阅读说明：本技术 轨道支撑结构 (Track supporting structure ) 是由 钱卫 张震 邓文杰 王效文 刘相屏 杨晓宇 江智鹏 张嘉峻 刘稳 周晓根 陆强 于 2020-07-10 设计创作，主要内容包括：本申请提供一种轨道支撑结构,包括：第一桩；第二桩,相邻于所述第一桩,所述第一桩和所述第二桩之间具有用于隧道穿过的容纳空间；第一梁,固定连接于所述第一桩和所述第二桩,所述第一梁上具有用于供车辆行走的轨道。在建设隧道的过程中,隧道可以在第一桩和第二桩之间穿过,可以有效降低隧道建设过程中对第一桩和第二桩造成的不利影响,而第一桩和第二桩上固定连接有用于铺设轨道的第一梁,第一梁上的轨道交通工具可以在隧道建设的过程中正常运行,即保障了在隧道建设期间在先建设的高架上的轨道交通的正常运行。(The application provides a track support structure, includes: a first pile; a second pile adjacent to the first pile, the first pile and the second pile having a receiving space therebetween for a tunnel to pass through; and the first beam is fixedly connected with the first pile and the second pile, and a track for the vehicle to walk is arranged on the first beam. In the process of constructing the tunnel, the tunnel can pass between first stake and second stake, can effectively reduce the adverse effect that the tunnel construction in-process led to the fact first stake and second stake, and fixedly connected with is used for laying orbital first roof beam on first stake and the second stake, and rail vehicle on the first roof beam can be at tunnel construction's in-process normal operating, has ensured the normal operating of rail vehicle on the overhead of prior construction during tunnel construction promptly.)

1. A track support structure, comprising:

a first pile;

a second pile adjacent to the first pile, the first pile and the second pile having a receiving space therebetween for a tunnel to pass through;

and the first beam is fixedly connected with the first pile and the second pile, and a track for the vehicle to walk is arranged on the first beam.

2. The track support structure of claim 1, further comprising:

and the third pile is arranged on one side, deviating from the second pile, of the first pile, and is fixedly connected to the first beam.

3. The track support structure of claim 2, further comprising:

the fourth pile is arranged on one side, away from the first pile, of the second pile, and the fourth pile is fixedly connected to the first beam.

4. The track support structure of claim 3, wherein a distance between the first pile and the third pile and a distance between the second pile and the fourth pile are each less than a distance between the first pile and the second pile.

5. The track support structure of claim 1, wherein the first pile and the second pile are each provided in plurality, the first beam is provided in plurality, each first beam being fixedly connected to the first pile and the second pile corresponding thereto;

the rail support structure further comprises:

a plurality of second beams, each of the second beams being fixedly connected to a plurality of the first beams, at least some of the plurality of second beams being fixedly connected to a plurality of the first piles, and at least some of the other of the plurality of second beams being fixedly connected to a plurality of the second piles.

6. The track support structure of claim 3, wherein the first beam comprises a first H-section steel and a first concrete, the first concrete being wrapped around the first H-section steel, the outer surface of the wing of the first H-section steel being oriented in a vertical direction.

7. The track support structure of claim 6, wherein the first beam further comprises a first stirrup, a second stirrup, and a third stirrup sleeved on the first H-shaped steel, the first stirrup being disposed between the first pile and the second pile, the second stirrup being disposed between the first pile and the third pile, and the third stirrup being disposed between the second pile and the fourth pile.

8. The track support structure of claim 3,

the first pile and the second pile respectively comprise second H-shaped steel and second concrete, the second concrete wraps the second H-shaped steel, and the outer surface of a wing plate of the second H-shaped steel is perpendicular to the extending direction of the first beam; and/or

The third pile and the fourth pile both comprise second H-shaped steel and second concrete, the second concrete wraps the second H-shaped steel, and the outer surface of a wing plate of the second H-shaped steel is perpendicular to the extending direction of the first beam.

9. The track support structure of claim 8,

the first pile and the second pile respectively comprise a plurality of pegs, the pegs are fixedly connected and distributed on the outer surface of the second H-shaped steel wing plate at intervals, and the axial directions of the pegs are perpendicular to the outer surface of the second H-shaped steel wing plate; and/or

The third pile and the fourth pile respectively comprise a plurality of pegs, the pegs are fixedly connected and distributed on the outer surface of the second H-shaped steel wing plate at intervals, and the axial directions of the pegs are perpendicular to the outer surface of the second H-shaped steel wing plate.

10. The track support structure of claim 5, further comprising a top plate fixedly attached to the first beams, the top plate having a plurality of pre-formed construction holes disposed between adjacent first beams.

Technical Field

The application relates to the field of traffic buildings, in particular to a track supporting structure.

Background

Rails need to be erected in rail transit such as subways and light rails, viaducts need to be erected in partial areas in order to ensure that the rails are stable in structure during operation, pile foundations of the viaducts need to stretch into the ground for a sufficient distance to ensure stability of the viaduct structure, when tunnels need to penetrate through the areas where the viaducts are located, construction needs to be conducted below the viaducts, stability of the pile foundations of the viaducts can be affected, and in order to ensure construction safety, rail transit operation on the viaducts needs to be stopped, and normal operation of public transportation is affected.

Disclosure of Invention

In view of this, the embodiments of the present application provide a track support structure to solve the problem that the construction of a tunnel below a viaduct affects the normal operation of public transportation on the viaduct.

In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:

the embodiment of the application provides a track bearing structure, includes: a first pile; a second pile adjacent to the first pile, the first pile and the second pile having a receiving space therebetween for a tunnel to pass through; and the first beam is fixedly connected with the first pile and the second pile, and a track for the vehicle to walk is arranged on the first beam.

Further, still include: and the third pile is arranged on one side, deviating from the second pile, of the first pile, and is fixedly connected to the first beam.

Further, still include: the fourth pile is arranged on one side, away from the first pile, of the second pile, and the fourth pile is fixedly connected to the first beam.

Further, a distance between the first pile and the third pile and a distance between the second pile and the fourth pile are both smaller than a distance between the first pile and the second pile. 5. The track support structure of claim 1, wherein the first pile and the second pile are each provided in plurality, the first beam is provided in plurality, each first beam being fixedly connected to the first pile and the second pile corresponding thereto; the rail support structure further comprises: a plurality of second beams, each of the second beams being fixedly connected to a plurality of the first beams, at least some of the plurality of second beams being fixedly connected to a plurality of the first piles, and at least some of the other of the plurality of second beams being fixedly connected to a plurality of the second piles.

Further, the first beam comprises first H-shaped steel and first concrete, the first concrete wraps the first H-shaped steel, and the outer surface of the wing plate of the first H-shaped steel faces in the vertical direction.

Further, first roof beam still including the cover locate first stirrup, second stirrup and the third stirrup of first H shaped steel, first stirrup set up in first stake with between the second stake, the second stirrup set up in first stake with between the third stake, the third stirrup set up in the second stake with between the fourth stake.

Further, the first pile and the second pile respectively comprise second H-shaped steel and second concrete, the second concrete wraps the second H-shaped steel, and the outer surface of a wing plate of the second H-shaped steel is perpendicular to the extending direction of the first beam; and/or the third pile and the fourth pile respectively comprise second H-shaped steel and second concrete, the second concrete wraps the second H-shaped steel, and the outer surface of a wing plate of the second H-shaped steel is perpendicular to the extending direction of the first beam.

Further, the first pile and the second pile respectively comprise a plurality of pegs, the pegs are fixedly connected and distributed on the outer surface of the second H-shaped steel wing plate at intervals, and the axial directions of the pegs are perpendicular to the outer surface of the second H-shaped steel wing plate; and/or the third pile and the fourth pile respectively comprise a plurality of pegs, the pegs are fixedly connected and distributed on the outer surface of the second H-shaped steel wing plate at intervals, and the axial directions of the pegs are perpendicular to the outer surface of the second H-shaped steel wing plate.

Further, the beam structure further comprises a top plate fixedly connected to the first beams, a plurality of reserved construction holes are formed in the top plate, and the reserved construction holes are formed between the adjacent first beams.

The track supporting structure that this application embodiment provided, including first stake and the second stake of adjacent setting, have the accommodation space that is used for the tunnel to pass between first stake and the second stake, consequently at the in-process of building the tunnel, the tunnel can pass between first stake and second stake, can effectively reduce the adverse effect that the tunnel construction in-process led to the fact to first stake and second stake, and fixedly connected with is used for laying orbital first roof beam on first stake and the second stake, the track vehicle on the first roof beam can be in tunnel construction's in-process normal operating, ensured the normal operating of the track traffic on the overpass of building earlier during tunnel construction promptly.

Drawings

Fig. 1 is an elevational schematic view of a track support structure provided in an embodiment of the present application;

FIG. 2 is a schematic plan view of a track support structure provided in an embodiment of the present application;

FIG. 3 is a cross-sectional view of a first beam provided by an embodiment of the present application;

fig. 4 is a cross-sectional view of a first pile provided in an embodiment of the present application.

Description of reference numerals:

100-a rail support structure; 110-a first pile; 111-second H-section steel; 112-a second concrete; 113-studs; 120-a second peg; 130-a first beam; 131-first H-shaped steel; 132-first concrete; 140-a track; 150-a second beam; 160-third peg; 170-fourth peg; 181-first stirrup; 182-a second stirrup; 183-third stirrup; 190-top plate.

Detailed Description

Various combinations of the specific features in the embodiments described in the detailed description may be made without contradiction, for example, different embodiments may be formed by different combinations of the specific features, and in order to avoid unnecessary repetition, various possible combinations of the specific features in the present application will not be described separately.

In the description of the embodiments of the present application, it should be noted that, unless otherwise specified and limited, the term "connected" should be interpreted broadly, for example, directly or indirectly through an intermediate, and the specific meaning of the term can be understood by those skilled in the art according to specific situations.

It should be noted that the terms "first \ second \ third" referred to in the embodiments of the present application are only used for distinguishing similar objects, and do not represent a specific ordering for the objects, and it should be understood that "first \ second \ third" may exchange a specific order or sequence order if allowed. It should be understood that "first \ second \ third" distinct objects may be interchanged under appropriate circumstances such that the embodiments of the application described herein may be implemented in an order other than those illustrated or described herein.

As shown in fig. 1, the present application provides a track support structure 100 including a first pile 110, a second pile 120, and a first beam 130. Wherein first pile 110 and second pile 120 are each adapted to extend below the ground to provide support for the structure thereon. The first 110 and second 120 stakes are disposed adjacent one another. Adjacent placement means that there is no other pile between the first pile 110 and the second pile 120. The first pile 110 and the second pile 120 have a receiving space therebetween for a tunnel to pass through. Specifically, the size of the accommodating space is determined according to the size of the reserved tunnel. For example, if the diameter of the reserved tunnel is 5m, the distance between the first pile 110 and the second pile 120 needs to be 7m (that is, the width of the accommodating space is 7m) to ensure that the distance between the tunnel and the first pile 110 and the distance between the tunnel and the second pile 120 are both 1m safety distances in the construction process of the reserved tunnel, and of course, according to actual conditions, the safety distances may also be set to other distances such as 2m to ensure that the influence of the tunnel construction on the structural stability of the first pile 110 and the second pile 120 is within the preset range. The first pile 110 and the second pile 120 are both fixedly connected to a first beam 130. Specifically, the first beam 130 may be integrated with the first pile 110 and the second pile 120, that is, the first beam 130, the first pile 110 and the second pile 120 are fixed to be an integrated structure by means of cast-in-place or the like, so as to ensure structural stability between the first beam 130 and the first pile 110 and between the first beam 130 and the second pile 120. Of course, the three may be independent structures, the first beam 130 is fixed to the top surfaces of the first pile 110 and the second pile 120, or the first beam 130 may be fixedly inserted into the first pile 110 and the second pile 120, only the first beam 130 is fixedly connected to the first pile 110 and the second pile 120 to provide stable support for the first beam 130 by using the first pile 110 and the second pile 120. The first beam 130 has a rail 140 for the vehicle to travel. Specifically, the rail 140 may be a double rail for a double-rail vehicle to travel, or a single rail for a single-rail vehicle to travel, or may be set in other forms, as long as the rail 140 is provided for a vehicle to travel.

The utility model provides a track supporting structure, including first stake and the second stake of adjacent setting, have the accommodation space that is used for the tunnel to pass between first stake and the second stake, consequently at the in-process of construction tunnel, the tunnel can pass between first stake and second stake, can effectively reduce the adverse effect that the tunnel construction in-process led to the fact to first stake and second stake, and fixedly connected with is used for laying orbital first roof beam on first stake and the second stake, the track vehicle on the first roof beam can be in tunnel construction's in-process normal operating, ensured the normal operating of the track vehicle on the overhead of prior construction during tunnel construction promptly.

In some embodiments of the present application, both the first pile 110 and the second pile 120 may be end-bearing piles. End-bearing piles are piles in which the upper structural load is mainly borne by the pile-end resistance. It penetrates through soft soil layer and is driven into the bearing stratum of deep solid soil or bedrock. Because the bearing capacity of the end bearing pile is mainly provided by the bearing layer below the soft soil layer, the side surfaces of the first pile 110 and the second pile 120 are excavated, and the influence on the stress of the first pile 110 and the second pile 120 is small, so that the safety distance can be set to be 1m or 1.5m according to the actual situation. Of course, in other embodiments of the present application, the first and second stakes 110, 120 may also be friction stakes. The friction pile refers to a pile with a pile bottom in a softer soil layer, wherein the axial load of the pile is supported by pile side friction resistance and pile bottom soil counter force, and the pile side friction resistance plays a main supporting role. Because the bearing capacity that friction pile received is mainly provided by the frictional force between weak soil layer and the pile body, excavate the side of first stake 110 and second stake 120, can lead to the weak soil layer pressure reduction of first stake 110 and second stake 120 side, lead to the frictional force between weak soil layer and the pile body to reduce, the influence power that the atress that leads to first stake 110 and second stake 120 causes is great, therefore under this condition, safe distance can set up to 2m or 2.5m according to actual conditions.

As shown in fig. 1, in some embodiments of the present application, the track support structure 100 further comprises a third pile 160. Wherein the third pile 160 is arranged on a side of the first pile 110 facing away from the second pile 120, i.e. the first pile 110 is arranged between the third pile 160 and the second pile 120. Specifically, the line between the third pile 160 and the first pile 110 and the line between the first pile 110 and the second pile 120 may be located on the same straight line, or may be approximately located on the same straight line. I.e. the angle between the line between the third pile 160 and the first pile 110 and the line between the first pile 110 and the second pile 120 is within a predetermined range, which may be between 170 ° and 180 °. Third pile 160 is fixedly connected to first beam 130, i.e. first beam 130 is fixedly connected to first pile 110, second pile 120 and third pile 160, respectively. The third pile 160, together with the first pile 110 and the second pile 120, may provide support for the first beam 130, which may effectively improve the structural stability of the first beam 130. And because the first pile 110 and the second pile 120 have a receiving space for the tunnel to pass through, the distance between the first pile 110 and the second pile 120 is long, resulting in a large span of the first beam 130, and because the first pile 110 and the second pile 120 are both fixedly connected to the first beam 130, resulting in a large bending moment applied to the first beam 130 at the positions of the first pile 110 and the second pile 120, and in a state where the first beam 130 is fixedly connected to the third pile 160, the bending moment applied to the first beam 130 at the position of the first pile 110 can be reduced, so as to ensure that the structural strength of the first beam 130 meets a preset requirement, and further improve the structural stability of the first beam 130.

As shown in fig. 1, in some embodiments of the present application, the distance between the third pile 160 and the first pile 110 is less than the distance between the first pile 110 and the second pile 120. Since there is no need for a tunnel to pass between the third pile 160 and the first pile 110, the third pile 160 is disposed close to the first pile 110, so that the span of the first beam 130 between the third pile 160 and the first pile 110 can be small, the bending moment applied to the first beam 130 at the first pile 110 can be further reduced, and the structural stability of the first beam 130 can be ensured. And since the first beam 130 is fixedly connected to the first pile 110 and the third pile 160, the third pile 160 is arranged close to the first pile 110, and can bear the transverse load together, that is, when one of the first pile 110 and the second pile 120 moves due to the transverse load, the other pile can limit the movement of the pile, and the structural stability of the first beam 130 is ensured together.

As shown in fig. 1, in some embodiments of the present application, the track support structure 100 further comprises a fourth pile 170. Wherein the fourth pile 170 is arranged on a side of the second pile 120 facing away from the first pile 110, i.e. the second pile 120 is arranged between the fourth pile 170 and the first pile 110. Specifically, the connection line between the fourth pile 170 and the second pile 120 and the connection line between the second pile 120 and the first pile 110 may be located on the same straight line, or may be approximately located on the same straight line. I.e. the angle between the line between the fourth pile 170 and the second pile 120 and the line between the second pile 120 and the first pile 110 is within a predetermined range, which may be between 170 ° and 180 °. The fourth pile 170 is fixedly connected to the first beam 130, i.e. the first beam 130 is fixedly connected to the second pile 120, the first pile 110 and the fourth pile 170, respectively. The fourth pile 170, the second pile 120 and the first pile 110 can jointly provide support for the first beam 130, and the structural stability of the first beam 130 can be effectively improved. And because the second pile 120 and the first pile 110 have a receiving space for the tunnel to pass through, the distance between the second pile 120 and the first pile 110 is long, resulting in a large span of the first beam 130, and because both the second pile 120 and the first pile 110 are fixedly connected to the first beam 130, resulting in a large bending moment applied to the first beam 130 at the positions of the second pile 120 and the first pile 110, and in a state where the first beam 130 is fixedly connected to the fourth pile 170, the bending moment applied to the first beam 130 at the position of the second pile 120 can be reduced, so as to ensure that the structural strength of the first beam 130 meets a preset requirement, and further improve the structural stability of the first beam 130.

As shown in fig. 1, in some embodiments of the present application, the distance between the fourth pile 170 and the second pile 120 is less than the distance between the second pile 120 and the first pile 110. Since there is no need for a tunnel to pass between the fourth pile 170 and the second pile 120, the fourth pile 170 is disposed close to the second pile 120, so that the span of the first beam 130 between the fourth pile 170 and the second pile 120 is small, the bending moment applied to the first beam 130 at the second pile 120 is further reduced, and the structural stability of the first beam 130 can be ensured. And since the first beam 130 is fixedly connected to the second pile 120 and the fourth pile 170, and the fourth pile 170 is arranged close to the second pile 120, it can bear the lateral load together, i.e. when one of the second pile 120 and the first pile 110 is moved by the lateral load, the other pile can limit the movement of the pile, and the structural stability of the first beam 130 is ensured together.

As shown in fig. 2, in some embodiments of the present application, the first and second stakes 110, 120 are each provided in plurality. Wherein, the plurality of first piles 110 and the plurality of second piles 120 may be distributed at intervals along the extending direction of the reserve tunnel. In this state, the plurality of first piles 110 and the plurality of second piles 120 may jointly provide support for the first beam 130 to improve the support capability of the first beam 130 to the rail 140, and since the plurality of first piles 110 and the plurality of second piles 120 are distributed at intervals along the extending direction of the predetermined tunnel, it may be ensured that the rail 140 on the first beam 130 may normally run during the tunnel construction. The first beam 130 is also provided in plurality, and each first beam 130 is fixedly connected to the first pile 110 and the second pile 120 corresponding thereto. The first beams 130 support the rail 140 together, so that the supporting firmness of the rail 140 can be improved, and the structural stability of the rail 140 in the running process of a vehicle on the rail 140 can be guaranteed. Of course, as an alternative, the third pile 160 and the fourth pile 170 may be provided in plurality, and a plurality of the third piles 160 and a plurality of the fourth piles 170 may also be distributed at intervals along the extending direction of the reserve tunnel. Each first beam 130 is fixedly connected to the corresponding third pile 160 and fourth pile 170, and the bending moment of each first beam 130 at the position of the corresponding first pile 110 and second pile 120 can be reduced by using the plurality of third piles 160 and the plurality of fourth piles 170, so as to improve the load bearing capacity of the first beam 130 and improve the structural stability of the first beam 130.

As shown in fig. 2, in some embodiments of the present application, the rail supporting structure 100 further includes a plurality of second beams 150, and an extending direction of the second beams 150 may be perpendicular to an extending direction of the first beams 130. Each of the second beams 150 is fixedly connected to the plurality of first beams 130. The plurality of first beams 130 are fixed by the plurality of second beams 150, so that the relative positions of the plurality of first beams 130 are stabilized, and the plurality of first beams 130 are connected into a whole to resist the load applied from the outside, which is beneficial to the stability of the whole structure. A portion of the second beams 150 are fixedly connected to the plurality of first piles 110. That is, the plurality of first piles 110 are fixedly connected into a whole by the second beam 150, which is beneficial to ensuring the structural stability among the plurality of first beams 130. A portion of the second beams 150 is fixedly connected to the plurality of second piles 120. That is, the second piles 120 are fixedly connected into a whole by the second beams 150, which is beneficial to ensuring the structural stability among the second beams 150. Of course, as an alternative, the third piles 160 may also be fixedly connected into a whole by using a portion of the second beam 150 to improve the structural stability of the third piles 160. The fourth piles 170 may also be fixedly connected as a whole by using a portion of the second beam 150 to improve the structural stability of the fourth piles 170.

As shown in fig. 3, the first beam 130 includes a first H-section steel 131 and a first concrete 132. Wherein, the H-shaped steel is an economic section profile with the section shape similar to the capital Latin letter H, and is called universal steel beam, wide-flange I-steel or parallel-flange I-steel. The H-section steel is used as the keel and forms a reinforced concrete structure with the first concrete 132, which has a high bending resistance and can withstand a large bending moment applied by a directed load from the outer surface of the wing panel. The outer surfaces of the flanges of the first H-section steel 131 face in the vertical direction. Since the external load borne by the first beam 130 mainly comes from the longitudinal load acting on the first beam 130 by the rail 140 and the vehicle on the rail 140, and the direction of the bending moment borne by the first beam 130 is also around the horizontal direction, the first beam 130 arranged in this way can bear the larger longitudinal load acting on the first beam 130 by the rail 140 and the vehicle on the rail 140, and the structural stability of the first beam 130 is ensured.

As shown in fig. 1 and 3, in some embodiments of the present application, the first beam 130 further includes a first stirrup 181, a second stirrup 182, and a third stirrup 183 sleeved on the first H-beam 131. The first stirrup 181 is disposed on a portion of the first beam 130 between the first pile 110 and the second pile 120, and specifically, the first stirrup 181 may be disposed on a portion of the first beam 130 between the first pile 110 and the second pile 120. Since the first beam 130 bears the longitudinal load applied to the first beam from the rail 140 and the vehicle running on the rail 140, the upper half part of the first beam 130 located between the first pile 110 and the second pile 120 is subjected to a compressive force, and the lower half part is subjected to a tensile force, so that the first stirrup 181 is arranged at the middle part, the bending resistance of the part of the first beam 130 located between the first pile 110 and the second pile 120 can be effectively improved, and the possibility of fracture of the part of the first beam 130 located between the first pile 110 and the second pile 120 can be effectively reduced. Second stirrup 182 is disposed at a portion of first beam 130 between first pile 110 and third pile 160. Specifically, the first beam 130 may be disposed at a position intermediate the first pile 110 and the third pile 160. Since the first beam 130 is subjected to longitudinal loads applied thereto from the rail 140 and the vehicle running on the rail 140, the upper half portion of the first beam 130 located between the first pile 110 and the third pile 160 is subjected to tensile force, and the lower half portion is subjected to compressive force, so that the second stirrup 182 is arranged in the middle portion, which can effectively improve the bending resistance of the first beam 130 between the first pile 110 and the third pile 160, and effectively reduce the possibility of breakage of the first beam 130 at the portion between the first pile 110 and the third pile 160. Third stirrup 183 is provided at the portion of first beam 130 between second pile 120 and fourth pile 170. Specifically, the first beam 130 may be disposed at a position intermediate the first pile 110 and the third pile 160. Since the first beam 130 bears the longitudinal load applied to the first beam from the rail 140 and the vehicle running on the rail 140, the upper half part of the first beam 130 located between the second pile 120 and the fourth pile 170 is under the tensile force, while the lower half part is under the compression force, and therefore the third stirrup 183 is arranged at the middle part, the bending resistance of the first beam 130 between the second pile 120 and the fourth pile 170 can be effectively improved, and the possibility of the first beam 130 breaking at the position between the second pile 120 and the fourth pile 170 can be effectively reduced.

As shown in fig. 1 and 4, in some embodiments of the present application, the first pile 110 and the second pile 120 each include a second H-beam 111 and a second concrete 112. Wherein, the second concrete 112 is wrapped on the second H-shaped steel 111. The H-section steel is used as the keel and forms a reinforced concrete structure with the second concrete 112, which has a strong bending resistance and can bear a large bending moment applied by a load directed from the outer surface of the wing panel. The outer surfaces of the wings of the second H-beam 111 are perpendicular to the extending direction of the first beam 130. Specifically, the outer surface of the wing plate of the second H-shaped steel 111 perpendicular to the extending direction of the first beam 130 means that the extending direction of the first beam 130 is perpendicular or substantially perpendicular to the plane where the outer surface of the wing plate of the second H-shaped steel 111 is located, for example, the included angle between the extending direction of the first beam 130 and the plane where the outer surface of the wing plate of the second H-shaped steel 111 is greater than or equal to 80 ° and less than or equal to 90 °. The external load on the first pile 110 and the second pile 120 is mainly from the longitudinal load applied to the first beam 130, the longitudinal load applied to the first pile 110 and the second pile 120 by the first beam 130 applies a bending moment to the first pile 110 and the second pile 120, and the direction of the bending moment is around the horizontal direction. Due to the arrangement of the second H-shaped steel 111, the ability of the first pile 110 and the second pile 120 to bear the bending moment applied by the first beam 130 is improved, the deformation degree of the first pile 110 and the second pile 120 under the action of external load is effectively reduced, and the structural stability of the first pile 110 and the second pile 120 is guaranteed.

In other embodiments of the present application, as shown in fig. 1 and 4, the third pile 160 and the fourth pile 170 may also each include the second H-section steel 111 and the second concrete 112. Wherein, the second concrete 112 is wrapped on the second H-shaped steel 111. The H-section steel is used as the keel and forms a reinforced concrete structure with the second concrete 112, which has a strong bending resistance and can bear a large bending moment applied by a load directed from the outer surface of the wing panel. The outer surfaces of the wings of the second H-beam 111 are perpendicular to the extending direction of the first beam 130. The external load on the third pile 160 and the fourth pile 170 is mainly from the longitudinal load applied to the first beam 130, the longitudinal load applied to the third pile 160 and the fourth pile 170 by the first beam 130 applies a bending moment to the third pile 160 and the fourth pile 170, and the direction of the bending moment is around the horizontal direction. Due to the arrangement of the second H-shaped steel 111, the ability of the third pile 160 and the fourth pile 170 to bear the bending moment applied by the first beam 130 is improved, the deformation degree of the third pile 160 and the fourth pile 170 under the action of external load is effectively reduced, and the structural stability of the third pile 160 and the fourth pile 170 is guaranteed.

As shown in fig. 1 and 4, in some embodiments of the present application, the first pile 110 and the second pile 120 each include a plurality of pegs 113. Wherein, a plurality of pegs 113 are all fixedly connected and interval distribution in the surface of the second H shaped steel 111 pterygoid lamina. The pegs 113 disposed on the outer surfaces of the wing plates of the H-beam can further increase the bending resistance of the first pile 110 and the second pile 120 in the direction in which the two wing plates of the second H-beam 111 face, so as to ensure the structural stability of the first pile 110 and the second pile 120. And the plurality of pegs 113 are each axially perpendicular to the outer surface of the wing of the second H-beam 111. Specifically, the axial direction of the peg 113 perpendicular to the outer surface of the wing of the second H-beam 111 means that the axial direction of the peg 113 is at right angle or substantially at right angle to the plane of the outer surface of the wing of the second H-beam 111, for example, the angle between the axial direction of the peg 113 and the plane of the outer surface of the wing of the second H-beam 111 is greater than or equal to 80 ° and less than or equal to 90 °. With this arrangement, the bending resistance of the first pile 110 and the second pile 120 in the direction in which the two wing plates of the second H-beam 111 face each other can be further improved, and since the outer surfaces of the wing plates of the H-beam (i.e., the left-right direction in fig. 4) face the same direction as the extending direction of the first beam 130, the stud 113 can effectively improve the bending moment applied by the first beam 130 to the first pile 110 and the second pile 120, and further ensure the structural stability of the first pile 110 and the second pile 120.

As shown in fig. 1 and 4, in some embodiments of the present application, the third peg 160 and the fourth peg 170 may also each include a plurality of pegs 113. Wherein, a plurality of pegs 113 are all fixedly connected and interval distribution in the surface of the second H shaped steel 111 pterygoid lamina. The pegs 113 disposed on the outer surfaces of the wing plates of the H-beam can further increase the bending resistance of the third pile 160 and the fourth pile 170 in the direction in which the two wing plates of the second H-beam 111 face, so as to ensure the structural stability of the third pile 160 and the fourth pile 170. And the axial directions of the plurality of pegs 113 are all perpendicular to the outer surface of the wing plates of the second H-shaped steel 111, so that the bending resistance of the third pile 160 and the fourth pile 170 in the direction of the two wing plates of the second H-shaped steel 111 can be further improved, and because the direction of the outer surface of the wing plates of the H-shaped steel is the same as the extending direction of the first beam 130, the pegs 113 can effectively improve the bending moment applied to the third pile 160 and the fourth pile 170 by the first beam 130, and further ensure the structural stability of the third pile 160 and the fourth pile 170.

As shown in fig. 1, in some embodiments of the present application, the track support structure 100 further comprises a top plate 190, the top plate 190 being fixedly attached to the first beam 130. The rails 140 are laid on the top plate 190 and the first beams 130 provide support for the top plate 190. Specifically, the top plate 190 extends along the path of the track 140, i.e., the top plate 190 continuously provides support for the track 140 to provide continuous support for the track 140. The top plate 190 may be laid on the first beam 130, i.e. at least a majority of the top surface of the first beam 130 fits the top plate 190; the supporting blocks can be arranged on the first beam 130 in an overlapped mode, namely a small part area of the first beam 130 provides support for the supporting blocks, the top plate 190 is arranged on the supporting blocks in an overlapped mode, for example, the supporting blocks can be rubber blocks which can provide a damping effect for the supporting plates, and due to the fact that the first beam 130 and the top plate 190 have deformation difference at different temperatures, the rubber blocks are used as the supporting blocks, the situation that cracks are generated due to stress concentration between the first beam 130 and the top plate 190 caused by expansion caused by heat and contraction caused by cold can be effectively avoided, and the structural stability of the track 140 on the top plate 190 during operation is effectively guaranteed.

In some embodiments of the present application, the top plate 190 has a plurality of preformed holes therein. This reservation construction hole can provide convenience for the construction of track 140, conveniently installs track 140 on roof 190. And the reserved construction holes are arranged between the adjacent first beams 130, so that drilling on the first beams 130 is not needed, the structural integrity of the first beams 130 is kept, and the structural stability of the first beams 130 is facilitated.

The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.