bottom of the supporting truss are all dimensions along the width direction of the existing roadbed, that is, the dimensions on the cross-section of the existing roadbed. Keeping the widths of the above three the same allows the supporting truss and the rigid base plate to completely cover the upper surface of the replacement foundation. This allows the rigid base plate, the supporting truss, and the upper load to be completely and evenly distributed on the replacement foundation. It can maximize the use of the load-bearing area on the upper surface of the replacement foundation to disperse the load, reduce the pressure on the replacement foundation, and thus avoid settlement as much as possible.

[0012] Preferably, the top of the supporting truss is provided with a panel assembly, and the height of the upper surface of the panel assembly is the same as the height of the upper surface of the existing roadbed.

[0013] Installing panel components on the upper part of the supporting truss can form a road structure, which facilitates the installation of road facilities such as tracks on the road surface to facilitate the passage of vehicles and people. It also keeps the upper surface of the panel components flush with the upper surface of the existing roadbed, so that the widening structure and the existing roadbed can form an integral widened road structure.

[0014] Preferably, the panel assembly includes a horizontally arranged first panel, the upper surface of which is flush with the upper surface of the existing roadbed; and a plurality of first stiffening ribs are arranged on the lower surface of the first panel along the width direction of the roadbed.

[0015] Preferably, the panel assembly further includes a horizontally arranged second panel, which is disposed on top of the support truss and below the first panel; the upper surface of the second panel is provided with a plurality of second stiffening ribs along the width direction of the roadbed.

[0016] The use of a double-layer panel structure with multiple stiffening ribs significantly improves the rigidity and compressive strength of the panel structure. Placing the stiffening ribs on the lower surface of the upper panel and the upper surface of the lower panel creates a flat mounting surface for the panel components, facilitating the installation of facilities above the road surface and connection with the supporting truss below. The stiffening ribs can be installed along the length of the roadbed, meaning their length direction is consistent with that of the roadbed. The cross-section of the stiffening ribs can be formed into a trapezoidal structure, providing sufficient compressive and deformation resistance, thus improving the rigidity of the panel and preventing road settlement caused by deformation of the panel under load from the upper part of the road.

[0017] Preferably, the system includes several support trusses, which are sequentially spliced ​​along the length of the roadbed. Each of the support trusses is equipped with a counterweight and a slide rail. The slide rail is arranged along the width of the roadbed, and the counterweight can slide along the slide rail to adjust the center of gravity of the support truss.

[0018] Since the roadbed requiring widening is typically quite long, multiple supporting trusses are sequentially spliced ​​along their length to form the widening structure. Each supporting truss is equipped with a counterweight and a sliding rail. The sliding rail is positioned along the width of the roadbed, ensuring its length aligns with the roadbed's width. By adjusting the position of the counterweight on the sliding rail, the center of gravity of the supporting truss is adjusted. Specifically, this adjustment is made based on the load above the supporting truss. If the load is applied far from the existing roadbed, the counterweight can be moved closer to the existing roadbed, thus adjusting the center of gravity closer to the middle of the supporting truss and further preventing uneven settlement. Similarly, if the load is applied close to the existing roadbed, the counterweight can be moved further away, again adjusting the center of gravity closer to the middle of the supporting truss, achieving the same effect of preventing uneven settlement.

[0019] Preferably, the filler material in the replacement foundation includes lightweight concrete.

[0020] The fill material for the replacement foundation can be lightweight concrete. The density of lightweight concrete is less than that of the original foundation material (such as earth and stone) before the replacement foundation, and the stiffness of lightweight concrete is greater than that of the original foundation material (such as earth and stone) before the replacement foundation. This can improve the bearing capacity of the replacement foundation for the supporting truss and the load above it, and can minimize the risk of settlement caused by the compression of the replacement foundation by the supporting truss and the load above it.

[0021] Preferably, the rigid base plate is embedded with reinforcing bars, and the rigid base plate is made of cast-in-place concrete.

[0022] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0023] This utility model provides a truss-type widening structure for roadbeds. By using a supporting truss as the main frame of the widening structure, its shape can match the slope of the existing roadbed. Installed on one side of the existing roadbed, it can widen the roadbed. The supporting truss is a rigid frame structure with sufficient stiffness to resist the upper load, which can avoid structural deformation and thus avoid settlement due to insufficient structural stiffness. The foundation below the supporting truss adopts a replacement foundation, which means that the original foundation is excavated and then filled with replacement material. The replacement material can be a lightweight material with a lower density than the original foundation material before replacement, and a higher stiffness than the original foundation material before replacement. Furthermore, the self-weight of the supporting truss is lighter than that of the existing earth and rock fill material. In other words, the replacement foundation has better bearing capacity for the supporting truss and the load above it, which can minimize the settlement caused by the supporting truss and the upper load compressing the replacement foundation. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the truss-type side-width structure of the roadbed according to this utility model and the cross-section of an existing roadbed.

[0025] Figure 2 This is a top-view perspective diagram of the truss-type side-width structure of the roadbed according to this utility model and an existing roadbed.

[0026] Marked in the image:

[0027] 1. Existing roadbed; 2. Support truss; 21. Diagonal brace; 22. Counterweight; 23. Slide rail; 3. Replacement foundation; 4. Rigid base plate; 5. Panel assembly; 51. First panel; 52. Second panel; 53. First stiffening rib; 54. Second stiffening rib; 6. Track; 7. Vehicle. Detailed Implementation

[0028] The present invention will be further described in detail below with reference to specific embodiments. However, it should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0029] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of this utility model is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the utility model solution or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on this utility model.

[0030] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0031] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0032] Furthermore, in the description of the embodiments of this utility model, "several", "multiple", and "several" represent at least two. The number can be any number, such as two, three, four, five, six, seven, eight, or nine, and can even exceed nine.

[0033] Furthermore, in the description of the technical solution of this utility model, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "equipped with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0034] Example 1

[0035] This embodiment provides a truss-type sidewall structure for roadbeds.

[0036] Figure 1 This is a schematic diagram of the truss-type side-width structure of the roadbed according to this utility model and the cross-section of an existing roadbed. Figure 2 This is a top-view perspective diagram of the truss-type side-width structure of the roadbed according to this utility model and an existing roadbed.

[0037] like Figures 1 to 2As shown in the figure, the truss-type sidewall structure of the roadbed in this embodiment includes a support truss 2 and a replacement foundation 3. The support truss 2 is located on one side of the existing roadbed 1 and is adapted to the existing roadbed 1. The replacement foundation 3 is located below the support truss 2. The replacement foundation 3 is used to support the support truss 2 to prevent the support truss 2 from settling. The support truss 2 can withstand the upper load to prevent structural deformation.

[0038] This utility model uses a supporting truss 2 as the main frame of the widening structure. Its shape can match the slope of the existing roadbed 1. Installed on one side of the existing roadbed 1, it can widen the roadbed. The supporting truss 2 is a rigid frame structure with sufficient rigidity to resist the upper load, which can avoid structural deformation and thus avoid settlement due to insufficient structural rigidity. The foundation below the supporting truss 2 adopts a replacement foundation 3, which means that the original foundation is excavated and then filled with replacement material. The replacement material can be a lightweight material with a lower density than the original foundation material before the replacement foundation 3, and a higher rigidity than the original foundation material before the replacement foundation 3. Furthermore, the self-weight of the supporting truss 2 is lighter than that of the existing earth and rock fill. In other words, the replacement foundation 3 has better bearing capacity for the supporting truss 2 and the load above it, which can minimize the risk of settlement caused by the supporting truss 2 and the load above it compressing the replacement foundation 3.

[0039] In this embodiment, the supporting truss 2 is provided with diagonal braces 21. Specifically, the cross-section of the supporting truss 2 can be designed as a parallelogram-like structure. Diagonal braces 21 are provided at the diagonal positions of the parallelogram in the cross-section of the supporting truss 2. This can enhance the overall stiffness, compressive strength, and load-bearing capacity of the supporting truss 2, and prevent the supporting truss 2 from being compressed and deformed when subjected to upper loads (such as road surface panels, tracks 6 on the road surface, vehicles 7, etc.). The diagonal braces 21 structure can improve the overall mechanical performance of the supporting truss 2. Here, there can be multiple diagonal braces 21, and multiple diagonal braces 21 can be arranged in multiple supporting trusses 2 along the length direction of the roadbed.

[0040] In this embodiment, a rigid base plate 4 is provided between the supporting truss 2 and the replacement foundation 3. Since the supporting truss 2 is a hollow frame structure, the stress point between its bottom and the replacement foundation 3 will be concentrated on the side frame of the supporting truss 2, which may cause local compression of the replacement foundation 3 at the stress point and result in settlement. Therefore, a rigid base plate 4 can be placed between the supporting truss 2 and the replacement foundation 3. The rigid base plate 4 is a rigid structure as a whole, and its covering on the replacement foundation 3 can make the load of the supporting truss 2 act evenly on the replacement foundation 3, so that the replacement foundation 3 is subjected to uniform stress and can avoid settlement caused by local compression. Here, the rigid base plate 4 can be a reinforced concrete base plate, which can be reinforced with steel bars (not shown in the figure) installed on the construction site and cast in place with concrete. After the concrete is poured, the steel bars can be embedded in the rigid base plate 4. Of course, the rigid base plate 4 can also be made of other materials, as long as it is a rigid material and can withstand the upper load without deformation. This utility model does not make specific limitations in this regard.

[0041] Optionally, the width of the rigid base plate 4, the width of the replacement foundation 3, and the width of the bottom of the supporting truss 2 can be kept consistent. Here, the width of the rigid base plate 4, the width of the replacement foundation 3, and the width of the bottom of the supporting truss 2 are all dimensions along the width direction of the existing roadbed 1, that is, the dimensions on the cross-section of the existing roadbed 1. Keeping the widths of the above three (rigid base plate 4, replacement foundation 3, and bottom of supporting truss 2) the same allows the supporting truss 2 and the rigid base plate 4 to completely cover the upper surface of the replacement foundation 3. This allows the rigid base plate 4, the supporting truss 2, and the upper load to be completely and evenly distributed on the replacement foundation 3. This maximizes the use of the load-bearing area on the upper surface of the replacement foundation 3 to disperse the load, reduce the pressure on the replacement foundation 3, and thus minimize the occurrence of settlement.

[0042] Similarly, multiple support trusses 2 can be sequentially spliced ​​along the length of the roadbed. A rigid base plate 4 is installed under each support truss 2. The rigid base plate 4 can also cover the replacement foundation 3 below along the length of the roadbed, which can ensure that every part of the replacement foundation 3 is evenly stressed and avoid uneven settlement.

[0043] In this embodiment, the top of the supporting truss 2 is provided with a panel assembly 5, and the height of the upper surface of the panel assembly 5 is the same as the height of the upper surface of the existing roadbed 1. Installing the panel assembly 5 on the upper part of the supporting truss 2 can form a road surface structure, which can facilitate the installation of road facilities such as tracks 6 on the road surface to facilitate the passage of vehicles 7 and people, and keep the upper surface of the panel assembly 5 flush with the upper surface of the existing roadbed 1, so that the widening structure and the existing roadbed 1 can form an integral widened road surface structure.

[0044] In this embodiment, the panel assembly 5 includes a first panel 51 and a second panel 52 stacked on top of each other. The lower surface of the first panel 51 is provided with a plurality of first stiffening ribs 53 along the width direction of the roadbed, and the upper surface of the second panel 52 is provided with a plurality of second stiffening ribs 54 along the width direction of the roadbed. The use of a stacked double-layer panel structure and the provision of a plurality of stiffening ribs on the panels can significantly improve the rigidity and compressive strength of the panel structure. The stiffening ribs are placed on the lower surface of the upper panel and the upper surface of the lower panel, so that the upper and lower surfaces of the panel assembly 5 can form a flat installation surface, which facilitates the installation of facilities above the road surface and the connection with the supporting truss 2 below. The stiffening ribs can be set along the length direction of the roadbed, that is, the length direction of the stiffening ribs is consistent with the length direction of the roadbed. The cross-section of the stiffening ribs can be formed into a trapezoidal structure, which has sufficient compressive and deformation resistance, which can improve the rigidity of the panel and prevent the panel from deforming under the load of the upper road surface, thus preventing road settlement.

[0045] Specifically, the first panel 51 and the second panel 52 can both be orthotropic steel panels, and the materials of the first stiffening rib 53 and the second stiffening rib 54 can both be steel. The first stiffening rib 53 can be welded to the lower surface of the first panel 51, and the second stiffening rib 54 can be welded to the upper surface of the second panel 52. Of course, the first panel 51, the second panel 52, the first stiffening rib 53 and the second stiffening rib 54 can also be made of other rigid materials. The specific structure of the panel assembly 5 can also be other forms of pressure-resistant panels besides orthotropic steel panels. This utility model does not make specific limitations in this regard.

[0046] In this embodiment, the support structure includes multiple support trusses 2, which are spliced ​​together sequentially along the length of the roadbed. Each support truss 2 is provided with a counterweight 22 and a slide rail 23. The slide rail 23 is arranged along the width of the roadbed, and the counterweight 22 can slide along the slide rail 23 to adjust the center of gravity of the support truss 2.

[0047] Since the roadbed requiring widening is typically quite long, multiple supporting trusses 2 need to be sequentially spliced ​​along their length to form a widening structure. Each supporting truss 2 is equipped with a counterweight 22 and a slide rail 23. The slide rail 23 can be positioned along the width direction of the roadbed, meaning its length direction is aligned with the width direction of the roadbed. By adjusting the position of the counterweight 22 on the slide rail 23, the center of gravity of the supporting truss 2 can be adjusted. Specifically, this adjustment can be made based on the load above the supporting truss 2. If the load above the supporting truss 2... If the load is applied far from the existing roadbed 1, the position of the counterweight 22 can be adjusted to be close to the existing roadbed 1, thereby adjusting the center of gravity of the support truss 2 to be close to the middle position of the support truss 2, which can further prevent uneven settlement. Similarly, if the load applied above the support truss 2 is close to the existing roadbed 1, the position of the counterweight 22 can be adjusted to be far from the existing roadbed 1, thereby adjusting the center of gravity of the support truss 2 to be close to the middle position of the support truss 2, which can also achieve the technical effect of preventing uneven settlement.

[0048] Optionally, the fill material in the replacement foundation 3 may include lightweight concrete. Specifically, lightweight concrete can be used as the fill material in the replacement foundation 3. The unit weight of lightweight concrete is less than that of the original foundation material (such as earth and rock) before replacement, and the stiffness of lightweight concrete is greater than that of the original foundation material (such as earth and rock) before replacement. This improves the bearing capacity of the replacement foundation 3 for the supporting truss 2 and the load above it, and minimizes the risk of settlement caused by the compression of the replacement foundation 3 by the supporting truss 2 and the load above it. Of course, other suitable materials can be used as fill materials in the replacement foundation 3 to replace the aforementioned lightweight concrete; this invention does not specifically limit this.

[0049] Example 2

[0050] This embodiment provides a design method for a truss-type sidewall structure of a roadbed.

[0051] The design method of the truss-type side-width structure of the roadbed in this embodiment can be used to design and verify the truss-type side-width structure of the roadbed as in Embodiment 1. The supporting truss 2 is provided with a counterweight block 22 and a slide rail 23. A rigid base plate 4 is provided between the supporting truss 2 and the replacement foundation 3. A panel assembly 5 is provided on the top of the supporting truss 2. A track 6 and a vehicle 7 are provided on the panel assembly 5.

[0052] The design methodology includes zero-additional-load verification, which includes the following steps:

[0053] S1: Calculate the load G1 of the slide rail 23 per meter along the length of the roadbed, the load G2 of the counterweight block 22, the load G3 of the original foundation soil of the replacement foundation 3 before replacement, the load G4 of the rigid base plate 4, and the load G5 of the replacement foundation 3.

[0054] ;

[0055] ;

[0056] ;

[0057] ;

[0058] ;

[0059] In the above formulas: F1 is the load of slide rail 23, F2 is the load of counterweight block 22, and D 1~2 The distance between two adjacent sets of slide rails 23 and counterweights 22 along the length of the roadbed is γ3, which is the unit weight of the original foundation soil, γ4 is the unit weight of the rigid base plate 4, γ5 is the unit weight of the replacement foundation 3, S3 is the area of ​​the foundation soil in the cross-sectional direction of the roadbed, S4 is the area of ​​the rigid base plate 4 in the cross-sectional direction of the roadbed, and S5 is the area of ​​the replacement foundation 3 in the cross-sectional direction of the roadbed.

[0060] S2: Calculate the total load G of the sidewall structure and track 6 and vehicle 7 loads per meter along the length of the roadbed.

[0061] G = G1 + G2 + G4 + G5 + G6 + G7 + G8;

[0062] Wherein: G6 is the load of vehicle 7 per linear meter along the length of the roadbed, G7 is the load of track 6 per linear meter along the length of the roadbed, and G8 is the load of support truss 2 per linear meter along the length of the roadbed.

[0063] The specific parameter values ​​of G6, G7, and G8 can be obtained through estimation and actual measurement.

[0064] S3: Determine the relationship between G and G3. Specifically, the total load G of the sidewall structure and the loads of tracks 6 and vehicles 7 per linear meter along the roadbed should not exceed the original foundation soil load G3. This ensures that the additional load is not greater than zero, avoiding additional uneven vertical settlement and lateral deformation. Specifically, if G≤G3, the sidewall structure will not settle; if G>G3, the sidewall structure will settle, requiring adjustment of the above design parameters and re-substitution into the formula for verification until the calculated G≤G3.

[0065] In this embodiment, the design method also includes total load eccentricity check and minimum eccentricity check for the most unfavorable load. The total load eccentricity check must satisfy the following formula:

[0066] G7L7+G8L8=G2L2;

[0067] The following formula must be satisfied for the small eccentricity check under the most unfavorable load:

[0068] ;

[0069] Wherein: L7 is the horizontal distance between the load of panel assembly 5 and track 6 and the centerline of rigid base plate 4, L8 is the horizontal distance between the support truss 2 and the centerline of rigid base plate 4, L2 is the horizontal distance between counterweight block 22 and the centerline of rigid base plate 4, L6 is the horizontal distance between the load of vehicle 7 and the centerline of rigid base plate 4, and B4 is the width of rigid base plate 4.

[0070] If the above two equations are not satisfied after substituting the parameters for total load eccentricity verification and minimum eccentricity verification under the most unfavorable load, the design parameters need to be readjusted until the above two equations are satisfied after substituting the parameters for verification.

[0071] It should be noted that during the calculation process, all the above parameters must be calculated using the same units; otherwise, calculation errors will occur. Specifically, for example, the units of G, G1, G2, G3, G4, G5, G6, G7, and G8 are kN / m, and the units of F1 and F2 are kN. 1~2 The unit for γ1 is m, and the units for γ3, γ4, and γ5 are kN / m. 3 The units for S3, S4, and S5 are meters. 2 The units for L2, L6, L7, L8, and B4 are in meters (m). If the units need to be changed for calculation, the units of all parameters must be changed synchronously to unify the dimensions.

[0072] In summary, this utility model provides a truss-type widening structure for roadbeds. By using a supporting truss as the main frame of the widening structure, its shape can match the slope of the existing roadbed. Installed on one side of the existing roadbed, it can widen the roadbed. The supporting truss is a rigid frame structure with sufficient stiffness to resist the upper load, avoiding structural deformation and thus preventing settlement due to insufficient structural stiffness. The foundation below the supporting truss adopts a replacement foundation, which involves excavating the original foundation and replacing it with replacement material. The replacement material can be a lightweight material with a lower density than the original foundation material before replacement, and a higher stiffness. Furthermore, the self-weight of the supporting truss is lighter than that of existing earth and rock fill. In other words, the replacement foundation has better bearing capacity for the supporting truss and the load above it, minimizing the risk of settlement caused by the supporting truss and the upper load compressing the replacement foundation.

[0073] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A truss-type side-width structure for roadbed, characterized in that, It includes a support truss (2) and a replacement foundation (3). The support truss (2) is located on one side of the existing roadbed (1) and is adapted to the existing roadbed (1). The replacement foundation (3) is located below the support truss (2). The replacement foundation (3) is used to support the support truss (2) to prevent the support truss (2) from settling. The support truss (2) can withstand the upper load to prevent structural deformation.

2. The truss-type side-width structure of the roadbed according to claim 1, characterized in that, The supporting truss (2) is provided with diagonal bracing (21).

3. The truss-type side-width structure of the roadbed according to claim 1, characterized in that, A rigid base plate (4) is provided between the supporting truss (2) and the replacement foundation (3).

4. The truss-type side-width structure of the roadbed according to claim 3, characterized in that, The width of the rigid base plate (4), the width of the replacement foundation (3), and the width of the bottom of the supporting truss (2) are consistent.

5. The truss-type side-width structure of the roadbed according to claim 1, characterized in that, The top of the supporting truss (2) is provided with a panel assembly (5), and the height of the upper surface of the panel assembly (5) is the same as the height of the upper surface of the existing roadbed (1).

6. The truss-type side-width structure of the roadbed according to claim 5, characterized in that, The panel assembly (5) includes a horizontally arranged first panel (51), the upper surface of which is flush with the upper surface of the existing roadbed (1); and a plurality of first stiffening ribs (53) are arranged on the lower surface of the first panel (51) along the width direction of the roadbed.

7. The truss-type side-width structure of the roadbed according to claim 6, characterized in that, The panel assembly (5) further includes a horizontally arranged second panel (52), which is located on top of the support truss (2) and below the first panel (51); the upper surface of the second panel (52) is provided with a plurality of second stiffening ribs (54) along the width direction of the roadbed.

8. The truss-type side-width structure of the roadbed according to claim 1, characterized in that, It includes several support trusses (2), which are spliced ​​together in sequence along the length of the roadbed. Each of the support trusses (2) is provided with a counterweight (22) and a slide rail (23). The slide rail (23) is set along the width of the roadbed. The counterweight (22) can slide along the slide rail (23) to adjust the center of gravity of the support truss (2).

9. The truss-type side-width structure of the roadbed according to any one of claims 1 to 8, characterized in that, The filler material in the replacement foundation (3) includes lightweight concrete.

10. The truss-type side-width structure of the roadbed according to claim 3 or 4, characterized in that, The rigid base plate (4) is embedded with steel bars and is made of cast-in-place concrete.

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