Subway underground excavation station main body and accessory synchronous construction method

Abstract

The invention relates to a synchronous construction method for a subway underground excavation station main body and an accessory, which comprises the following steps that: an accessory project and the station main body are synchronously constructed by entering a hole from an open excavation section outside the station, and after excavation and support above a platform plate of the station main body are completed, entering the hole by opening a horsehead in the station and excavating outwards; and after the station main body continues to be excavated downwards and does not meet the in-station transportation condition, excavation is stopped in the in-station direction, and synchronous construction of the station main body and the affiliated channel continues to be conducted by newly adding the construction auxiliary channel or widening the existing channel. The invention provides an underground excavation station main body and accessory synchronous construction technology. Therefore, a track construction system is perfected, a subway station construction process and a technical system are successfully established, and a brand-new technology for construction of a station main body and an accessory structure is formed. Through the measures, resource waste is effectively reduced, and then refined, intelligent, green and energy-saving construction of a project is achieved.

Description

Technical Field

[0001] The invention belongs to the technical field of subway tunnel construction and relates to a method for synchronously constructing a main body and ancillary components of a subway dark-excavation station. Background Art

[0002] With the rapid increase in the number of private cars, traffic congestion has become more and more serious. The emergence of underground rail transit can greatly alleviate this situation. However, due to the complex underground environment and terrain in the city, it has brought great difficulties to the construction. The following problems are often faced during the construction process:

[0003] (1) The construction sequence of conventional subway stations is to excavate the main body of the station first, and then construct the auxiliary structures after the main body is completed. This method is simple and clear in construction deployment and is convenient for construction organization and arrangement. However, for deep-buried stations with extra-long auxiliary passages and a large number of emergency exits, the construction of the huge auxiliary structures after the main body of the station is completed will seriously restrict the overall construction progress of the station, and thus affect the final delivery and acceptance. Therefore, the simultaneous construction of the main body of the station and the auxiliary structures is the key to construction organization.

[0004] (2) The simultaneous construction of the auxiliary and main parts mainly adopts two construction organization methods: ① Enter the tunnel from the open cut section on the ground to carry out excavation support and structural construction, and finally connect to the main part of the station; ② Open the horse head gate inside the station to excavate the tunnel outwards to complete the construction of the auxiliary structure. These two construction organization methods have the following problems: ① The complex surrounding environment of the main urban area does not have the conditions for arranging construction sites and construction access roads in the open cut section, and there are conditions that cannot be entered from the open cut section for construction; ② The auxiliary entrance and exit passages are usually connected to the station hall level. The auxiliary passages are excavated from the main part of the station to the outside. This can only be implemented after the excavation of the part above the station middle plate is completed. At the same time, during the construction of the auxiliary, the soil below the station middle plate shall not continue to be excavated downwards to avoid the problem of being unable to continue to enter the tunnel for the construction of the auxiliary passage after excavation, which will lead to the phenomenon that the main part and the auxiliary cannot be constructed synchronously.

[0005] Therefore, in view of the above situation, it is urgent to propose a key technical solution to solve the problem that the auxiliary structure and the main body of the station cannot be constructed synchronously, so as to ensure that the project is completed on time and avoid the waste of manpower, material resources and financial resources. Summary of the invention

[0006] In view of this, the purpose of the present invention is to solve the problem that the station's auxiliary structures and the station's main body cannot be constructed synchronously, and to propose a method for synchronous construction of a subway underground excavation station's main body and auxiliary structures.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A method for synchronous construction of a subway underground excavation station main body and ancillary works, wherein the ancillary works are synchronously constructed with the main body of the station by entering the tunnel from the open excavation section outside the station, and after the excavation and support above the platform slab of the main body of the station is completed, a horse head door is opened inside the station to enter the tunnel and excavate outwards; after the main body of the station continues to be excavated downward and the conditions for transportation within the station are no longer met, excavation in the direction of the station is stopped, and instead a new auxiliary construction passage is added or the existing passage is widened to continue the synchronous construction of the main body of the station and the ancillary works.

[0009] Optionally, for the station main body that has been excavated below the station hall level and there are no conditions for the construction of auxiliary passages through excavation within the station, and there are no conditions for ground-entry construction of auxiliary passages, in order to facilitate the simultaneous construction of the station main body and the auxiliary passages, a new construction auxiliary passage is added from another auxiliary passage, and excavation and support construction of the auxiliary passage is carried out through this construction auxiliary passage.

[0010] Optionally, in the original design, if the existing channel has been connected to the subsidiary channel but the width does not meet the requirements for mechanical passage, the existing channel can be widened to serve as a temporary auxiliary construction channel, and excavation and support construction of the remaining subsidiary channels can be carried out. Later, foam concrete can be used to backfill to the original design section width.

[0011] Optionally, if there is an auxiliary channel in the original design that connects to the air duct through the wind pavilion shaft, the original auxiliary channel can be used to construct the air duct. The specific construction method is as follows:

[0012] (1) When the wind pavilion shaft is excavated to the bottom plate elevation of the auxiliary channel access point, stop excavating. After the auxiliary channel is connected, slope up to the arch foot of the wind duct arch at a slope of 15% along the longitudinal direction of the wind duct. Then, excavate along the longitudinal direction of the wind duct to support the wind duct arch until it is connected to the main body of the station.

[0013] (2) Continue to pull the slope downward at the original 15% slope foot, and excavate the middle and lower steps of the support air duct in steps until it is connected to the main body of the station;

[0014] (3) Reverse excavation is used to support the soil in the triangular area of ​​the slope. This part of the soil is transported out from the main body of the station.

[0015] Optionally, in case that the transfer passages of the transfer station and the entrance and exit passages connected to the existing operating lines cannot be constructed from the outside of the station to the inside, and the auxiliary passages cannot be excavated from the inside of the station to the outside after the main body of the station is excavated to the middle and lower steps, after the construction of the middle plate of the main body of the station is completed, the middle plate of the station will be strengthened, and the train will enter the dark excavation passage construction through the middle plate of the station;

[0016] The station center plate is reinforced by two methods: center plate steel reinforcement and track area bracket reinforcement to ensure the safe passage of the center plate. To ensure the supporting strength of the center plate at the corbel, the center plate bracket at the bottom of the corbel will not be removed after the concrete pouring is completed. It will serve as a reinforced support for the center plate at the corbel and will be removed after the operation of the center plate is completed.

[0017] The beneficial effects of the present invention are:

[0018] In order to solve the problem that the station's auxiliary structures and the station's main body cannot be constructed synchronously, the present invention proposes a technology for synchronous construction of the main body and auxiliary structures of a dark-cut station. This not only improves the track construction system, but also successfully establishes a subway station construction process and technical system, and forms a brand-new technology for the construction of the station's main body and auxiliary structures. Through these measures, resource waste is effectively reduced, thereby achieving the refinement, intelligence, and green energy-saving construction of the project. The achievement of this series of results has brought new breakthroughs and developments in the field of subway dark-cut station construction, injected new vitality and impetus into the construction of urban rail transit, and significantly improved the construction quality, efficiency, and sustainable development of subway projects, laying a solid foundation for the city's modern transportation construction.

[0019] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0021] Figure 1 This is a schematic diagram of the newly added construction auxiliary channel in the present invention.

[0022] Figure 2 This is a schematic diagram of the widened auxiliary channel used as a temporary construction channel in the present invention.

[0023] Figure 3 Widen the cross-section view for the temporary auxiliary channel.

[0024] Figure 4 The invention relates to the air duct construction carried out through the auxiliary channel. DETAILED DESCRIPTION

[0025] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0026] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on the present invention. In order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0027] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "front", "rear", etc. indicate the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0028] See also Figures 1 to 4 It is a method for synchronous construction of the main body and ancillary of a subway underground excavation station. The ancillary project is constructed synchronously with the main body of the station from the open excavation section outside the station. After the excavation and support above the platform slab of the main body of the station is completed, the horse head door is opened inside the station to enter the tunnel and excavate outwards. When the main body of the station continues to be excavated downward and the conditions for transportation within the station are no longer met, excavation in the direction of the station is stopped, and instead a new auxiliary passage is added for construction or the existing passage is widened to continue the synchronous construction of the main body and ancillary.

[0029] During the implementation process, for the station main body that has been excavated below the station hall level and there are no conditions for excavating auxiliary passages through the station, and there are no conditions for ground-entry construction of auxiliary passages, in order to facilitate the simultaneous construction of the station main body and the auxiliary passages, a new construction auxiliary passage is added from another auxiliary passage, and excavation and support construction of the auxiliary passage is carried out through this construction auxiliary passage.

[0030] During the implementation process, in view of the situation in the original design where the existing channel had been connected to the subsidiary channel but the width did not meet the requirements for mechanical passage, the existing channel was widened to serve as a temporary auxiliary construction channel, and excavation and support construction of the remaining subsidiary channels was carried out. Later, foam concrete was used to backfill to the original design section width.

[0031] During the implementation process, if there is an auxiliary channel in the original design that connects to the air duct through the wind pavilion shaft, the original auxiliary channel will be used for the construction of the air duct. The specific construction method is as follows:

[0032] (1) When the wind pavilion shaft is excavated to the bottom plate elevation of the auxiliary channel access point, stop excavating. After the auxiliary channel is connected, slope up to the arch foot of the wind duct arch at a slope of 15% along the longitudinal direction of the wind duct. Then, excavate along the longitudinal direction of the wind duct to support the wind duct arch until it is connected to the main body of the station.

[0033] (2) Continue to pull the slope downward at the original 15% slope foot, and excavate the middle and lower steps of the support air duct in steps until it is connected to the main body of the station;

[0034] (3) Reverse excavation is used to support the soil in the triangular area of ​​the slope. This part of the soil is transported out from the main body of the station.

[0035] During the implementation process, in view of the fact that the transfer passages of the transfer station and the entrance and exit passages connected to the existing operating lines cannot be constructed from the outside of the station to the inside, and the auxiliary passages cannot be excavated from the inside of the station to the outside after the main body of the station is excavated to the middle and lower steps, after the construction of the middle plate of the main body of the station is completed, the middle plate of the station will be strengthened, and the train will enter the dark excavation passage construction through the middle plate of the station;

[0036] The station center plate is reinforced by two methods: center plate steel reinforcement and track area bracket reinforcement to ensure the safe passage of the center plate. To ensure the supporting strength of the center plate at the corbel, the center plate bracket at the bottom of the corbel will not be removed after the concrete pouring is completed. It will serve as a reinforced support for the center plate at the corbel and will be removed after the operation of the center plate is completed.

[0037] The initial support of the dark excavation tunnel adopts steel arch frame + spray anchor support. Before support, check whether the excavation section is under-excavated to ensure the smooth installation of the arch frame. The steel arch frame is measured to assist in positioning. Each upper step arch frame consists of 3 units, and the arch frame is spliced ​​and installed from bottom to top.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution, which should be included in the scope of the claims of the present invention.

Claims

1. A method for synchronous construction of a subway station main body and ancillary parts, characterized in that: The ancillary projects are constructed simultaneously with the main body of the station by entering the tunnel from the open excavation section outside the station. After the excavation and support above the platform slab of the main body of the station is completed, the tunnel is entered through the horse-head gate inside the station and excavation is carried out outwards. After the main body of the station continues to be excavated downward and the conditions for transportation within the station are no longer met, excavation in the direction of the station is stopped, and instead a new auxiliary passage is added for construction or the existing passage is widened to continue the simultaneous construction of the main body of the station and the ancillary projects.

2. The method for synchronous construction of the main body and accessories of a subway underground excavation station according to claim 1 is characterized in that: For the station main body that has been excavated below the station hall level and does not meet the conditions for excavating auxiliary passages through the station, and there are no conditions for ground-entry construction of auxiliary passages, in order to facilitate the simultaneous construction of the station main body and the auxiliary passages, a new construction auxiliary passage will be added from another auxiliary passage, and excavation and support construction of the auxiliary passage will be carried out through this construction auxiliary passage.

3. The method for synchronous construction of the main body and accessories of a subway underground excavation station according to claim 1 is characterized in that: In view of the situation in the original design where the existing channel has been connected to the subsidiary channel but the width does not meet the requirements for mechanical passage, the existing channel is widened and used as a temporary auxiliary construction channel, and excavation and support construction of the remaining subsidiary channels is carried out. Later, foam concrete is used to backfill to the original design section width.

4. The method for synchronous construction of a subway station main body and accessories according to claim 1 is characterized in that: If the original design has an auxiliary channel connected to the air duct through the wind pavilion shaft, the original auxiliary channel will be used for the construction of the air duct. The specific construction method is as follows: (1) When the wind pavilion shaft is excavated to the bottom plate elevation of the auxiliary channel access point, stop excavating. After the auxiliary channel is connected, slope up to the arch foot of the wind duct arch at a slope of 15% along the longitudinal direction of the wind duct. Then, excavate along the longitudinal direction of the wind duct to support the wind duct arch until it is connected to the main body of the station. (2) Continue to pull the slope downward at the original 15% slope foot, and excavate the middle and lower steps of the support air duct in steps until it is connected to the main body of the station; (3) Reverse excavation is used to support the soil in the triangular area of ​​the slope. This part of the soil is transported out from the main body of the station.

5. The method for synchronous construction of the main body and accessories of a subway underground excavation station according to claim 1 is characterized in that: In view of the situation that the transfer passages of the transfer station and the entrance and exit passages connected to the existing operating lines cannot be constructed from the outside of the station to the inside, and the auxiliary passages cannot be excavated from the inside of the station to the outside after the main body of the station is excavated to the middle and lower steps, after the construction of the middle plate of the main body of the station is completed, the middle plate of the station will be strengthened, and the train will enter the dark excavation passage construction through the middle plate of the station; The station center plate is reinforced by two methods: center plate steel reinforcement and track area bracket reinforcement to ensure the safe passage of the center plate. To ensure the supporting strength of the center plate at the corbel, the center plate bracket at the bottom of the corbel will not be removed after the concrete pouring is completed. It will serve as a reinforced support for the center plate at the corbel and will be removed after the operation of the center plate is completed.

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