Tunnel diaphragm wall jumbo structure

Abstract

The utility model provides a kind of tunnel mid-partition wall trolley structure, belong to tunnel construction technical field, multiple first pneumatic struts are arranged from bottom to top between formwork group and trolley body;Trolley formwork outside corresponding position that pull screw rod passes out is provided with support seat;One end of first pneumatic strut is hinged on trolley body, one end is hinged on support seat, and first pneumatic strut is hinged on the upper and lower ends of support seat respectively, and first pneumatic strut connected on same support seat is arranged at angle.The utility model sets up multiple first pneumatic struts from bottom to top, and support point is evenly distributed in the entire vertical height range of trolley formwork, forms full-dimension support along height direction.This structure not only can provide horizontal direction lateral support, but also can form rigid constraint to trolley formwork vertical direction by tension and pressure of pneumatic strut, effectively offset uneven force generated by concrete side pressure along height direction.

Description

Technical Field

[0001] This utility model belongs to the field of tunnel construction technology, specifically relating to a tunnel partition wall trolley structure. Background Technology

[0002] The central partition wall is the wall separating tunnels. Its construction requires the use of a concrete pouring trolley. During pouring, concrete is pumped from low to high through a delivery pump and injection pipes to multiple feed windows arranged in ascending order on the formwork. The trolley typically uses a fixed frame combined with small modular formwork or a fixed large formwork structure. After the pouring of one section of the central partition wall is completed, the simple formwork trolley is manually moved and pushed to the next construction section. Manual repositioning and positioning are also required, sometimes necessitating the use of a loader for movement and installation. As a key load-bearing and separating component in arch tunnels, long-span tunnels, and complex underground structures, the construction quality of the central partition wall directly affects the overall stability, durability, and operational safety of the tunnel.

[0003] The traditional partition wall trolley has the following problems: (1) Space needs to be reserved between the trolley and the inner wall of the tunnel to facilitate the movement of the trolley, which leads to the risk of instability of the trolley when the partition wall is poured.

[0004] (2) There is also a lack of necessary support between the trolley body and the trolley template, which leads to the risk of overall instability when the middle partition wall is poured.

[0005] (3) Traditional trolley templates hinder movement and restrict processes.

[0006] (4) Traditional trolleys cannot meet the needs of both construction and traffic.

[0007] (5) Traditional trolleys are not stable enough and have high counterweight costs. Utility Model Content

[0008] This utility model provides a tunnel partition wall trolley structure, which aims to solve the instability risk that exists during the pouring of the partition wall.

[0009] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a tunnel partition wall trolley structure is provided, including a template group and trolley bodies disposed on the left and right sides of the template group; the template group includes two trolley templates and multiple tie rods connected from bottom to top between the two trolley templates; multiple first pneumatic support rods are disposed from bottom to top between the trolley templates and the trolley bodies; a support seat is disposed on the outer side of the trolley template corresponding to the position through which the tie rods pass; one end of the first pneumatic support rod is hinged to the trolley body and the other end is hinged to the support seat, and the upper and lower ends of the support seat are respectively hinged to the first pneumatic support rods, the first pneumatic support rods are arranged at an incline, and the first pneumatic support rods connected to the same support seat are arranged at an included angle.

[0010] In one possible implementation, a second pneumatic strut is provided between the trolley body and the tunnel wall; the two ends of the second pneumatic strut are respectively hinged to the trolley body and the tunnel wall.

[0011] In one possible implementation, a first support for the cylinder rod connecting the second pneumatic strut is provided on the inner wall of the tunnel; and a second support for the cylinder body connecting the second pneumatic strut is provided on the trolley body.

[0012] In one possible implementation, the trolley body is provided with two working platforms: a top working platform is provided at the top of the trolley body, and a lower working platform is provided in the upper middle part of the trolley body; the trolley template extends upward to the top of the tunnel.

[0013] In one possible implementation, the second pneumatic strut is disposed above the lower working platform and on the top of the trolley body.

[0014] In one possible implementation, the top working platform is provided with a third pneumatic strut, a fourth pneumatic strut, and a lifting platform. The fourth pneumatic strut is inclinedly hinged between the lifting platform and the top of the trolley template. The cylinder of the third pneumatic strut is horizontally connected to the lifting platform to push the lifting platform closer to or away from the trolley template.

[0015] In one possible implementation, the top working platform is provided with a guide rail extending along the horizontal movement direction of the lifting platform, and the bottom of the lifting platform is provided with a guide slider that slides in cooperation with the guide rail.

[0016] In one possible implementation, a small steel mold is hinged to the lower end of the trolley template, and a lifting hoist is provided on the trolley body to lift the small steel mold so as to pull up the small steel mold when the trolley moves.

[0017] In one feasible approach, the height of the small steel mold is 50-60cm.

[0018] In one possible implementation, a counterweight frame is welded to the lower part of the trolley body, and a concrete counterweight block is mounted on the counterweight frame.

[0019] The tunnel partition wall trolley structure provided by this utility model adopts a design of "setting multiple first pneumatic struts from bottom to top", which evenly distributes the support points throughout the entire vertical height range of the trolley formwork, forming full-dimensional support along the height direction. At the same time, the upper and lower ends of each support seat are hinged with first pneumatic struts, and the pneumatic struts on the same support seat are arranged at an angle. This structure can not only provide lateral support in the horizontal direction, but also form a rigid constraint on the vertical direction of the trolley formwork through the tension and pressure of the pneumatic struts, effectively counteracting the unbalanced force generated by the lateral pressure of concrete along the height direction, and fundamentally suppressing the deformation tendency of the trolley formwork in the vertical direction. The tunnel partition wall trolley structure provided by this utility model has the following advantages compared with the prior art: (1) Precisely suppress vertical deformation of the trolley template to ensure structural dimensional accuracy. Multiple pneumatic struts are evenly distributed along the vertical height of the formwork, effectively creating "rigid fixing points" at different heights of the formwork trolley. This helps to resist the vertical bending moment generated during concrete pouring. In particular, the triangular force-bearing structure formed by the angled arrangement of the pneumatic struts has extremely strong resistance to deformation. This effectively prevents problems such as inconsistent offsets at the top and bottom of the formwork trolley, overall tilting, or vertical bulging. It ensures that the verticality and cross-sectional dimensions of the partition wall meet design requirements and avoids structural stress hazards caused by deformation of the formwork trolley. (2) Improve the overall rigidity of the trolley formwork and enhance the stability of the pouring process. The large surface area of ​​the formwork trolley means that vertical deformation can trigger a chain reaction in the overall structure, leading to loosening of the connection between the trolley body and the formwork, further exacerbating the risk of construction instability. This solution utilizes a full-height, multi-node support design to firmly connect the formwork trolley to the trolley body as a unified whole, significantly improving the overall rigidity of the formwork and ensuring structural stability even at high vertical heights. This rigid connection not only effectively disperses the vertical forces borne by the formwork trolley but also evenly distributes the stress to the trolley body, preventing damage caused by localized stress concentration and providing a stable working environment for concrete pouring. (3) Ensure the long-term performance of the central partition wall and enhance the structural safety of the tunnel. The verticality and structural integrity of the central partition wall directly affect its load-bearing capacity and separation effect. If the central partition wall has vertical deviation due to deformation of the formwork, it will cause uneven stress distribution in the tunnel, and after long-term operation, it is prone to cracks, leakage and other problems, threatening the tunnel's durability and safety. This technical solution suppresses vertical deformation of the formwork, ensuring that the formed central partition wall has good structural integrity and dimensional accuracy, can accurately bear the vertical and lateral loads of the tunnel, effectively extend the service life of the central partition wall, and thus ensure the long-term stability and safe operation of the overall tunnel structure.

[0020] (4) The formwork for the central partition wall must be precisely aligned with the tunnel design axis, and the vertical direction must maintain strict verticality. However, traditional trolleys lack adjustable support structures, and once the formwork is initially positioned, minor deviations are difficult to correct quickly, easily leading to the accumulation of construction errors. In this technical solution, the first pneumatic strut has a telescopic adjustment function, and its length can be precisely adjusted through hydraulic control. The specific advantages are reflected in two aspects: On the one hand, in the initial stage of formwork installation, the vertical position and angle of the formwork can be adjusted point by point by extending or retracting one or more pneumatic struts. For example, for a slight tilt in a certain height section of the formwork, the corresponding lower pneumatic strut can be extended and the upper pneumatic strut can be shortened to gradually calibrate the formwork to the design verticality requirements, solving the problem of "one-time fixing and difficulty in correcting deviations" in traditional supports. On the other hand, during the concrete pouring process, if the formwork experiences slight displacement due to aggregate accumulation or lateral pressure fluctuations, it can be dynamically compensated in real time by extending or retracting the pneumatic struts to maintain the formwork in a precise positioning state and ensure that the dimensional accuracy and axial deviation of the central partition wall meet the specifications.

[0021] Therefore, this application directly uses pneumatic struts as support, and can adjust the gap between the trolley body and the trolley template at different locations to ensure the reliability of the support. Attached Figure Description

[0022] Figure 1 A schematic diagram of the cross-sectional structure of the tunnel partition wall trolley structure provided in this embodiment of the utility model; Figure 2 for Figure 1 A magnified schematic diagram of the local structure at point A; Figure 3 for Figure 1 A magnified schematic diagram of the local structure at point B; Figure 4 for Figure 1 A magnified schematic diagram of the structure at point C in the middle; Figure 5 for Figure 1 A side view diagram of the tunnel partition wall trolley structure inside the tunnel is provided. Figure 6 This is a schematic diagram illustrating the position adjustment state of the tunnel partition wall trolley structure provided in this embodiment of the utility model. Figure 1 ; Figure 7 This is a schematic diagram illustrating the position adjustment state of the tunnel partition wall trolley structure provided in this embodiment of the utility model. Figure 2 ; Explanation of reference numerals in the attached figures: 1. Trolley formwork; 2. Trolley body; 3. Lower working platform; 4. Second pneumatic support rod; 5. Third pneumatic support rod; 6. Lifting platform; 7. Fourth pneumatic support rod; 8. Top working platform; 9. First pneumatic support rod; 10. Tie rod; 11. Tunnel; 12. Wing nut; 13. Support base; 14. Washer; 15. First support; 16. Second support; 17. Lifting hoist; 18. Small steel mold; 19. Traveling wheel; 20. Hydraulic cylinder; 21. Pouring hole; 22. Grouting hole; 23. Pouring window; 24. Concrete counterweight block. Detailed Implementation

[0023] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0024] To meet the requirements of tunnel construction, the formwork for the central partition wall typically needs a certain vertical height. However, this height makes the formwork susceptible to vertical deformation such as bending and offset during concrete pouring due to uneven stress distribution between the upper and lower parts and differences in lateral pressure along the height direction. Traditional formwork trolleys lack effective support along the height direction, failing to provide targeted constraints on vertical deformation, leading to quality problems such as verticality deviations and insufficient surface flatness in the poured central partition wall. To address these issues, this application employs a pneumatic strut system between the formwork assembly and the trolley body.

[0025] Please refer to the following: Figures 1 to 7The tunnel partition wall trolley structure provided by this utility model is described below. The tunnel partition wall trolley structure includes a template group and trolley bodies 2 disposed on the left and right sides of the template group; a plurality of first pneumatic support rods 9 are disposed from bottom to top between the template group and the trolley bodies 2; the template group includes two trolley templates 1 and a plurality of tie rods 10 connected from bottom to top between the two trolley templates 1; a support seat 13 is disposed on the outer side of the trolley template 1 at the position where the tie rods 10 pass through; one end of the first pneumatic support rod 9 is hinged to the trolley body 2 and the other end is hinged to the support seat 13, and the upper and lower ends of the support seat 13 are respectively hinged to the first pneumatic support rod 9, the first pneumatic support rod 9 is arranged at an incline, and the first pneumatic support rods 9 connected to the same support seat 13 are arranged at an included angle.

[0026] The tunnel partition wall trolley structure provided by this utility model adopts a design with multiple first pneumatic struts 9 arranged from bottom to top, evenly distributing the support points throughout the entire vertical height range of the trolley template 1, forming full-dimensional support along the height direction. Simultaneously, each support seat 13 has first pneumatic struts 9 hinged at both ends, and the pneumatic struts on the same support seat 13 are arranged at an angle. This structure not only provides lateral support in the horizontal direction but also forms a rigid constraint on the vertical direction of the trolley template 1 through the tension and pressure of the pneumatic struts, effectively counteracting the unbalanced force generated by the lateral pressure of the concrete along the height direction, and fundamentally suppressing the deformation tendency of the trolley template 1 in the vertical direction.

[0027] The tunnel 11 partition wall trolley structure provided by this utility model has the following advantages compared with the prior art: (1) Precisely suppress vertical deformation of the template to ensure structural dimensional accuracy. Multiple first pneumatic struts 9 are evenly arranged along the vertical height of the trolley formwork, which is equivalent to setting "rigid fixing points" at different height positions of the trolley formwork, which can resist the vertical bending moment generated during concrete pouring in real time. In particular, the triangular force-bearing structure formed by the angled arrangement of pneumatic struts has extremely strong deformation resistance, which can effectively prevent problems such as inconsistent upper and lower offsets, overall tilting, or vertical bulging of the trolley formwork, ensuring that the verticality and cross-sectional dimensions of the partition wall meet the design requirements, and avoiding structural stress hazards caused by deformation of the trolley formwork.

[0028] (2) Improve the overall rigidity of the formwork and enhance the stability of the pouring process. The large surface area of ​​the formwork trolley 1 means that vertical deformation of it often triggers a chain reaction in the overall structure, leading to loosening of the connection between the trolley and the formwork, further exacerbating the risk of construction instability. This solution utilizes a full-height, multi-node support design to firmly connect the formwork trolley 1 and the trolley body 2 into a single unit, significantly improving the overall rigidity of the formwork 1 and ensuring structural stability even at high vertical heights. This rigid connection not only effectively disperses the vertical forces borne by the formwork trolley 1 but also evenly distributes the force to the trolley body 2, preventing damage to the formwork trolley 1 caused by localized stress concentration and providing a stable working environment for concrete pouring.

[0029] (3) Ensure the long-term performance of the central partition wall and enhance the structural safety of Tunnel 11. The verticality and structural integrity of the central partition wall directly affect its load-bearing capacity and separation effect. If the central partition wall has vertical deviation due to formwork deformation, it will cause uneven stress distribution in tunnel 11, which may lead to cracks and leakage after long-term operation, threatening the durability and safety of tunnel 11. This technical solution suppresses vertical deformation of the formwork, ensuring that the formed central partition wall has good structural integrity and dimensional accuracy, and can accurately bear the vertical and lateral loads of tunnel 11, effectively extending the service life of the central partition wall, thereby ensuring the long-term stability and safe operation of the overall structure of tunnel 11.

[0030] (4) The formwork of the central partition wall must be precisely aligned with the design axis of Tunnel 11, and the vertical direction must maintain strict verticality. However, traditional trolleys lack adjustable support structures, and once the formwork is initially positioned, minor deviations are difficult to correct quickly, easily leading to the accumulation of construction errors. In this technical solution, the first pneumatic strut 9 has a telescopic adjustment function, and its length can be precisely adjusted through hydraulic control. The specific advantages are reflected in two aspects: On the one hand, during the initial installation of the trolley formwork 1, the vertical position and angle of the trolley formwork 1 can be adjusted point by point through the extension and retraction of one or more pneumatic struts. For example, for a slight tilt in a certain height section of the trolley formwork 1, the corresponding lower pneumatic strut can be extended and the upper pneumatic strut can be shortened to gradually calibrate the trolley formwork 1 to the design verticality requirements, solving the problem of "one-time fixing and difficulty in correcting deviations" in traditional supports. On the other hand, during the concrete pouring process, if the formwork experiences slight displacement due to aggregate accumulation and lateral pressure fluctuations, dynamic compensation can be made in real time through the extension and retraction of the pneumatic struts to maintain the formwork in a precise positioning state, ensuring that the dimensional accuracy and axial deviation of the central partition wall meet the specifications.

[0031] Therefore, this application directly uses pneumatic struts as support, and can adjust the gap between the trolley body 2 and the trolley template 1 at different positions to ensure the reliability of the support.

[0032] (5) In view of the fact that traditional trolleys cannot meet the needs of both construction and traffic. The trolley body of the central partition wall trolley adopts a portal steel frame structure design. While ensuring the efficiency of the central partition wall construction operation, it effectively avoids interference with the tunnel face excavation process by reasonably reserving vehicle passage space, thereby achieving a synergistic improvement in the overall tunnel construction efficiency.

[0033] In some embodiments, see Figure 1 and Figure 3 As shown, a second pneumatic strut 4 is provided between the trolley body 2 and the inner wall of the tunnel 11; the two ends of the second pneumatic strut 4 are respectively hinged to the trolley body 2 and the inner wall of the tunnel 11.

[0034] Traditional trolleys lack support due to the pre-existing space for movement within the tunnel 11 inner wall. During concrete pouring, the lateral pressure on the trolley formwork 1 is transmitted to the trolley body 2 via the first pneumatic strut 9, easily causing the trolley body 2 to shift to either side, thus compromising the stability of the overall support system. However, the second pneumatic strut 4 installed between the trolley body 2 and the tunnel 11 inner wall provides a rigid connection between them. (1) On the one hand, the second pneumatic strut 4 can provide "reverse support force" for the trolley body 2. When the first pneumatic strut 9 transmits lateral force to the trolley body 2, the second pneumatic strut 4 can adjust its own extension and retraction to apply a force opposite to the direction of the lateral force to the trolley body 2, effectively offsetting the offset trend and ensuring that the trolley body 2 is always in the preset construction position. On the other hand, even if there are external interferences such as construction vibration and aggregate transportation collision in the tunnel 11, the second pneumatic strut 4 can also buffer the impact force through hydraulic damping to prevent the trolley body 2 from shaking and provide a stable foundation support for the template support system.

[0035] (2) Adapt to the arc-shaped cross-section of Tunnel 11 to fill the stability gap in the reserved space. The cross-section of tunnel 11 is mostly curved, and the trolley and the inner wall of tunnel 11 need to reserve space for movement. This structural characteristic makes it easy for traditional trolleys to have support "blind spots" in the curved area, increasing the risk of instability. The two ends of the second pneumatic strut 4 are respectively hinged to the trolley body 2 and the inner wall of tunnel 11. Its hinge design and telescopic function can flexibly adapt to the curved cross-section. Firstly, to address the varying curvature of the arc at different locations in tunnel 11, the extension and retraction length of the second pneumatic strut 4 can be adjusted to ensure that the pneumatic strut always fits tightly against the trolley body 2 and the inner wall of tunnel 11, eliminating the support gap caused by the reserved space and forming a stable force distribution of "trolley body 2 - second pneumatic strut 4 - inner wall of tunnel 11". Secondly, compared to a fixed support structure, the hinged second pneumatic strut 4 can flexibly adjust its angle according to the arc contour of tunnel 11, ensuring that the support force is always perpendicular to the force-bearing surface, avoiding local stress concentration caused by angle deviation, and further improving the adaptability and stability of the trolley in the arc tunnel 11.

[0036] (3) It forms a synergistic support with the first pneumatic strut 9 to enhance the overall structural load-bearing capacity. The first pneumatic strut 9 focuses on supporting the template and the trolley body 2, while the second pneumatic strut 4 strengthens the connection between the trolley body 2 and the inner wall of the tunnel 11. The two form a complete force transmission chain of "template - first pneumatic strut 9 - trolley body 2 - second pneumatic strut 4 - inner wall of tunnel 11", achieving multi-dimensional collaborative support. On the one hand, when the lateral pressure generated by concrete pouring is transmitted to the first pneumatic strut 9 through the formwork, the force can be further transmitted to the second pneumatic strut 4 through the trolley body 2, and finally dispersed to the "rigid carrier" of the inner wall of the tunnel 11, avoiding structural deformation caused by the local accumulation of force in the trolley body 2; on the other hand, the collaborative support system can significantly improve the overall load-bearing capacity and cope with construction scenarios with higher pouring height and greater concrete lateral pressure. For example, when the vertical height of the partition wall formwork is relatively high, the second pneumatic strut 4 can indirectly reduce the stress load on the first pneumatic strut 9 by stabilizing the trolley body 2, avoiding overload damage to the single support structure, extending the service life of the equipment, and ensuring the structural stability during the pouring process of the trolley formwork.

[0037] (4) Assist the positioning and movement of the trolley, taking into account both stability and construction efficiency. The second pneumatic strut 4 not only improves construction stability, but also plays an auxiliary role in the positioning and movement of the trolley: After the trolley is moved to the new construction section, the trolley body 2 can be quickly calibrated to the design position by adjusting the extension length and angle of the second pneumatic support rod 4. This is more accurate and efficient than traditional manual positioning. When the trolley is moving, the second pneumatic support rod 4 can be retracted to eliminate its contact resistance with the inner wall of tunnel 11, which facilitates the smooth movement of the trolley. After it is in place, the pneumatic support rod is extended to form support, realizing a seamless connection of "movement - positioning - support". This takes into account both construction stability and work continuity, and meets the high-efficiency construction requirements of the tunnel 11 project.

[0038] In some embodiments, see Figure 1 and Figure 3As shown, a first support 15 for connecting the cylinder rod of the second pneumatic strut 4 is provided on the inner wall of tunnel 11; a second support 16 for connecting the cylinder body of the second pneumatic strut 4 is provided on the trolley body 2. This scheme is a common connection method where the two ends of the pneumatic strut are hinged.

[0039] In some embodiments, see Figure 1 As shown, the trolley body 2 is a portal steel frame and is equipped with two working platforms. The top working platform 8 is set on the top of the trolley body 2, and the lower working platform 3 is set in the upper middle part of the trolley body 2; the trolley template 1 extends upward to the top of the tunnel 11.

[0040] To address the issue that traditional trolleys cannot simultaneously meet the needs of construction and traffic, the partition wall trolley of this invention adopts a portal steel frame structure design. While ensuring the efficiency of partition wall construction, it effectively avoids interference with the tunnel face excavation process by reasonably reserving vehicle passage space, thereby achieving a synergistic improvement in the overall tunnel construction efficiency.

[0041] Two-layer working platform: adaptable to the construction needs of layered pouring at different heights, improving operational convenience and safety. For example, this application sets pouring windows 23 in layers on the trolley formwork, and sets pouring holes 21 and grouting holes 22 on the top of the trolley formwork, forming an independent channel for concrete pouring and subsequent pressure grouting. This dual protection system completely solves the technical problem of the difficulty in vibrating and compacting the top concrete from a structural perspective.

[0042] The formwork trolley 1 for the central partition wall needs to extend to the top of tunnel 11, resulting in a significant increase in construction height. Traditional single-layer work platforms cannot cover the entire working range at height, easily leading to blind spots or risks associated with working at height. The trolley body 2 is equipped with a two-layer work platform: a top layer (corresponding to the top of tunnel 11) and a lower layer (corresponding to the upper part of the formwork), which has the following advantages: During the template installation and calibration process, workers on the upper and lower working platforms can work simultaneously, improving installation efficiency and accuracy. The lower working platform 3 can meet the assembly requirements of the lower part of the template, the connection of the tie rods 10, and the debugging requirements of the first pneumatic support rod 9. Workers can operate at close range without the need for temporary scaffolding, ensuring the connection accuracy between the lower part of the template and the trolley body 2. The upper working platform 8 corresponds to the top area of ​​the template, making it easier for workers to complete the positioning and alignment of the top of the template with the top of the tunnel 11, the sealing treatment (such as preventing grout leakage from the top), and the installation and debugging of the hinge point at the top of the second pneumatic support rod 4, avoiding positioning deviation of the top of the template due to height limitations.

[0043] During the concrete pouring and vibration pouring process, the lower working platform 3 can cooperate with the middle and lower pouring window 23 to place and vibrate the concrete to ensure the density of the middle and lower part of the partition wall; the top working platform 8 can monitor the pouring status of the top pouring window, deal with problems such as air bubbles and aggregate accumulation in a timely manner, avoid incomplete pouring caused by blind spots in the top construction, and achieve uniform concrete quality throughout the entire height of the partition wall.

[0044] The two-layer working platform is fixed on the trolley body 2 to form a stable operating base, and safety facilities such as guardrails and anti-slip pedals can be installed on the edge of the platform. At the same time, a convenient passage can be set between the two-layer platform to facilitate the safe transfer of workers to work areas at different heights, reduce the safety hazards caused by temporary support structures, and comply with the high-altitude operation safety specifications of Tunnel 11 Project.

[0045] In some embodiments, see Figure 1 As shown, a second pneumatic strut 4 is installed above the lower working platform 3 and on the top of the trolley body 2. Since the lower working platform 3 to the top working platform 8 form a trapezoidal shape and are located in the transition area between the side and top of the tunnel 11, the installation of the second pneumatic strut 4 at these two locations can further stabilize the position of the trolley body 2.

[0046] In some embodiments, see Figure 1 As shown, the top working platform 8 is equipped with a third pneumatic support rod 5, a fourth pneumatic support rod 7, and a lifting platform 6. The fourth pneumatic support rod 7 is inclined and hinged between the lifting platform 6 and the top of the trolley template 1. The cylinder rod of the third pneumatic support rod 5 is horizontally connected to the lifting platform 6 to push the lifting platform 6 closer to or away from the trolley template 1. The above technical solution realizes the lifting and horizontal movement of the lifting platform 6 through the linkage of the third pneumatic support rod 5 and the fourth pneumatic support rod 7, so as to adjust the lifting platform 6 to a position convenient for workers to work in.

[0047] Prioritize that the lower working platform is also designed as a lifting type. Specifically, it can be lifted and lowered by an electric hoist installed on the trolley body 2. Vertical rails are set on the trolley body to guide the lower working platform and prevent it from deviating. Alternatively, a worm gear lifting mechanism can be used to lift and lower the lower working platform to meet the needs of layered pouring of pouring windows set on different layers of the trolley template.

[0048] In some embodiments, see Figure 1 As shown, a guide rail extending along the horizontal movement direction of the lifting platform 6 is provided on the top working platform, and a guide slider that slides with the guide rail is provided at the bottom of the lifting platform 6. This guides the horizontal linear movement of the lifting platform 6, preventing it from deviating during horizontal movement. Using guide rails and guide sliders for guidance is a conventional technique, not shown in the figure.

[0049] In some embodiments, see Figure 1 As shown, a small steel mold 18 is hinged to the lower end of the trolley template 1, and a lifting hoist 17 is provided on the trolley body 2 to lift the small steel mold 18 so as to pull up the small steel mold 18 when the trolley moves.

[0050] In some embodiments, see Figure 1 The height of the small steel mold 18 is 50-60cm. The bottom of the partition wall trolley is hinged to the trolley template 1 using a 50cm small steel mold 18. The small steel mold 18 can be flexibly adjusted by pulling a hoist, which not only solves the problem of template obstruction when the trolley moves, but also avoids the process limitation of pre-casting the 50cm partition wall in the traditional process.

[0051] In some embodiments, see Figure 4 The lower middle part of the trolley body 2 has a counterweight frame welded on both sides, and a concrete counterweight block 24 is mounted on the counterweight frame.

[0052] For example, counterweight frames are welded to both sides of the central partition wall trolley, and six-ton ​​concrete counterweight blocks are installed to ensure the stability of the trolley. Compared with the traditional counterweight system, the use of concrete test blocks can reduce equipment costs and optimize and improve the economy and functionality of the central partition wall trolley.

[0053] Preferably, see Figure 1 The bottom of the trolley body 2 is equipped with a wheeled walking mechanism, which replaces the traditional track-laying walking system and can significantly improve the trolley's walking efficiency. At the same time, in order to meet the trolley's ability to pass vehicles, the walking wheels on both sides of the trolley are designed to be foldable (when the trolley is moving, the walking wheels 19 on both sides are driven by hydraulic cylinders 20 to unfold, and when the trolley is working, they are folded up to facilitate traffic passage), which ensures structural stability while taking into account the clearance for vehicles and improves the overall construction efficiency of the tunnel.

[0054] The above-mentioned wheeled walking mechanism technical solution, combined with the design of small steel molds and concrete counterweights, innovatively achieves a revolution in the walking system, improved template adaptability, guaranteed pouring quality, optimized structural stability and breakthrough in spatial coordination by designing a multi-functional, integrated central partition wall trolley. This effectively overcomes the problem of low efficiency in the construction process of traditional template trolleys.

[0055] Specifically: The bottom of the trolley template 1 innovatively adopts a small steel mold 18 with a height of 50cm, which is connected to the trolley template by hinge and is raised and lowered freely by a hand-operated hoist 17. This completely avoids the trolley template from obstructing the movement of the trolley, realizes trackless rapid relocation, and eliminates the cumbersome process of pouring a low foundation first in the traditional process, realizing the one-time integral casting of the partition wall.

[0056] To meet the passage requirements inside the tunnel, the trolley body 2 adopts a portal steel frame, and the internal design ensures a clearance height of not less than 3.2m.

[0057] The trolley's walking system abandons the traditional steel rail mode and adopts an advanced wheeled walking mechanism, giving the trolley the flexibility and high mobility of a vehicle, greatly improving the efficiency of site transfer.

[0058] In terms of counterweights, the project cleverly welded counterweight brackets to both sides of the trolley and used concrete counterweight blocks 24 to replace expensive cast iron blocks, which significantly reduced equipment costs while ensuring anti-overturning stability.

[0059] Beneficial Results: Using the trolley provided by this invention for the construction of long-distance cut-and-cover tunnels, compared with traditional cast-in-place trolley construction for central partition walls, can save 75,600 yuan in costs and shorten the construction period by 126 days. It also solves the problem of difficulty in simultaneously managing tunnel face excavation during central partition wall construction. By employing a portal steel frame, rotating wheels, and adjustable small steel molds, the trolley ensures clearance for vehicles to pass through while the central partition wall is being constructed, ultimately significantly improving the overall construction progress of long-distance cut-and-cover tunnels and reducing overall construction costs.

[0060] Optionally, see Figure 1 and Figure 3 As shown, wing nuts 12 are provided at both ends of the tie rod 10. The use of wing nuts 12 makes it easy for workers to manually adjust the position of the wing nuts 12 to tighten the trolley templates 1 on both sides.

[0061] Preferably, see Figure 1 and Figure 3 As shown, a gasket 14 is provided between the support base 13 and the trolley template 1, which can prevent the wing nut 12 from scratching the trolley template 1 and also improve the locking of the wing nut 12.

[0062] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0063] 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 tunnel partition wall trolley structure, comprising a template assembly and trolley bodies (2) disposed on the left and right sides of the template assembly; the template assembly comprises two trolley templates (1) and a plurality of tie rods (10) connecting the two trolley templates (1) from bottom to top; characterized in that, Multiple first pneumatic struts (9) are arranged from bottom to top between the trolley template (1) and the trolley body (2); a support seat (13) is provided on the outside of the trolley template (1) at the position where the tie rod (10) passes through; one end of the first pneumatic strut (9) is hinged to the trolley body (2) and the other end is hinged to the support seat (13), and the first pneumatic strut (9) is hinged to the upper and lower ends of the support seat (13), the first pneumatic strut (9) is arranged at an angle, and the first pneumatic struts (9) connected to the same support seat (13) are arranged at an angle.

2. The tunnel diaphragm wall cart structure of claim 1, wherein, A second pneumatic strut (4) is provided between the trolley body (2) and the inner wall of the tunnel (11); the two ends of the second pneumatic strut (4) are respectively hinged to the trolley body (2) and the inner wall of the tunnel (11).

3. The tunnel diaphragm wall cart structure of claim 2, wherein, The inner wall of the tunnel (11) is provided with a first support (15) for the cylinder rod that connects to the second pneumatic strut (4); the trolley body (2) is provided with a second support (16) for the cylinder that connects to the second pneumatic strut (4).

4. The tunnel diaphragm wall cart structure of claim 2, wherein, The trolley body (2) is a portal steel frame and is equipped with two working platforms. The top working platform (8) is provided on the top of the trolley body (2), and the lower working platform (3) is provided in the upper middle part of the trolley body (2). The trolley template (1) extends upward to the top of the tunnel (11).

5. The tunnel diaphragm wall cart structure of claim 4, wherein, The second pneumatic strut (4) is provided above the lower working platform (3) and on the top of the trolley body (2).

6. The tunnel diaphragm wall cart structure of claim 4, wherein, The top working platform (8) is provided with a third pneumatic support rod (5), a fourth pneumatic support rod (7) and a lifting platform (6). The fourth pneumatic support rod (7) is inclinedly hinged between the lifting platform (6) and the top of the trolley template (1). The cylinder rod of the third pneumatic support rod (5) is horizontally connected to the lifting platform (6) to push the lifting platform (6) closer to or away from the trolley template (1).

7. The tunnel diaphragm wall cart structure of claim 6, wherein, The top working platform is provided with a guide rail extending along the horizontal movement direction of the lifting platform (6), and the bottom of the lifting platform (6) is provided with a guide slider that slides with the guide rail.

8. The tunnel partition wall trolley structure as described in claim 1, characterized in that, The lower end of the trolley template (1) is hinged to a small steel mold (18), and the trolley body (2) is provided with a lifting hoist (17) that can lift the small steel mold (18) so as to pull up the small steel mold (18) when the trolley moves.

9. The tunnel diaphragm wall cart structure of claim 8, wherein, The height of the small steel mold (18) is 50-60cm.

10. The tunnel diaphragm wall cart structure of claim 1, wherein, The lower part of the trolley body (2) is welded with a counterweight frame, and a concrete counterweight block (24) is mounted on the counterweight frame.

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