Operating high-speed rail tunnel portal anti-impact combined structure system

Abstract

The invention relates to the technical field of tunnel engineering, in particular to an operation high-speed rail tunnel portal anti-impact combined structure system which comprises stand columns, longitudinal beams, cross beams and buffer structures. The stand columns are located on the two sides of a railway and arranged in the extending direction of the railway, and foundations are connected to the bottoms of the stand columns. The longitudinal beams are arranged on the tops of the stand columns on the same side of the railway respectively, are parallel to the extending direction of the railway and are sequentially connected with an existing tunnel portal. Two ends of the cross beam are respectively connected with longitudinal beams on two sides of the railway. The bottom of the buffering structure is connected with the top face of the beam. The stand columns, the longitudinal beams and the cross beams are all prefabricated parts. The stand columns, the longitudinal beams and the cross beams are all arranged to be prefabricated parts, the stand columns, the longitudinal beams and the cross beams can be installed at the tunnel portal in a hoisting mode, and therefore the field construction efficiency is improved. And meanwhile, the rack and the template do not need to be built and disassembled on the railway, so that the space of the operating railway is not occupied, and the risk brought to the operation safety of the railway is further reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of tunnel engineering, and in particular to an anti-impact composite structure system for an operating high-speed railway tunnel portal. Background Art

[0002] With the development of my country's railway industry, high-speed railways are gradually being built from plain areas to high-slope mountainous areas with complex terrain. The collapse and rockfall in mountainous areas has become an important factor restricting the safety of railway operations. Dangerous rockfall disasters are a common type of geological disaster in high mountain canyon areas around the world. They are characterized by wide distribution, strong destructive power, and sudden occurrence, posing a serious threat to structures and human activities within their hazard range. Under the technical system for the prevention and control of dangerous rockfalls, the tunnel entrance is connected to a long shed tunnel as a common safety protection solution. At present, domestic shed tunnels are generally reinforced concrete space portal structures. This structural form requires the erection of a scaffold to install the formwork and cast concrete in situ. For the operation of high-speed railways, on the one hand, each skylight point is short and construction is carried out at night, and the construction efficiency of erecting and dismantling scaffolds, formworks, and pouring concrete is low; on the other hand, under the action of air pressure generated when high-speed railway trains pass, scaffolds and formworks are easy to fall, affecting line operations, and the safety risk of railway operations is high. Therefore, the traditional shed tunnel structure has the problem of low construction efficiency and is easy to bring high safety risks to railway operations. Summary of the invention

[0003] The purpose of the present invention is to overcome the problems in the prior art of low construction efficiency of traditional shed-tunnel structures and the high safety risks they easily bring to railway operations, and to provide an anti-impact composite structure system for operating high-speed railway tunnel entrances.

[0004] In a first aspect, the present invention provides a high-speed railway tunnel portal anti-impact composite structure, comprising:

[0005] The columns are respectively located on both sides of the railway and arranged along the extension direction of the railway, and the bottoms of the columns are connected to the foundation.

[0006] Longitudinal beams are respectively arranged on the tops of the columns on the same side of the railway, the longitudinal beams are parallel to the extension direction of the railway, and the longitudinal beams are smoothly connected to the existing tunnel portal.

[0007] A crossbeam, both ends of which are respectively connected to the longitudinal beams on both sides of the railway.

[0008] A buffer structure, the bottom of which is connected to the top surface of the crossbeam.

[0009] The columns, longitudinal beams and cross beams are all prefabricated components.

[0010] The present invention provides an anti-impact composite structure for a high-speed railway tunnel entrance, wherein the columns bear vertical loads and are used to support the longitudinal beams, the longitudinal beams are used to support the cross beams, and the cross beams are used to support the buffer structure. The buffer structure is used to withstand the impact of falling rocks and protect the safety of railways and trains. The columns, longitudinal beams and cross beams are all prefabricated components, so the columns, longitudinal beams and cross beams can be installed at the tunnel entrance by hoisting. The prefabricated components are all prefabricated and processed in the factory, which can reduce the operating steps at the construction site, thereby improving the construction efficiency at the site. At the same time, since there is no need to build and dismantle the scaffolding and formwork on the railway, the space of the operating railway will not be occupied, thereby reducing the risks to the safety of railway operation.

[0011] The prefabricated components may be in various forms, including but not limited to prefabricated concrete components, prefabricated steel structure components or wooden structure components, and the prefabricated components are all prefabricated in a factory.

[0012] The connection between the upright column and the longitudinal beam, and the connection between the longitudinal beam and the cross beam can be achieved by welding, bolt connection, stacking connection and other methods.

[0013] Preferably, the columns, longitudinal beams and cross beams are all prefabricated steel structural components. Compared with prefabricated concrete components, prefabricated steel structural components have higher construction efficiency and better earthquake resistance, and can reduce the impact of falling rocks on the vibration of the overall structure. Compared with wooden structural components, prefabricated steel structural components have better durability, fire resistance and higher bearing capacity.

[0014] Preferably, the crossbeam and the longitudinal beam are connected in a stacking manner, and two first crossbeam limiters are provided at both ends of the crossbeam, and the two first crossbeam limiters at each end are respectively located on both sides of the longitudinal beam, and the spacing between the two first crossbeam limiters at each end along the longitudinal direction of the crossbeam is consistent with the width of the longitudinal beam. The stacking connection means that the crossbeam is not fixed to the longitudinal beam by any fasteners (such as bolts, nuts, welding, etc.), but is directly placed on the longitudinal beam. The first crossbeam limiter can limit the relative movement of the crossbeam and the longitudinal beam along its longitudinal direction. This solution only requires the crossbeam to be hoisted to a predetermined position on the longitudinal beam, and there is no need to connect them by welding or bolts, etc., thereby simplifying the operation process at the construction site and further improving the construction efficiency on site.

[0015] Preferably, a second cross beam stopper is provided at both ends of the longitudinal beam, and the second cross beam stopper is in contact with the cross beams at the two most sides of the longitudinal beam respectively. The second cross beam stopper is used to limit the movement of the cross beams at the two most sides along the length direction of the longitudinal beam. This solution further improves the stability of the stacking connection between the cross beams and the longitudinal beams.

[0016] Preferably, the longitudinal beam is connected to the column in a stacking manner, and a plurality of longitudinal beam limiters are provided at the connection between the longitudinal beam and the column. The stacking connection means that the longitudinal beam is not fixed to the column by any fasteners (such as bolts, nuts, welding, etc.), but is simply placed on the column. The longitudinal beam limiter can limit the relative movement between the longitudinal beam and the column. This solution only requires the longitudinal beam to be hoisted to a predetermined position on the column, and there is no need to connect them by welding or bolts, etc., thereby simplifying the operation process at the construction site and further improving the construction efficiency at the site.

[0017] Preferably, the column is a steel pipe with a circular cross-section, and the steel pipe is filled with concrete. This solution can increase the rigidity of the column and improve the vertical bearing capacity of the column to bear a larger impact load of falling rocks.

[0018] Preferably, the buffer structure is surrounded by a guard wall, the bottom of which is connected to the crossbeam. The guard wall serves to enclose the buffer structure, so that the thickness of the buffer structure can be set larger to enhance its buffering effect.

[0019] Preferably, the buffer structure comprises, from bottom to top, a bottom plate, a first waterproof layer, a waterproof protective layer, a buffer layer, a second waterproof layer and a clay waterproof layer.

[0020] The bottom plate can be a cast-in-place reinforced concrete plate or a steel plate.

[0021] The first waterproof layer is provided to prevent rainwater from penetrating into the beam below the buffer structure, and the second waterproof layer is provided to prevent rainwater from penetrating into the buffer layer.

[0022] The buffer layer is a structural layer that mainly buffers the impact of falling rocks. The material of the buffer layer can be EPS polystyrene foam plastic board or foam concrete.

[0023] Preferably, the material of the buffer layer is foamed concrete. Compared with EPS polystyrene foam plastic board, the foamed concrete has higher repairability and replaceability after being damaged by rockfall impact. Specifically, due to the characteristics of the foamed concrete as a cement inorganic material, the damaged part can be restored by a simple repair process, such as filling with newly mixed foamed concrete material and curing, without the need for complicated replacement operations.

[0024] In a second aspect, the present invention provides a construction method of a high-speed railway tunnel portal anti-impact composite structure, comprising the following steps:

[0025] S1: hoisting the column to the foundation, and connecting the column to the foundation;

[0026] S2: hoisting the longitudinal beam onto the column, and connecting the longitudinal beam to the top of the column;

[0027] S3: hoisting the cross beam onto the longitudinal beam, and connecting the two ends of the cross beam to the longitudinal beams on both sides of the railway respectively;

[0028] S4: hoisting the guard wall onto the crossbeam, and connecting the guard wall to the crossbeam;

[0029] S5: constructing a bottom plate, a first waterproof layer, a waterproof protective layer, a buffer layer, a second waterproof layer and a clay waterproof layer layer by layer on the upper surface of the beam to complete the construction of the impact-proof composite structure.

[0030] The present invention provides a construction method for a high-speed railway tunnel portal anti-impact composite structure, wherein the columns, the longitudinal beams and the cross beams are installed at the tunnel portal by hoisting, thereby improving on-site construction efficiency and reducing risks to railway operation safety.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] 1. The present invention provides a high-speed railway tunnel entrance anti-impact composite structure. By setting the columns, longitudinal beams and cross beams as prefabricated components, the columns, longitudinal beams and cross beams can be installed at the tunnel entrance by hoisting, thereby improving the on-site construction efficiency. At the same time, since there is no need to build and dismantle the stand and template on the railway, it will not occupy the space of the operating railway, thereby reducing the risk to the safety of railway operation.

[0033] 2. The present invention provides a construction method for an anti-impact composite structure of a high-speed railway tunnel entrance, in which the columns, the longitudinal beams and the cross beams are installed at the tunnel entrance by hoisting, thereby improving on-site construction efficiency and reducing risks to railway operation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a schematic diagram of the longitudinal section of a high-speed railway tunnel entrance anti-impact composite structure.

[0035] Figure 2 This is a schematic diagram of the transverse section of a high-speed railway tunnel entrance anti-impact composite structure.

[0036] Figure 3 It is a schematic diagram of the longitudinal vertical section of the longitudinal beam.

[0037] Figure 4 It is a schematic diagram of the longitudinal cross-section of the longitudinal beam.

[0038] Figure 5 Schematic diagram of the cross section of the longitudinal beam.

[0039] Figure 6 It is a schematic diagram of the longitudinal section of the beam.

[0040] Figure 7 It is a schematic diagram of the longitudinal cross section of the beam.

[0041] Figure 8 Schematic diagram of the cross section of the beam.

[0042] Fig. 9 This is a schematic cross-sectional diagram of the location of the transverse retaining wall.

[0043] Fig.10 This is a schematic cross-sectional diagram of the location of the longitudinal retaining wall.

[0044] Fig.11 Diagram showing the positions for each stopper setting.

[0045] Fig.12 Schematic diagram of the longitudinal beam limiter.

[0046] Fig.13 It is a cross-sectional schematic diagram of the longitudinal beam limiter.

[0047] Fig.14 Schematic diagram of the first beam limiter.

[0048] Fig.15 It is a cross-sectional schematic diagram of the first beam limiter.

[0049] Fig.16 Schematic diagram of the second beam limiter.

[0050] Fig.17 It is a cross-sectional schematic diagram of the second beam limiter.

[0051] Fig.18 This is the first schematic diagram of the connection position between the column and the foundation.

[0052] Fig.19This is a second schematic diagram of the connection position between the column and the foundation.

[0053] Fig. 20 Schematic diagram of columns and connecting beams.

[0054] Markings in the figure:

[0055] 1- Buffer structure,

[0056] 101-bottom plate, 102-first waterproof layer, 103-waterproof protective layer, 104-buffer layer, 105-second waterproof layer, 106-clay waterproof layer,

[0057] 2- Foundation,

[0058] 201-anchor bar, 202-joint steel bar, 203-spiral positioning steel bar,

[0059] 3- Column,

[0060] 301-flange,

[0061] 3011-Flange toe plate,

[0062] 302-pressure plate,

[0063] 4- Stringer,

[0064] 401-longitudinal beam stopper,

[0065] 4011-longitudinal beam limiter inner panel, 4012-longitudinal beam limiter outer panel, 4013-longitudinal beam limiter inclined panel, 4014-longitudinal beam limiter web,

[0066] 402-longitudinal beam stiffener,

[0067] 403-longitudinal beam diaphragm,

[0068] 404-Enlarged flange,

[0069] 405-Enlarged flange toe plate,

[0070] 5- beam,

[0071] 501-First beam stopper,

[0072] 5011- first beam stopper inner panel, 5012- first beam stopper outer panel, 5013- first beam stopper inclined panel, 5014- first beam stopper web,

[0073] 502-Second beam stopper,

[0074] 5021-inner panel of the second beam stopper, 5022-outer panel of the second beam stopper, 5023-inclined panel of the second beam stopper, 5024-web plate of the second beam stopper,

[0075] 503-Beam stiffener,

[0076] 504- beam and diaphragm,

[0077] 6- Longitudinal retaining wall,

[0078] 601-Longitudinal parapet top panel,

[0079] 602-Longitudinal wall inner panel,

[0080] 6021-Longitudinal wall inner panel stiffening ribs,

[0081] 603-Longitudinal wall outer panel,

[0082] 604-Longitudinal wall diaphragm,

[0083] 605-Drain pipe,

[0084] 7- Horizontal retaining wall,

[0085] 701-Horizontal parapet top panel,

[0086] 702-Horizontal parapet inner panel,

[0087] 7021- Transverse wall inner panel stiffener,

[0088] 703-Horizontal parapet outer panel,

[0089] 704- Horizontal parapet diaphragm,

[0090] 7041- Transverse wall web

[0091] 8- Tie beam,

[0092] 9-Existing tunnel portal,

[0093] 901-Tunnel end wall,

[0094] 10-Polyethylene foam board. DETAILED DESCRIPTION

[0095] The present invention is further described in detail below in conjunction with specific embodiments. However, it should not be understood that the scope of the above subject matter of the present invention is limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0096] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", etc. are all expressions based on the orientation or position relationship shown in the drawings, or are the orientation or position relationship when the invented product / equipment / device is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the present invention or simplifying the description in the specific embodiments, so as to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

[0097] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simplified to mean that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the scheme of the present invention.

[0098] In addition, the expressions “first”, “second”, “third”, etc., which appear in the terms, are merely used to distinguish the description of the same or similar components and should not be understood as emphasizing or implying the relative importance of specific components.

[0099] In addition, in the description of the embodiments of the present invention, "several", "plurality" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0100] In addition, in the description of the technical solution of the present invention, unless otherwise clearly specified / defined / restricted, the terms "set", "install", "connect", "connected", "provided with", "laid", and "arranged" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, and can be welding, riveting, bolting, threading, and other commonly used connection means in the field. This connection can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements.

[0101] Example 1

[0102] like Figure 1 , Figure 2 As shown, a high-speed railway tunnel portal anti-impact composite structure includes a plurality of columns 3, two longitudinal beams 4, a plurality of cross beams 5 and a buffer structure 1.

[0103] The columns 3 are respectively located on both sides of the railway and arranged along the extension direction of the railway, and the bottom of the columns 3 is connected to the foundation 2. Specifically, there are three columns 3 on both sides of the railway, and the distance between two adjacent columns 3 on each side is determined according to the structural force calculation, which is 12.4m in this embodiment.

[0104] There are two longitudinal beams 4, which are respectively arranged on the top of the columns 3 on the same side of the railway. The longitudinal beams 4 are parallel to the extension direction of the railway, and the longitudinal beams 4 are connected to the existing tunnel portal 9. The longitudinal beams 4 and the existing tunnel portal 9 are as close as possible.

[0105] The two ends of the cross beam 5 are respectively connected to the longitudinal beams 4 on both sides of the railway. The cross beam 5 and the longitudinal beam 4 are perpendicular to each other, the cross beams 5 are densely distributed above the longitudinal beams 4, and the upper panels of two adjacent cross beams 5 are in contact with each other. In order to strengthen the integrity of all cross beams 5, the upper panels of two adjacent cross beams 5 can be connected to each other.

[0106] Specifically, the longitudinal beam 4 on each side can be matched with a corresponding number of welded rectangular box beams with stiffening ribs according to the number of the side columns 3. In this embodiment, two rectangular box beams are arranged between the three columns 3 on each side. The cross-section of the rectangular box beam is 900 mm wide and 1000 mm high, and the length of the rectangular box beam is 12.4 m. Figure 3-Figure 5 As shown, four longitudinal beam stiffening ribs 402 are provided inside the longitudinal beam 4, and a plurality of longitudinal beam cross partitions 403 are provided inside the longitudinal beam 4 along its length direction. A polyethylene foam plastic plate 10 can be provided between the two rectangular box beams. The place where the polyethylene foam plastic plate 10 is provided is equivalent to the deformation joint of the two adjacent rectangular box beams. Filling the polyethylene foam plastic plate 10 can play a role of filling the joint to prevent water leakage at the gap. At the same time, the polyethylene foam plastic plate 10 is used to coordinate the deformation of the two adjacent rectangular box beams to reduce mutual influence.

[0107] Specifically, each cross beam 5 may also be a welded rectangular box beam with stiffening ribs, the cross-section of the rectangular box beam being 800 mm wide and 1000 mm high. Figure 6-Figure 8 As shown, four cross beam stiffening ribs 503 are arranged through the interior of the cross beam 5, and a plurality of cross beam cross partitions 504 are arranged along the length direction of the cross beam 5. The width of the upper panel of the cross beam 5 is greater than the width of the lower panel of the cross beam 5.

[0108] The bottom of the buffer structure 1 is connected to the top surface of the crossbeam 5 .

[0109] The columns 3, longitudinal beams 4 and cross beams 5 are all prefabricated components.

[0110] In an optional embodiment, the columns 3, longitudinal beams 4 and cross beams 5 can all be prefabricated steel structural components. The prefabricated steel structural components are manufactured in advance in a processing plant according to the design.

[0111] In an optional embodiment, the cross beam 5 and the longitudinal beam 4 may be connected in a stacked manner, and two first cross beam stoppers 501 are provided at both ends of the cross beam 5. The two first cross beam stoppers 501 at each end are respectively located on both sides of the longitudinal beam 4, and the spacing between the two first cross beam stoppers 501 at each end along the longitudinal direction of the cross beam 5 is consistent with the width of the longitudinal beam 4. For example, the width of the longitudinal beam 4 is 900 mm, and the corresponding spacing between the two first cross beam stoppers 501 at each end along the longitudinal direction of the cross beam 5 is also 900 mm. The first cross beam stoppers 501 are welded to the lower surface of the cross beam 5. The specific arrangement of the first cross beam stoppers 501 is as follows: Fig.11 The first cross beam stopper 501 is a steel plate welded component, as shown in FIG. Fig.14 , Fig.15 As shown, the first beam stopper 501 is welded by a first beam stopper inner panel 5011 , a first beam stopper outer panel 5012 , a first beam stopper inclined panel 5013 and a first beam stopper web 5014 .

[0112] In an optional embodiment, a second cross beam stopper 502 may be provided at both ends of the longitudinal beam 4, and the second cross beam stopper 502 is respectively in contact with the cross beams 5 at the two sides of the longitudinal beam 4. The second cross beam stopper 502 is welded to the upper surface of the longitudinal beam 4. The second cross beam stopper 502 is a steel plate welded component, such as Fig.16 , Fig.17 As shown, the second beam stopper 502 is welded by a second beam stopper inner panel 5021 , a second beam stopper outer panel 5022 , a second beam stopper inclined panel 5023 and a second beam stopper web 5024 .

[0113] In an optional embodiment, the longitudinal beam 4 and the column 3 may be connected in a stacked manner, and a plurality of longitudinal beam stoppers 401 are provided at the connection between the longitudinal beam 4 and the column 3. Specifically, the longitudinal beam stoppers 401 are specifically arranged as follows: Fig.11 As shown, there are four longitudinal beam stoppers 401 at each connection, and the four longitudinal beam stoppers 401 are evenly arranged along the circumference of the column 3. The longitudinal beam stoppers 401 are welded to the upper surface of the longitudinal beam 4. The longitudinal beam stoppers 401 are steel plate welded components, such as Fig.12 , Fig.13 As shown, the longitudinal beam stopper 401 is welded by a longitudinal beam stopper inner panel 4011 , a longitudinal beam stopper outer panel 4012 , a longitudinal beam stopper inclined panel 4013 and a longitudinal beam stopper web 4014 .

[0114] In an optional embodiment, an enlarged flange 404 may be provided at the connection between the longitudinal beam 4 and each column 3, and four longitudinal beam stoppers 401 are connected to the enlarged flange 404. The enlarged flange 404 is connected to the lower panel of the longitudinal beam 4 by welding, and an enlarged flange toe plate 405 is further provided between the enlarged flange 404 and the side plate of the longitudinal beam 4 to strengthen the connection between the enlarged flange 404 and the longitudinal beam 4. The enlarged flange 404 is used to increase the area of ​​the connection between the bottom of the longitudinal beam 4 and the column 3, so as to ensure that the longitudinal beam stopper 401 can achieve a stable connection with the longitudinal beam 4 through the enlarged flange 404.

[0115] In an optional embodiment, the column 3 may be a steel pipe with a circular cross section, and the steel pipe is filled with concrete. Specifically, the outer diameter of the steel pipe is 1400 mm, the wall thickness is 36 mm, and the concrete strength is C35. Fig.18 , Fig.19 As shown, the connection method between the column 3 and the foundation 2 is shown. The foundation 2 is a square reinforced concrete pile foundation with a cross-sectional side length of 2.5m×2.5m. A ring of anchor bars 201 is embedded in the top of the foundation 2, and the anchor bars 201 extend 0.8m into the foundation 2 and are exposed 0.1m from the top of the foundation 2. At the same time, a ring of joint steel bars 202 and spiral positioning steel bars 203 are embedded in the inner side of the anchor bars 201 at 8cm from the inner wall of the column 3, and the joint steel bars 202 extend 1m into the column 3 and the foundation 2 respectively.

[0116] The flange 301 and the pressure plate 302 are welded to the lower end of the column 3. Bolt holes need to be pre-opened in the flange 301 and the pressure plate 302. The anchor bar 201 passes through the bolt holes and is fixed with nuts to connect the column 3 and the foundation 2. Twelve flange toe plates 3011 are evenly spaced between the flange 301 and the side of the column 3 to strengthen the connection between the column 3 and the flange 301.

[0117] like Fig. 20 As shown, the column 3 is 9.6m long and is composed of two sections of steel pipes, the lower section of the steel pipe is 3m long and the upper section of the steel pipe is 6.6m long. A flange 301 and a flange toe plate 3011 are respectively arranged between the two sections of the steel pipes. Bolt holes are pre-opened in the flange 301 and the two sections of the steel pipes are connected together by bolts.

[0118] In an optional embodiment, a guard wall may be provided around the buffer structure 1, and the bottom of the guard wall is connected to the cross beam 5. Specifically, the guard wall includes a longitudinal guard wall 6 and a transverse guard wall 7, the longitudinal guard wall 6 extends in a direction parallel to the length direction of the longitudinal beam 4, the transverse guard wall 7 extends in a direction parallel to the length direction of the cross beam 5, and the bottoms of the longitudinal guard wall 6 and the transverse guard wall 7 are both welded to the cross beam 5.

[0119] The longitudinal retaining wall 6 can be a steel plate welded trapezoidal hollow structure, specifically, Fig.10As shown, the longitudinal retaining wall 6 comprises a longitudinal retaining wall top panel 601, a longitudinal retaining wall inner panel 602 and a longitudinal retaining wall outer panel 603. The longitudinal retaining wall inner panel 602 is provided with longitudinal retaining wall inner panel stiffening ribs 6021, and a plurality of longitudinal retaining wall cross partitions 604 are provided at intervals along the length direction of the longitudinal retaining wall 6. In order to ensure the drainage of the buffer structure 1, a drainage pipe 605 is reserved in the middle of the longitudinal retaining wall 6.

[0120] The transverse retaining wall 7 can be a steel plate welded trapezoidal hollow structure, specifically, Fig. 9 As shown, the transverse guard wall 7 includes a transverse guard wall top panel 701, a transverse guard wall inner panel 702 and a transverse guard wall outer panel 703. The transverse guard wall inner panel 702 is provided with transverse guard wall inner panel stiffening ribs 7021 running through it. A plurality of transverse guard wall partitions 704 are arranged at intervals inside the transverse guard wall 7 along its length direction. A transverse guard wall web plate 7041 is arranged on one side of each transverse guard wall partition 704.

[0121] In this embodiment, in order to facilitate on-site construction, the transverse retaining wall 7 is divided into four sections, the longitudinal retaining wall 6 is divided into four sections, and the gaps between the segmented retaining walls are filled with polyethylene foam plastic boards 10.

[0122] In order to strengthen the integrity of the columns 3, a connecting beam 8 is arranged between two adjacent columns 3 on both sides. The connecting beam 8 is made of a steel pipe with an outer diameter of 609 mm and a wall thickness of 14 mm, and the connecting beam 8 and the column 3 are connected by welding.

[0123] In an optional embodiment, the buffer structure 1 may include, from bottom to top, a bottom plate 101 , a first waterproof layer 102 , a waterproof protective layer 103 , a buffer layer 104 , a second waterproof layer 105 and a clay waterproof layer 106 .

[0124] The bottom plate 101 may be 30 cm thick C35 reinforced concrete, the first waterproof layer 102 and the second waterproof layer 105 may both be 3 mm thick single-sided self-adhesive waterproof membranes, and the waterproof protection layer 103 may be 20 mm thick M20 waterproof mortar.

[0125] In an optional embodiment, the material of the buffer layer 104 may be foam concrete. Specifically, the design feature of the buffer layer 104 is that the middle portion thereof is thicker than the two sides close to the longitudinal retaining wall 6, thereby forming a buffer structure 1 with a raised middle portion and lower two sides. This solution is conducive to quickly directing rainwater to the two sides of the impact-proof composite structure for discharge, and can make the fallen rocks on the buffer structure 1 naturally roll down along the slope to the two sides of the impact-proof composite structure.

[0126] The impact-proof combined structure of the present invention is connected to the existing tunnel portal 9 , and the end of the longitudinal beam 4 and the cross beam 5 close to the existing tunnel portal 9 should be connected to the portal end wall 901 .

[0127] Example 2

[0128] A construction method for a high-speed railway tunnel portal anti-impact composite structure comprises the following steps:

[0129] S1: Design each component according to the tunnel opening conditions at the predetermined location, and prefabricate them in the factory; measure and lay out at the construction site, embed anchor bars 201, joint steel bars 202 and spiral positioning steel bars 203, and then pour concrete on the foundation 2; hoist the column 3 onto the foundation 2, connect the flange 301 and the pressure plate 302 at the lower end of the column 3 with the anchor bars 201 on the foundation 2 through bolts, and then pour concrete into the interior C35 of the column 3; weld the connecting beam 8 between two adjacent columns 3.

[0130] S2: hoist the longitudinal beam 4 onto the column 3, and align the center of the four longitudinal beam stoppers 401 at each connection on the longitudinal beam 4 with the center of the corresponding column 3, and then contact the lower panel of the longitudinal beam 4 with the top surface of the column 3 to form a stacked connection.

[0131] S3: hoist the crossbeam 5 onto the longitudinal beam 4, and align the centers of the two first crossbeam limiters 501 at each end of the crossbeam 5 with the axis of the corresponding longitudinal beam 4, and then contact the lower panel of the crossbeam 5 with the upper panel of the longitudinal beam 4 to form a stacked connection; the upper panels of two adjacent crossbeams 5 are in contact with each other.

[0132] S4: hoist the longitudinal guard wall 6 and the transverse guard wall 7 onto the cross beam 5, and connect the longitudinal guard wall 6 and the transverse guard wall 7 to the cross beam 5 by welding.

[0133] S5: constructing the bottom plate 101, the first waterproof layer 102, the waterproof protection layer 103, the buffer layer 104, the second waterproof layer 105 and the clay waterproof layer 106 layer by layer on the upper surface of the cross beam 5 to complete the construction of the impact-proof composite structure.

[0134] 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 and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A high-speed railway tunnel entrance anti-impact composite structure, characterized in that: include: Columns (3), the columns (3) are respectively located on both sides of the railway and arranged along the extension direction of the railway, and the bottom of the columns (3) is connected to the foundation (2); Longitudinal beams (4), the longitudinal beams (4) are respectively arranged on the tops of the columns (3) on the same side of the railway, the longitudinal beams (4) are parallel to the extension direction of the railway, and the longitudinal beams (4) are connected to the existing tunnel portal (9); A crossbeam (5), the two ends of which are respectively connected to the longitudinal beams (4) on both sides of the railway; A buffer structure (1), the bottom of the buffer structure (1) being connected to the top surface of the crossbeam (5); The upright columns (3), the longitudinal beams (4) and the cross beams (5) are all prefabricated components.

2. The high-speed railway tunnel entrance anti-impact composite structure according to claim 1, characterized in that: The upright columns (3), the longitudinal beams (4) and the cross beams (5) are all prefabricated steel structure components.

3. The high-speed railway tunnel entrance anti-impact composite structure according to claim 2, characterized in that: The cross beam (5) and the longitudinal beam (4) are connected in a stacked manner, and two first cross beam limiters (501) are provided at both ends of the cross beam (5), and the two first cross beam limiters (501) at each end are respectively located on both sides of the longitudinal beam (4), and the spacing between the two first cross beam limiters (501) at each end along the longitudinal direction of the cross beam (5) is consistent with the width of the longitudinal beam (4).

4. The high-speed railway tunnel portal anti-impact composite structure according to claim 3, characterized in that: Second crossbeam stoppers (502) are provided at both ends of the longitudinal beam (4), and the second crossbeam stoppers (502) are respectively in contact with the crossbeams (5) at the two most sides of the longitudinal beam (4).

5. The high-speed railway tunnel portal anti-impact composite structure according to claim 2, characterized in that: The longitudinal beam (4) and the column (3) are connected in a stacked manner, and a plurality of longitudinal beam stoppers (401) are provided at the connection between the longitudinal beam (4) and the column (3).

6. The high-speed railway tunnel portal anti-impact composite structure according to claim 2, characterized in that: The column (3) is a steel pipe with a circular cross-section, and the steel pipe is filled with concrete.

7. A high-speed railway tunnel portal anti-impact composite structure according to any one of claims 1 to 6, characterized in that: The buffer structure (1) is provided with guard walls around its periphery, and the bottom of the guard walls is connected to the crossbeam (5).

8. The high-speed railway tunnel portal anti-impact composite structure according to claim 7, characterized in that: The buffer structure (1) comprises, from bottom to top, a bottom plate (101), a first waterproof layer (102), a waterproof protective layer (103), a buffer layer (104), a second waterproof layer (105) and a clay waterproof layer (106).

9. The high-speed railway tunnel portal anti-impact composite structure according to claim 8, characterized in that: The material of the buffer layer (104) is foamed concrete.

10. A construction method for a high-speed railway tunnel portal anti-impact composite structure, characterized in that: A high-speed railway tunnel portal anti-impact composite structure applied to any one of claims 8-9 comprises the following steps: S1: hoisting the column (3) onto the foundation (2), and connecting the column (3) to the foundation (2); S2: hoisting the longitudinal beam (4) onto the column (3), and connecting the longitudinal beam (4) to the top end of the column (3); S3: hoisting the cross beam (5) onto the longitudinal beam (4), and connecting the two ends of the cross beam (5) to the longitudinal beams (4) on both sides of the railway respectively; S4: hoisting the guard wall onto the crossbeam (5), and connecting the guard wall to the crossbeam (5); S5: constructing a base plate (101), a first waterproof layer (102), a waterproof protective layer (103), a buffer layer (104), a second waterproof layer (105) and a clay waterproof layer (106) layer by layer on the upper surface of the crossbeam (5) to complete the construction of the impact-proof composite structure.

Images