Single-hole double-line tunnel station integrated structure based on variable-diameter shield and construction method

Abstract

The application provides a single-hole double-line tunnel station integrated structure based on a variable-diameter shield, which comprises a shield tunnel and a track line, further comprises a shield station, the shield tunnel and the shield station are communicated and coaxial, a partition wall is arranged on the axis, and the track line is double-line and respectively arranged on the two sides of the partition wall; a construction method is further provided to realize the integrated structure. In the application, the double-layer station and the interval are constructed by using the variable-diameter shield method, so that the road occupation, pipeline relocation caused by the traditional open excavation method can be avoided, the pre-construction engineering such as traffic relief and green migration can be eliminated, the road zero-land occupation construction can be realized, compared with the open excavation method for constructing the station, the construction efficiency can be effectively improved and the construction period can be shortened by using the variable-diameter shield method for constructing the whole line.

Description

Technical Field

[0001] This invention relates to underground railway stations, and more particularly to an integrated structure and construction method for a single-tunnel double-track station based on a variable-diameter shield tunnel. Background Technology

[0002] In conventional subway station and tunnel construction, the station is first constructed using the open-cut method, and then a tunnel boring machine (TBM) is hoisted into the station to begin excavating the tunnel. However, with the acceleration of urbanization and the rapid development of rail transit networks in my country, the limitations of the traditional open-cut method in subway station construction are becoming increasingly apparent. These limitations include long building demolition periods, high costs, difficulties in traffic management, and challenges in relocating pipelines. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide an integrated structure and construction method for a single-tunnel double-track station based on a variable-diameter shield tunnel, which solves the problem of complicated excavation of underground stations in existing rail transit systems.

[0004] This invention is implemented as follows:

[0005] This invention provides an integrated structure for a single-tunnel double-track station based on a variable-diameter shield tunnel, including a shield tunnel and a track line, as well as a shield station. The shield tunnel and the shield station are connected and share the same axis, and a central partition wall is set on the axis. The track line is double-track and is located on both sides of the central partition wall.

[0006] Furthermore, the track line includes a tunnel section and a station section, both of which are set parallel to the central partition wall;

[0007] The station section and the tunnel section, located on the same side of the axis, are smoothly connected by corresponding connecting sections, and the station section is far away from the axis relative to the tunnel section.

[0008] Furthermore, the tunnel boring machine station includes a pipeline layer, a platform layer, and a concourse layer, arranged sequentially from bottom to top. The central partition wall and the track line are both located on the platform layer.

[0009] Furthermore, a pipe shaft is provided at each platform level near the shield tunnel. The pipe shaft connects the platform level and the pipe level. The inter-section pipelines erected on the side wall of the shield tunnel extend into the pipe level through the pipe shaft.

[0010] Furthermore, the pipeline layer is divided into a central passage and a side passage by two partition walls extending along the length of the shield tunnel station. There are two side passages and the central passage is located between the two side passages.

[0011] The two side passages correspond to the track area of ​​the platform level, and the middle passage corresponds to the platform area of ​​the platform level.

[0012] The section pipelines extending into the pipeline layer are laid in the intermediate channel.

[0013] Furthermore, an air conditioning unit and an under-slab duct are provided in the intermediate passage. The under-slab duct is connected to the air conditioning unit, and an air outlet connected to the under-slab duct is provided in the platform area of ​​the platform level.

[0014] Furthermore, a wastewater pool is provided in the side passage, and the wastewater pool is connected to the shield tunnel.

[0015] Furthermore, ventilation ducts are installed on both sides of the concourse level, and several air vents are installed on the floor between the concourse level and the platform level. The air vents are located directly above the track area of ​​the platform level and are connected to the ventilation ducts on the corresponding sides.

[0016] Furthermore, the platform area of ​​the platform level is higher than the track area but lower than the axis height.

[0017] This invention also provides an integrated construction method for a single-tunnel double-track station based on a variable-diameter shield tunneling machine, comprising the following steps:

[0018] The tunnel boring machine moves along its axis to construct the shield tunnel;

[0019] When construction reaches the node between the shield tunnel and the shield station, the shield station is reinforced within a certain range of the shield tunnel.

[0020] The tunnel boring machine (TBM) is enlarged to the radius required for the tunnel station, and the TBM is moved along the axis to construct the tunnel station;

[0021] After the shield tunneling station is completed, the shield machine is reduced in diameter to the radius required for the shield tunnel, and the shield machine continues to construct the shield tunnel along the axis.

[0022] The present invention has the following beneficial effects:

[0023] In this invention, the rail transit stations are constructed using shield tunneling, and are coaxial with the shield tunnel. Therefore, during construction, a variable-diameter shield tunneling machine can be used to directly expand the diameter of the shield tunnel after its excavation is completed, thus realizing the construction of double-layer stations and tunnel sections using the variable-diameter shield tunneling method. This avoids road occupation and pipeline relocation caused by traditional open-cut methods, eliminates the need for traffic diversion and green space relocation, and achieves zero-land-occupancy construction. Compared to open-cut station construction, the use of this variable-diameter shield tunneling method for the entire line effectively improves construction efficiency and shortens the construction period. Furthermore, because the shield tunnel is double-track and separated by a central partition wall, the difference in excavation diameter between the shield tunnel and the shield station can be reduced, lowering the required diameter adjustment range of the shield tunneling machine. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A plan view of an integrated single-tunnel double-track tunnel station structure based on a variable-diameter shield provided in an embodiment of the present invention;

[0026] Figure 2 A cross-sectional view of a shield tunnel with an integrated single-bore double-track tunnel station structure based on a variable-diameter shield, provided for an embodiment of the present invention;

[0027] Figure 3 A cross-sectional view of the connecting section of the integrated structure of a single-tunnel double-track tunnel station based on a variable-diameter shield provided in an embodiment of the present invention;

[0028] Figure 4 A cross-sectional view of a shield tunnel station with an integrated structure of a single-bore double-track tunnel station based on a variable-diameter shield, provided for an embodiment of the present invention;

[0029] Figure 5 A plan view of the platform level of a single-tunnel double-track station integrated structure based on a variable-diameter shield tunnel, provided for an embodiment of the present invention. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] See Figure 1 This invention provides an integrated structure for a single-tunnel double-track station based on a variable-diameter shield tunnel. The so-called integrated structure mainly refers to the fact that the tunnel and the double-layer station can be constructed using the same shield tunneling machine, while the double-layer station is an underground station constructed using the shield tunneling method.

[0032] Specifically, the integrated structure includes a shield tunnel 1, a track line 2, and a shield station 3. The shield tunnel 1 serves as the passageway between two adjacent shield stations 3, connecting them. The track line 2 is the running track for the rail train 7, laid within the shield tunnel 1 and the shield station 3. In this invention, the shield tunnel 1 and the shield station 3 are coaxial, with a central partition wall 4 installed along the axis. The track line 2 is double-tracked, located on both sides of the central partition wall 4.

[0033] When shield tunneling stations 3 and shield tunnel 1 are excavated using shield tunneling machines, their cross-sections are approximately circular. During shield tunneling construction, the shield tunneling machine moves along its axis. Track line 2 is laid along the axial slope of shield tunnel 1 and shield tunnel station 3. At the transition node between shield tunnel 1 and shield tunnel station 3, the rail surface of track line 2 is at the same elevation, and the top of the structural slab below the rail surface is also at the same elevation. This "same elevation" does not mean absolutely equal height, but rather that the slope between them is relatively small, for example, 2%. Based on this, in this invention, since shield tunnel station 3 and shield tunnel 1 are coaxial, and the diameter of shield tunnel station 3 is larger than that of shield tunnel 1, the same variable-diameter shield tunneling machine can be used to excavate the entire rail transit line by either reducing or expanding the diameter, based on the required shield diameter. This allows for full-line shield tunneling construction, effectively improving construction efficiency and shortening the construction period. In addition, since the track line 2 of shield tunnel 1 is double-tracked, generally corresponding to the two directions of the same rail transit line, the difference in the aperture between shield tunnel 1 and shield station 3 can be reduced, thereby reducing the required diameter range of the variable diameter shield machine.

[0034] In detail, the track line 2 includes a tunnel section 21 and a station section 22. The tunnel section 21 is laid inside the shield tunnel 1, and the station section 22 is laid inside the shield station 3. Both the tunnel section 21 and the station section 22 are set parallel to the central partition wall 4, and the station section 22, which is located on the same side of the axis, is smoothly connected to the tunnel section 21 through a corresponding connecting section 23. The station section 22 is farther away from the axis than the tunnel section 21.

[0035] Specifically, station section 22 and connecting section 23 are laid on the same side of the axis of shield tunnel station 3. Station section 22 corresponds to platform area 321 of shield tunnel station 3, which is the stopping area for rail train 7. On the same side of the axis, there are two sets of connecting sections 23, which are laid at the two ends of the corresponding station section 22 to smoothly connect station section 22 with the corresponding end of tunnel section 21. Since station section 22 corresponds to platform area 321, station section 22 should be laid close to the side wall of shield tunnel station 3 to ensure that platform area 321, station section 22 and tunnel section 21 are not on the same straight line and are connected by the corresponding connecting section 23.

[0036] In addition, the central partition wall 4 is only set in a part of the shield tunnel station 3. Specifically, the central partition wall 4 is set on the axis in the area corresponding to the connecting section 23, while the central partition wall 4 is not required in the platform area 321 corresponding to the station section 22.

[0037] See Figures 1-4 The structure of the shield tunnel station 3 is refined, including the pipeline layer 31, the platform layer 32 and the concourse layer 33. The three layers are arranged sequentially from bottom to top. The aforementioned central partition wall 4 and the track line 2 are both located on the platform layer 32.

[0038] In this embodiment, the platform level 32 mainly includes a track area 322 and a platform area 321. The track area 322 has two sections, each corresponding to a double track of the track line 2. The platform area 321 is located between the two track areas 322. The track area 322 is also divided into three parts along the axial direction, corresponding to the station section 22 and two connecting sections 23. At the connecting sections 23, the two track areas 322 are separated by a central partition wall 4. In one embodiment, the concourse level 33 is also divided into three parts along the axial direction, specifically the equipment rooms 334 located at the two ends of the shield tunnel station 3 and the concourse area in the middle. The equipment rooms 334 have a partial structure extending into the platform level 32. The central partition wall 4 of the platform level 32 extends from the corresponding tunnel section 21 to the side wall of the equipment room 334.

[0039] In the preferred embodiment, an evacuation platform 5 is set on the central partition wall 4 of the shield tunnel 1. Since the track line 2 is a double track, evacuation platforms 5 are set on both sides of the central partition wall 4, and the height difference between the platform and the track surface is a fixed value, that is, it is set according to the slope of the track line 2. The evacuation platform 5 extends into the shield station 3. Within the shield tunnel station 3, the evacuation platform 5 extends along the track line 2. Near the shield tunnel 1, the evacuation platform 5 within the shield tunnel station 3 is also located on the central partition wall 4. After the central partition wall 4 is separated from the track line 2 by a certain distance, the evacuation platform 5 detaches from the central partition wall 4 and is positioned in the track area 322 (the track area 322 corresponding to the connecting section 23; the connecting section 23 requires limited space, and the track area 322 has a certain amount of empty space). It extends along the connecting section 23, meaning the evacuation platform 5 shifts in the same dimension as the track line 2, and a platform railing is installed on the side facing the axis. When it extends to the station section 22, the evacuation platform 5 directly connects to the platform area 321. In this embodiment, the evacuation platform 5 is rationally deployed using the structural characteristics of the shield tunnel station 3 and the shield tunnel 1, making efficient use of the limited shield tunnel space.

[0040] In one embodiment, the pipe layer 31 can be used to lay the section pipeline 6, that is, the section pipeline 6 in the shield tunnel 1 can be laid along the pipe layer 31. In this embodiment, pipe shafts 34 are provided at each shield station 3 near the shield tunnel 1. The pipe shafts 34 are mainly used to connect the platform layer 32 and the pipe layer 31. Four sets of pipe shafts 34 are provided, with pipe shafts 34 at both ends of each track area 322. Of course, they should be staggered from the connecting section 23 of the track line 2, preferably at the four corner positions of the platform layer 32, and close to the side wall of the shield station 3. The section pipeline 6 is partially erected on the side wall of the shield tunnel 1, and extends along the side wall of the shield tunnel 1 to the side wall of the shield station 3. At the pipe shaft 34 at the platform level 32, it extends downward and passes through the pipe shaft 34 into the pipe level 31. It is then laid along the pipe level 31 and extends upward to the pipe shaft 34 at the other end, passes through the pipe shaft 34 again and enters the platform level 32. It then extends along the side wall of the shield tunnel 1 to the side wall of the shield tunnel 1 again.

[0041] See Figure 1 , Figure 3 as well as Figure 4 In a preferred embodiment, the structure of the pipe layer 31 is refined, which is divided into a central passage 312 and a side passage 313 by two partition walls 311 extending along the length of the shield station 3. There are two side passages 313, and the central passage 312 is located between the two side passages 313. The two side passages 313 correspond to the track area 322 of the platform layer 32, and the central passage 312 corresponds to the platform area 321 of the platform layer 32. Of course, the aforementioned two sets of correspondences are not strictly symmetrical. For example, the track area 322 corresponding to the connecting section 23 is partly located directly above the side passage 313 and partly located directly above the central passage 312.

[0042] Based on the above-mentioned pipeline layer 31 structure, the intermediate channel 312 is the main structure for laying the interval pipeline 6. The above-mentioned pipeline shaft 34 connects the platform layer 32 and the side channel 313. The interval pipeline 6 enters the side channel 313 through the pipeline shaft 34, and then extends into the intermediate channel 312 from the side channel 313.

[0043] In one embodiment, a wastewater pool is installed within the side passage 313, connected to the shield tunnel 1. This wastewater pool is a closed internal space used to collect wastewater from the shield tunnel 1. In this embodiment, the wastewater pool is located in the side passage 313 near the shield tunnel 1. A drainage ditch is installed on the track surface of the shield tunnel 1, extending to the track area 322 of the shield station 3. A drainage channel is installed on the track area 322, and this drainage channel is connected to the wastewater pool, thereby collecting the wastewater from the shield tunnel 1 into the wastewater pool. Of course, the wastewater pool and the pipe shaft 34 should be staggered to avoid affecting the laying of the section pipeline 6.

[0044] Each of the two sets of partition walls 311 has a mounting bracket 314 on the side facing the central passage 312, and the two sets of inter-section pipelines 6 are respectively mounted on the corresponding mounting brackets 314. Of course, multiple sets of mounting brackets 314 should be mounted on each partition wall 311, and the mounting brackets 314 should be arranged at intervals along the length of the partition wall 311. In addition, since the pipeline layer 31 is located below the platform layer 32, and the mounting brackets 314 are installed on the partition wall 311, the mounting brackets 314 should be equipped with a vibration damping structure to reduce the impact of the train 7 on the installation stability of the inter-section pipelines 6.

[0045] In this optimized embodiment, an air conditioning unit 315 and an under-slab duct 333 are installed in the intermediate passage 312. The under-slab duct 333 is connected to the air conditioning unit 315, and an air outlet connected to the under-slab duct 333 is provided in the platform area 321 of the platform level 32. The air outlet should be located inside the platform screen door 323 of the platform area 321. In this embodiment, the air conditioning unit 315 required for the platform level 32 is also installed in the intermediate passage 312. The hot or cold air from the air conditioning unit 315 can be blown from bottom to top to the platform area 321 through the under-slab duct 333. The air outlets can be arranged in an array in the platform area 321. In addition, the platform area 321 of the platform level 32 is higher than the track area 322 but lower than the axis height, so the aforementioned air conditioning unit 315 can be installed in the protrusion (the platform area 321 protrudes from the track area 322). The air inlet of the air conditioning unit 315 can be located on the escalator 35, the elevator, or the partition wall 4, all above the platform area 321.

[0046] See Figures 3-5 In the preferred embodiment, the centerline of the rail train 7 is close to the axial height of the shield tunnel station 3, and the platform area 321 of the platform level 32 is at the same height as the floor of the rail train 7. Furthermore, neither the platform level 32 nor the concourse level 33 requires structural columns, and the escalator 35 and elevator connecting the concourse level 33 and the platform level 32 are located in the middle of the platform area 321. The escalator 35 and elevator are arranged linearly (axially) separately, with the upward and downward directions of the escalator 35 adjacent to each other. This arrangement ensures that at least 2.5m of waiting space is maintained on both sides of the escalator 35.

[0047] In one embodiment, ventilation ducts 332 are installed on both side walls of the concourse level 33, and several air vents are installed on the floor 36 between the concourse level 33 and the platform level 32. These air vents are located directly above the track area 322 of the platform level 32 and are connected to the corresponding ventilation ducts 332. In this embodiment, a cover structure 331 is installed on the concourse level 33, and the concourse area of ​​the concourse level 33 is located within this cover structure 331. The cover structure 331 and the side walls of the concourse level 33 enclose the aforementioned ventilation ducts 332, and together with the arched roof of the shield tunnel station 3, they enclose a ventilation duct area. The ventilation ducts 332 are connected to the ventilation ducts 333 in the ventilation duct area, and the ventilation ducts 333 extend to the ground. In this invention, the air vents are distributed sequentially at intervals along the extension direction of the track line 2, and valves are installed at each air vent. Smoke or hot air from the track area 322 enters the ventilation duct 332 through the air vents and is then discharged to the ground through the ventilation ducts 333.

[0048] In addition, an exhaust port and an air inlet are provided on the floor slab 36 between the platform level 32 and the concourse level 33. The exhaust port is located directly above the track area 322 on the entrance side of the platform level 32, and close to the corresponding shield tunnel 1. The air inlet is located directly above the track area 322 on the exit side of the platform level 32, and close to the corresponding shield tunnel 1. Both the exhaust port and the air inlet correspond to the equipment room 334 on the concourse level 33, and are connected to the exhaust channel and the air inlet channel, respectively. Both the exhaust channel and the air inlet channel extend along the corresponding equipment room 334 to the ground.

[0049] See you again Figure 1 This invention also provides an integrated construction method for a single-tunnel double-track station based on a variable-diameter shield tunneling machine, used to achieve the above-mentioned integrated structure, specifically including the following steps:

[0050] S1. The tunnel boring machine moves along the axis to construct the shield tunnel 1;

[0051] S2. When construction reaches the node between shield tunnel 1 and shield station 3, the shield station 3 is reinforced within a certain range close to shield tunnel 1.

[0052] S3. The tunnel boring machine (TBM) is enlarged to the radius required for TBM station 3, and the TBM is moved along the axis to construct TBM station 3;

[0053] S4. After the shield station 3 is completed, the shield machine is reduced in diameter to the radius required for shield tunnel 1, and the shield machine continues to construct shield tunnel 1 along the axis.

[0054] In the above construction method, a variable-diameter tunnel boring machine (TBM) is used, whose variable diameter range can meet the aperture requirements of both the shield tunnel 1 and the shield station 3. Specifically, when constructing both the shield tunnel 1 and the shield station 3, the TBM moves along a pre-designed axis to make them coaxial structures. This allows the same TBM to be used for both the tunnel and the double-layer station, eliminating the need for TBM hoisting and conversion. Instead, the shield radius of the TBM only needs to be adjusted at the node positions between the station and the tunnel. Compared to the open-cut method for station construction, using this variable-diameter TBM method for the entire line can effectively improve construction efficiency and shorten the construction period.

[0055] When the tunnel boring machine (TBM) is advancing from Tunnel 1 to Station 3, the TBM cross-section needs to be reinforced. The reinforcement range is 1 circumference width to 1 tunnel diameter in the longitudinal direction (axial direction) and 3m to half the tunnel diameter in the transverse direction (radial direction). Specific reinforcement measures include: increasing the reinforcement utilization rate of the rock mass within the reinforcement range; using high-strength segment joints; increasing the grouting volume and pressure to ensure the tail gap is completely and densely filled; using a two-component grout (cement-water glass grout) for rapid setting and stabilizing the segments; immediately after the segments detach from the tail, performing secondary or even multiple grouting operations through the lifting holes on the segments, focusing on filling areas with insufficient grouting and the side under greater stress; using reinforced bolts at critical circumferential joints, or adding shear pins between segments to improve circumferential integrity. Of course, when the TBM is advancing from Station 3 to Tunnel 1, the TBM cross-section also needs reinforcement.

[0056] In the preferred embodiment, when the tunnel boring machine (TBM) changes from a small radius to a large radius, there is a certain transition section. The TBM's shield radius gradually increases from the radius required for the shield tunnel 1 to the radius required for the shield station 3 in this transition section, and this transition section is located within the aforementioned reinforcement range.

[0057] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated structure for a single-tunnel double-track station based on a variable-diameter shield tunnel, comprising a shield tunnel and a track line, characterized in that, It also includes a shield tunnel station, wherein the shield tunnel is connected to the shield tunnel station and is coaxial, and a central partition wall is set on the central partition wall, and the track line is double-tracked and located on both sides of the central partition wall; The track line includes a tunnel section and a station section, both of which are set parallel to the central partition wall; The station section and the tunnel section located on the same side of the axis are smoothly connected by corresponding connecting sections, and the station section is far away from the axis relative to the tunnel section; The shield tunnel station includes a pipeline layer, a platform layer, and a concourse layer, which are arranged sequentially from bottom to top. The central partition wall and the track are both located on the platform layer. Pipe shafts are provided at the platform level near the shield tunnel. The pipe shafts connect the platform level and the pipe level. The inter-section pipelines erected on the side wall of the shield tunnel extend into the pipe level through the pipe shafts. The pipe shafts are located at the corners of the platform level and are staggered from the connecting sections of the track lines.

2. The integrated structure of a single-tunnel double-track tunnel station based on a variable-diameter shield tunneling machine as described in claim 1, characterized in that, The pipeline layer is divided into a central passage and a side passage by two partition walls extending along the length of the shield tunnel station. There are two side passages and the central passage is located between the two side passages. The two side passages correspond to the track area of ​​the platform level, and the middle passage corresponds to the platform area of ​​the platform level. The section pipelines extending into the pipeline layer are laid in the intermediate channel.

3. The integrated structure of a single-tunnel double-track tunnel station based on a variable-diameter shield tunneling machine as described in claim 2, characterized in that, An air conditioning unit and an under-slab duct are installed in the intermediate passage. The under-slab duct is connected to the air conditioning unit, and an air outlet connected to the under-slab duct is provided in the platform area of ​​the platform level.

4. The integrated structure of a single-tunnel double-track station based on a variable-diameter shield tunnel as described in claim 2, characterized in that, A wastewater pool is provided in the side passage, and the wastewater pool is connected to the shield tunnel.

5. The integrated structure of a single-tunnel double-track tunnel station based on a variable-diameter shield tunneling machine as described in claim 1, characterized in that, Air ducts are installed on both sides of the concourse level, and several air vents are installed on the floor between the concourse level and the platform level. The air vents are located directly above the track area of ​​the platform level and are connected to the air ducts on the corresponding sides.

6. The integrated structure of a single-tunnel double-track tunnel station based on a variable-diameter shield tunneling machine as described in claim 1, characterized in that, The platform area of ​​the platform level is higher than the track area but lower than the axis height.

7. A method for integrated construction of a single-tunnel double-track station based on a variable-diameter shield tunneling machine, characterized in that, The method for constructing the integrated structure according to any one of claims 1-6 includes the following steps: The tunnel boring machine moves along the axis to construct the shield tunnel; When construction reaches the node between the shield tunnel and the shield station, the shield station is reinforced within a certain range of the shield tunnel. The tunnel boring machine (TBM) is enlarged to the radius required for the tunnel station, and the TBM is moved along the axis to construct the tunnel station; After the shield tunneling station is completed, the shield machine is reduced in diameter to the radius required for the shield tunnel, and the shield machine continues to construct the shield tunnel along the axis.

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