Operating railway tunnel lining steel-concrete combined type reinforcing structure

Abstract

The invention relates to the technical field of tunnel engineering, in particular to an operating railway tunnel lining steel-concrete combined reinforcing structure which comprises an I-shaped steel frame, lining steel bars, drill nails, a formwork, formwork fixing rods and concrete. The I-shaped steel frames are arranged at intervals in the extending direction of the existing lining of the tunnel. And the bushing steel bars are arranged between the two adjacent I-shaped steel frames. One end of the drill nail is anchored in the existing lining of the tunnel, and the other end is connected with the bushing steel bar. The two ends of the formwork are connected with the flange plates on the outer sides of the two adjacent I-shaped steel frames respectively. The formwork fixing rods are attached to the formworks, and the two ends of each formwork fixing rod are fixed to the flange plates on the outer sides of the two adjacent I-shaped steel frames respectively. The area between the formwork and the existing lining of the tunnel is filled with the concrete. Compared with a suspended formwork method, a large amount of drilling and bar planting operation is avoided, and then the lining construction efficiency is improved; and meanwhile, the template is simply and firmly fixed and is not easy to fall off, so that the potential threat to the safety of a running train is effectively reduced.

Description

Technical Field

[0001] The invention relates to the technical field of tunnel engineering, and in particular to a steel-concrete combined reinforcement structure for a lining of an operating railway tunnel. Background Art

[0002] With the large-scale construction of transportation facilities projects, my country has become the country with the most railway tunnels, the most complex ones, and the fastest development in the world. Railway tunnels are gradually entering the operation and management period from the large-scale construction period. Affected by factors such as engineering environment, construction quality and operation load, tunnel water leakage, lining back degassing, concrete cracking, lining block falling, structural deformation exceeding the limit and other diseases are extremely common, and the situation of tunnel structure "with disease" service is relatively common. Tunnel diseases increase the risk of railway operation. In order to ensure driving safety, timely disease treatment is required. Lining is one of the most effective measures for the treatment of serious tunnel diseases and has been widely used. Traditional lining construction generally adopts the hanging formwork method. This construction method is to set nails in the lining arch wall, use the nails to hang the formwork, and then pour concrete for construction. However, the existing railway tunnel has a short maintenance window time, limited operating space, and high requirements for railway operation safety. The hanging formwork method sets a large number of nails, the workload of drilling and planting steel bars is large, and the formwork installation process is cumbersome, which leads to low construction efficiency. At the same time, the hanging formwork method fixes the formwork through the suspension effect of multiple nails, which poses a risk of formwork displacement or falling off, posing a potential threat to the safety of train operation. Summary of the invention

[0003] The purpose of the present invention is to overcome the problems of low efficiency and easy displacement or falling of the template in the existing technology of using the hanging formwork method for lining construction, which pose a potential threat to the safety of train operation. To this end, the present invention provides a steel-concrete combined reinforcement structure for the lining of an operating railway tunnel.

[0004] In a first aspect, the present invention provides a railway tunnel lining steel-concrete combined reinforcement structure, comprising:

[0005] I-beam steel frames, the shapes of which are matched with the cross-sectional shapes of the existing tunnel linings, the I-beam steel frames are arranged at intervals along the extension direction of the existing tunnel linings, and the inner flange plates of the I-beam steel frames are connected with the existing tunnel linings;

[0006] Lining steel bars are arranged between two adjacent I-beam frames;

[0007] A drill nail, one end of which is anchored in the existing lining of the tunnel, and the other end of which is connected to the sleeve lining steel bar;

[0008] A template, the two ends of which are respectively connected to the outer flange plates of two adjacent I-beam frames;

[0009] A template fixing rod, wherein the template fixing rod is fitted with the template, and both ends of the template fixing rod are respectively fixed to the outer flange plates of two adjacent I-beam frames;

[0010] Concrete, the concrete filling the area between the formwork and the existing lining of the tunnel.

[0011] The present invention provides a steel-concrete combined reinforcement structure for railway tunnel lining, wherein the dowel pins are used to strengthen the firmness of the connection between the lining structure formed by the lining steel bars after pouring concrete and the existing lining of the tunnel. The I-beam frame can be used as both a steel skeleton of the combined reinforcement structure and a boundary template of the lining structure. When pouring concrete, the I-beam frame serves as the side templates at both ends of the lining structure, plays a role of sealing the mold, ensures the sealing of the concrete pouring, and thus improves the quality of the concrete pouring. The template is fixed by the I-beam frame, and the lining contour formed after the concrete pouring also has a smooth and beautiful effect.

[0012] The two ends of the template fixing rod are respectively fixed to the outer flange plates of the two adjacent I-beam frames, so as to press the template on the outer flange plates of the I-beam frame, and help the template resist lateral deformation after concrete pouring. Compared with the traditional hanging template method, this method avoids a large number of drilling and rebar planting operations, thereby improving the efficiency of bushing construction; at the same time, the fixing method of the template is simple and firm, and the template is not easy to fall, thereby effectively reducing the potential threat to the safety of running trains.

[0013] The template fixing rod is a rod with high rigidity, which can be used as a stiffening rib of the template to withstand the lateral deformation pressure that may be generated by the template after concrete pouring. The template fixing rod can be made of materials such as I-beams, channel steels or steel pipes to ensure sufficient strength and stability.

[0014] There are many ways to connect the inner flange plate to the existing tunnel lining. For example, steel bars may be pre-implanted at corresponding positions on the existing tunnel lining, and then the inner flange plate may be connected to the implanted steel bars by welding; or the inner flange plate may be provided with screw holes, holes may be drilled at positions corresponding to the screw holes on the existing tunnel lining, and the inner flange plate may be connected to the existing tunnel lining by anchor bolts.

[0015] There are many ways to fix the template fixing rod and the outer flange plate. For example, they can be fastened by winding wire, or clamped and fixed by a special clamp. In addition, they can also be fastened by bolt connection to achieve a stable effect.

[0016] Preferably, the template fixing rod is a channel steel, and the opening of the channel steel faces the center direction of the tunnel. Compared with steel pipes, the connection between the channel steel and the I-beam frame is more convenient; compared with I-beams, the contact area between the channel steel and the template of the same cross-sectional area is larger. The channel steel can provide greater rigidity, so that the distance between two adjacent I-beam frames can be set larger. When the existing lining length of the tunnel remains unchanged, the number of I-beam frames used can be reduced, thereby saving the production cost of the I-beam frames and reducing the workload, thereby further improving the construction efficiency.

[0017] Preferably, the outer flange plate is provided with outer flange screw holes, which are arranged symmetrically along the axis of the I-beam frame, and the outer flange screw holes are used to pass bolts to fix the two ends of the channel steel to the outer flange plate. This solution fixes the channel steel and the outer flange plate through the bolt connection, ensuring that the connection between the two is both stable and reliable, and that the channel steel can be quickly separated in the subsequent demoulding stage.

[0018] Preferably, the inner flange plate is provided with inner flange screw holes, which are arranged at intervals along the axis of the I-beam frame, and the inner flange screw holes are used to pass anchor bolts to fix the inner flange plate to the existing lining of the tunnel. This solution fixes the inner flange plate to the existing lining of the tunnel through the anchor bolts, which can be expansion anchor bolts or chemical anchor bolts.

[0019] Preferably, the anchor bolt is a chemical anchor bolt. The chemical anchor bolt has the characteristics of reliable strength and convenient and fast construction, and can further improve the construction efficiency of the lining.

[0020] Preferably, the sleeve reinforcement comprises inner main reinforcement and outer main reinforcement, the inner main reinforcement and the outer main reinforcement are connected with the adjacent dowel pins, and tie bars are arranged between the inner main reinforcement and the outer main reinforcement. The tie bars are used to strengthen the integrity between the inner main reinforcement and the outer main reinforcement.

[0021] In a second aspect, the present invention provides a construction method for a railway tunnel lining steel-concrete combined reinforcement structure, comprising the following steps:

[0022] S1: Obtain the inner contour shape data of the existing tunnel lining where the disease occurs;

[0023] S2: According to the inner contour shape data, a predetermined number of I-beam frames are manufactured, and each of the I-beam frames is manufactured in sections;

[0024] S3: roughening the inner wall of the existing tunnel lining; assembling the segmented I-beam frames, and fixing the inner flange plates of the I-beam frames at predetermined positions of the existing tunnel lining;

[0025] S4: implanting nails within the existing lining of the tunnel and laying lining steel bars;

[0026] S5: respectively contacting the two ends of the template with the outer flange plates of the two adjacent I-beam frames, pressing the template with a template fixing rod, and respectively fixing the two ends of the template fixing rod with the outer flange plates of the two adjacent I-beam frames;

[0027] S6: pouring concrete between the formwork and the inner wall of the existing tunnel lining to form a sleeve lining structure, and removing the formwork fixing rods and the formwork after the concrete strength reaches the standard, and the construction of the tunnel lining steel-concrete combined reinforcement structure is completed.

[0028] The present invention provides a construction method for a steel-concrete combined reinforcement structure of a railway tunnel lining. According to the inner contour shape data, a predetermined number of I-beam frames are manufactured so that the I-beam frames can better fit the inner wall of the existing tunnel lining. The inner wall of the existing tunnel lining is roughened to strengthen the connection effect between the sleeve lining structure and the new and old interfaces of the existing tunnel lining. The template is fixed to the outer flange plates of the two adjacent I-beam frames by fixing the two ends of the template fixing rod respectively. Compared with the traditional hanging template method, this construction method avoids a large number of drilling and rebar planting operations, thereby improving the efficiency of sleeve lining construction; at the same time, the fixing method of the template is simple and firm, and is easy to check, which greatly reduces the safety risk of the template falling, thereby effectively reducing the potential threat to the safety of running trains.

[0029] The inner contour shape data of the existing tunnel lining at the defective part can be obtained by checking the construction drawings or conducting on-site measurements.

[0030] The I-beam frame is prefabricated in a factory and assembled on site, which simplifies the lining construction process, reduces the workload of skylight point construction on existing lines, and improves construction efficiency. The I-beam frame can also play a role in pre-reinforcement of the top for lining defects.

[0031] Preferably, in step S3, the fixing of the I-beam frame comprises the following steps:

[0032] S31: placing the first I-beam frame at a predetermined position on the existing lining of the tunnel, and fixing the inner flange plate of the I-beam frame on the existing lining of the tunnel;

[0033] S32: After the previous I-beam frame is fixed, the next I-beam frame is placed at a predetermined position on the existing lining of the tunnel, and the two ends of the connecting steel bar are respectively connected to the I-beam frame in this step and the already fixed I-beam frame, and then the inner flange plate of the I-beam frame in this step is fixed to the existing lining of the tunnel;

[0034] S33: Repeat step S32 until all the I-beam frames are fixed at predetermined positions of the existing lining of the tunnel.

[0035] The function of the connecting steel bar is to prevent the I-beam frame to be fixed from moving in the horizontal direction, thereby simplifying the fixing process of the I-beam frame and improving the construction efficiency. In particular, when it is necessary to drill a hole on the existing lining of the tunnel, the drilling operation requires the inner flange plate of the I-beam frame to be placed against the existing lining of the tunnel, and the drill bit is passed through the screw hole of the inner flange plate before drilling. The connecting steel bar can effectively prevent the I-beam frame from sliding and dislocating, and can ensure that the drilled hole corresponds to the screw hole on the inner flange plate, avoiding the reduction of construction efficiency due to position mismatch.

[0036] Preferably, step S6 also includes, after the formwork is removed, cutting a groove at the intersection of the outer flange plate and the concrete to form a structural gap. The purpose of this solution is to alleviate or eliminate the stress concentration problem on the interface between the I-beam frame and the concrete.

[0037] Preferably, in step S1, the inner contour shape of the existing lining of the tunnel is measured by using laser point cloud acquisition technology. This solution uses on-site measurement to obtain more accurate inner contour shape data of the existing lining of the tunnel. At the same time, this solution uses laser point cloud acquisition technology, which can quickly complete the measurement work and obtain corresponding data, with high measurement efficiency and no impact on train operations. The laser point cloud acquisition technology is an existing technology, and its principle is to calculate the distance information of the target object by emitting laser signals and receiving reflected signals, and to solve the three-dimensional coordinates of the target object by combining the scanning angle and position posture data.

[0038] Compared with the prior art, the present invention has the following beneficial effects:

[0039] 1. The present invention provides a railway tunnel lining steel-concrete combined reinforcement structure, wherein the template is fixed to the outer flange plates of the two adjacent I-beam frames by fixing the two ends of the template fixing rod respectively. Compared with the traditional hanging template method, this method avoids a large number of drilling and rebar planting operations, thereby improving the efficiency of lining construction; at the same time, the fixing method of the template is simple and firm, and the template is not easy to fall, thereby effectively reducing the potential threat to the safety of running trains.

[0040] 2. The present invention provides a construction method for a railway tunnel lining steel-concrete combined reinforcement structure, wherein the two ends of the template fixing rod are respectively fixed to the outer flange plates of the two adjacent I-beam frames, and the template is fixed to the outer flange plates of the I-beam frames. Compared with the traditional hanging formwork method, this construction method avoids a large number of drilling and rebar planting operations, thereby improving the efficiency of lining construction; at the same time, the fixing method of the template is simple and firm, and it is also easy to check, which greatly reduces the safety risk of the template falling, thereby effectively reducing the potential threat to the safety of running trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a schematic diagram of template installation in the present invention.

[0042] Figure 2 It is a plan view of the I-beam frame anchoring and template installation in the present invention unfolded along the tunnel circumference.

[0043] Figure 3 It is a schematic diagram of the inner flange plate of the I-beam frame in the present invention.

[0044] Figure 4 It is a schematic diagram of the longitudinal connecting reinforcement between each steel frame in the present invention.

[0045] Figure 5 It is a schematic diagram of the template installation on the tunnel cross section in the present invention.

[0046] Figure 6 It is an enlarged schematic diagram of the anchoring of the I-beam frame in the present invention.

[0047] Markings in the figure:

[0048] 1- The tunnel has existing lining,

[0049] 2-Bushing structure,

[0050] 3- Template,

[0051] 4-Template fixing rod,

[0052] 5-I-beam frame,

[0053] 501-inner flange plate, 502-outer flange plate, 503-inner flange screw hole, 504-outer flange screw hole,

[0054] 6- Anchor bolt,

[0055] 7-Lock foot anchor rod,

[0056] 8-bolts,

[0057] 801-bolt end,

[0058] 9- Lining steel bars,

[0059] 901-outer main reinforcement, 902-inner main reinforcement, 903-tie reinforcement,

[0060] 10-Drilling nails,

[0061] 11- Connecting steel bars,

[0062] 12-Structural gaps. DETAILED DESCRIPTION

[0063] The present invention is further described in detail below in conjunction with specific embodiments. However, this should not be understood as the scope of the above subject matter of the present invention being 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] Example 1

[0070] like Figure 1-Figure 5 As shown, a railway tunnel lining steel-concrete combined reinforcement structure includes a plurality of I-beam frames 5, sleeve lining steel bars 9, dowels 10, a template 3 and a template fixing rod 4.

[0071] I-beam frame 5, the shape of I-beam frame 5 matches the cross-sectional shape of existing tunnel lining 1, I-beam frame 5 is arranged at intervals along the extension direction of existing tunnel lining 1, and the inner flange plate 501 of I-beam frame 5 is connected to existing tunnel lining 1. The spacing between two adjacent I-beam frames 5 can be 1.5m to 3.0m, and the specific spacing can be 1.5m, 1.8m, 2.0m, 2.2m, 2.5m, 2.8m, 3.0m. I-beam frame 5 can specifically use I25a I-beam, the cross-sectional height of I25a I-beam is 25cm, and its height meets the cross-sectional clearance requirement of existing tunnel lining 1.

[0072] The lining steel bars 9 are arranged between two adjacent I-beam frames 5 .

[0073] One end of the drill nail 10 is anchored in the existing lining 1 of the tunnel, and the other end of the drill nail 10 is connected to the sleeve lining steel bar 9. The drill nail 10 and the sleeve lining steel bar 9 can be spot welded or tied.

[0074] The two ends of the template 3 are respectively connected to the outer flange plates 502 of the two adjacent I-beam frames 5. The template 3 can be made of a 2 cm thick large piece of high-strength bamboo plywood, each piece has a size of 148 cm × 100 cm. The length of the template 3 is just the same as the spacing between the two adjacent I-beam frames 5.

[0075] The template fixing rod 4 is fitted with the template 3, and the two ends of the template fixing rod 4 are respectively fixed to the outer flange plates 502 of the two adjacent I-beam frames 5. The length of the template fixing rod 4 is just consistent with the spacing between the two adjacent I-beam frames 5.

[0076] The concrete is filled in the area between the formwork 3 and the existing lining 1 of the tunnel.

[0077] In an optional embodiment, the template fixing rod 4 can be a channel steel, and the opening of the channel steel faces the center direction of the tunnel. Specifically, when the distance between two adjacent I-beam frames 5 is 1.5m, the length of the channel steel is 148cm, and it is arranged at an interval of 20cm to 30cm on the outer side of the template 3 according to the circumferential spacing of the existing tunnel lining 1.

[0078] In an optional embodiment, outer flange screw holes 504 may be provided on the outer flange plate 502, and the outer flange screw holes 504 are arranged symmetrically along the axis of the I-beam frame 5. The outer flange screw holes 504 are used to pass bolts 8 to fix the two ends of the channel steel to the outer flange plate 502. Screw holes corresponding to the outer flange screw holes 504 are also provided at both ends of the channel steel. The outer flange screw holes 504 are arranged at intervals of 20 cm to 30 cm along the axis of the I-beam frame 5, and the specific intervals are 20 cm, 22 cm, 25 cm, 28 cm, and 30 cm. The specific model of the bolt 8 may be M14. The size of the outer flange screw hole 504 matches the specification of the bolt 8. Specifically, the opening diameter of the outer flange screw hole 504 may be 18 mm, and the hole core of the outer flange screw hole 504 may be 27 mm from the edge of the outer flange plate 502.

[0079] In an optional embodiment, inner flange screw holes 503 may be provided on the inner flange plate 501, and the inner flange screw holes 503 are arranged at intervals along the axis of the I-beam frame 5. The inner flange screw holes 503 are used to pass the anchor bolts 6 to fix the inner flange plate 501 to the existing lining 1 of the tunnel. The existing lining 1 of the tunnel is provided with corresponding drill holes for driving the anchor bolts 6. The interval between two adjacent inner flange screw holes 503 along the axis of the I-beam frame 5 can be 20 cm to 30 cm, and the specific intervals are 20 cm, 22 cm, 25 cm, 28 cm, and 30 cm. The size of the inner flange screw hole 503 matches the specifications of the anchor bolt 6. Specifically, the opening diameter of the inner flange screw hole 503 can be 27 mm, and the hole core of the inner flange screw hole 503 can be 27 mm from the edge of the inner flange plate 501.

[0080] In an optional embodiment, the anchor bolt 6 may be a chemical anchor bolt. The chemical anchor bolt is of M20 type, with an effective anchoring depth of 20 cm and a length greater than or equal to 26 cm.

[0081] In an optional embodiment, the sleeve lining steel bar 9 may include an inner main bar 902 and an outer main bar 901, and the inner main bar 902 and the outer main bar 901 are connected with adjacent dowels 10; and a tie bar 903 is provided between the inner main bar 902 and the outer main bar 901. The inner main bar 902 and the outer main bar 901 are both composed of steel bars staggered horizontally and vertically. The inner main bar 902 and the outer main bar 901 can be connected with the adjacent dowels 10 by spot welding or by binding with wire. Hooks are provided at both ends of the tie bar 903, which are used to hook the inner main bar 902 and the outer main bar 901, respectively. The transverse steel bars in the inner main bar 902 and the outer main bar 901 are connected to the I-beam frame 5 by welding at both ends to strengthen the integrity of the sleeve lining structure 2 and the I-beam frame 5.

[0082] In an optional embodiment, a locking foot anchor rod 7 may be further included, the locking foot anchor rod 7 is anchored in the existing tunnel lining 1, and the locking foot anchor rod 7 is welded to the arch foot of the I-beam frame 5. The locking foot anchor rod 7 may specifically be a φ25 steel bar. The locking foot anchor rod 7 is used to limit the vertical displacement of the arch foot of the I-beam frame 5 and enhance the force-bearing characteristics of the I-beam frame 5.

[0083] Example 2

[0084] A construction method for a railway tunnel lining steel-concrete combined reinforcement structure comprises the following steps:

[0085] S1: Obtain the inner contour shape data of the existing tunnel lining 1 where the defect occurs.

[0086] Specifically, the existing facilities and equipment in the tunnel are first investigated and protected, and the tunnel section is rechecked and measured. Based on the recheck results, basic data for casing lining construction is obtained, which includes clearance data in the existing tunnel lining, the axial position of the I-beam frame 5, the elevation of the arch foot, etc.

[0087] In an optional implementation, laser point cloud acquisition technology may be used to measure the inner contour shape of the existing tunnel lining 1.

[0088] S2: According to the inner contour shape data, a predetermined number of I-beam frames 5 are manufactured, and each I-beam frame 5 is manufactured in sections. The I-beam frame 5 is prefabricated in a professional steel structure processing plant and can be processed by cold bending process so that each section of the I-beam frame 5 matches the inner contour shape. The I-beam frame 5 can also be processed by hot-dip galvanizing process.

[0089] S3: roughening the inner wall of the existing tunnel lining 1. Assembling the segmented I-beam steel frame 5, and fixing the inner flange plate 501 of the I-beam steel frame 5 at a predetermined position of the existing tunnel lining 1. The segmented I-beam steel frame 5 can be pre-assembled and adjusted outside the tunnel.

[0090] In order to ensure the effective bonding between the lining structure 2 and the existing tunnel lining 1, an electric pick was used to roughen the inner wall surface of the existing tunnel lining 1, with a roughening depth of 1 cm. After the roughening was completed, the roughened surface was cleaned with high-pressure air. In order to ensure the normal use of the cable trench cover after the lining was installed, the concrete at the foot of the wall was removed with a pneumatic pick. After the roughening was completed, the roughened surface was cleaned with high-pressure air.

[0091] Specifically, the existing tunnel lining 1 defective section is 12m long, and a 12m long reinforced concrete lining is set for treatment. The spacing between each I-beam frame 5 is 1.5m. Nine I-beam frames 5 need to be arranged from the beginning to the end of the lining on site.

[0092] After the position of each I-beam frame 5 is determined through on-site measurement and layout, the I-beam frames 5 are assembled in units from the side walls on both sides of the tunnel to the arch.

[0093] In an optional implementation manner, in step S3, fixing the I-beam frame 5 may include the following steps:

[0094] S31: placing the first I-beam frame 5 at a predetermined position on the existing tunnel lining 1, and fixing the inner flange plate 501 of the I-beam frame 5 on the existing tunnel lining 1.

[0095] S32: After the previous I-beam frame 5 is fixed, the next I-beam frame 5 is placed at a predetermined position on the existing tunnel lining 1, and the two ends of the connecting steel bar 11 are respectively connected to the I-beam frame 5 in this step and the already fixed I-beam frame 5, and then the inner flange plate 501 of the I-beam frame 5 in this step is fixed to the existing tunnel lining 1 through the anchor bolt 6. After the nut of the anchor bolt 6 is tightened, the nut is spot welded to the anchor bolt 6.

[0096] After each I-beam frame 5 is assembled into a ring, a pneumatic drill is used to drill holes at the foot of the wall. After the drilling is completed, a φ25 locking foot anchor rod 7 is driven in with a rock drill. After being driven in, an anchoring agent is inserted and a locking foot anchor rod pad is installed. The tail end of the locking foot anchor rod 7 is 8 cm away from the inner edge of the lining, and the exposed part of the locking foot anchor rod 7 is welded to the I-beam frame 5.

[0097] In an optional embodiment, in step S42, both ends of the connecting steel bar 11 can be bent into an "L" shape, and the bent parts of the connecting steel bar 11 at both ends are welded to the inner flange plate 501 to increase the welding length and improve the welding effect. The middle part of the connecting steel bar 11 is close to the inner wall of the existing tunnel lining 1 to prevent the connecting steel bar 11 from affecting the binding of the sleeve lining steel bar 9 and other construction operations. The connecting steel bars 11 are arranged at intervals along the circumferential direction of the existing tunnel lining 1, with an interval of 1.5m.

[0098] S33: Repeat step S32 until all I-beam frames 5 are fixed at predetermined positions of the existing lining 1 of the tunnel.

[0099] S4: Insert the dowels 10 within the existing tunnel lining 1 and lay the sleeve lining steel bars 9. Use φ18 steel bars as dowels 10, the length of dowels 10 is 40cm, extend into the existing tunnel lining 20cm, and apply Class A anchor glue. The spacing of dowels 10 is 0.5m×0.5m, arranged in a plum blossom shape. Laying the sleeve lining steel bars 9 is divided into three steps. The first step is to lay the outer steel bars 91 and weld them firmly with the adjacent positioning dowels 10. The second step is to lay the inner steel bars 91 and weld them firmly with the adjacent positioning dowels 10. The third step is to lay the inner tie bars 903.

[0100] S5: Make the two ends of the template 3 contact with the outer flange plates 502 of the two adjacent I-beam frames 5 respectively, use the template fixing rod 4 to press the template 3, and fix the two ends of the template fixing rod 4 with the outer flange plates 502 of the two adjacent I-beam frames 5 respectively. The template fixing rod 4 can specifically be a channel steel, and the channel steel is fixed to the outer flange plate 502 by bolts 8, and the bolt end 801 of the bolt 8 faces inward, while the threaded end of the bolt 8 and the nut on the threaded end face outward, so that when disassembling the channel steel, the nut can be screwed out from the threaded end to disassemble the channel steel. After the post-demolding, the exposed threaded end of the bolt 8 can be cut off and then painted with anti-rust paint. The bolt 8 can be treated by hot-dip galvanizing.

[0101] Considering the cost of hot-dip galvanizing, in the embodiment of the present application, only the exposed parts of the I-beam frame 5, bolts 8 at both ends of the lining and the outer flange plate 502 of the I-beam frame 5 in the middle of the lining that are exposed to the environment after the construction of each lining is completed can be hot-dip galvanized.

[0102] S6: Pour concrete between the formwork 3 and the inner wall of the existing tunnel lining 1 to form a sleeve lining structure 2. After the concrete strength reaches the standard, remove the formwork fixing rods 4 and the formwork 3, and the construction of the tunnel lining steel-concrete combined reinforcement structure is completed.

[0103] Specifically, the concrete is pumped into the mold and poured from bottom to top in blocks symmetrically. After the concrete strength reaches the standard, the nuts of the bolts 8 are loosened and the template 3 and the channel steel are removed.

[0104] In an optional embodiment, step S6 may further include, after demoulding, Figure 6 As shown, a groove is cut at the intersection of the outer flange plate 502 and the concrete to form a structural gap 12.

[0105] S7: Cut off the exposed part of the bolt 8 and apply anti-rust paint.

[0106] Specifically, after the template 3 and the channel steel are removed, a portion of the bolt 8 is exposed, which is cut off using a cutting machine, and anti-rust paint is applied to the cut surface of the bolt 8.

[0107] 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 principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A railway tunnel lining steel-concrete combined reinforcement structure, characterized in that: include: I-beam frames (5), the shapes of the I-beam frames (5) are matched with the cross-sectional shapes of the existing tunnel lining (1), the I-beam frames (5) are arranged at intervals along the extension direction of the existing tunnel lining (1), and the inner flange plates (501) of the I-beam frames (5) are connected to the existing tunnel lining (1); Lining steel bars (9), the lining steel bars (9) being arranged between two adjacent I-beam frames (5); A drill nail (10), one end of which is anchored in the existing tunnel lining (1), and the other end of which is connected to the lining steel bar (9); A template (3), wherein two ends of the template (3) are respectively connected to the outer flange plates (502) of two adjacent I-beam frames (5); A template fixing rod (4), wherein the template fixing rod (4) is fitted with the template (3), and both ends of the template fixing rod (4) are respectively fixed to the outer flange plates (502) of two adjacent I-beam frames (5); Concrete, the concrete is filled in the area between the formwork (3) and the existing lining (1) of the tunnel.

2. A railway tunnel lining steel-concrete combined reinforcement structure according to claim 1, characterized in that: The template fixing rod (4) is a channel steel, and the opening of the channel steel faces the center direction of the tunnel.

3. The railway tunnel lining steel-concrete combined reinforcement structure according to claim 2 is characterized in that: The outer flange plate (502) is provided with outer flange screw holes (504), and the outer flange screw holes (504) are arranged symmetrically along the axis of the I-beam frame (5). The outer flange screw holes (504) are used to pass bolts (8) to fix the two ends of the channel steel to the outer flange plate (502).

4. The railway tunnel lining steel-concrete combined reinforcement structure according to claim 1 is characterized in that: The inner flange plate (501) is provided with inner flange screw holes (503), and the inner flange screw holes (503) are arranged at intervals on the left and right along the axis of the I-beam frame (5). The inner flange screw holes (503) are used to pass anchor bolts (6) to fix the inner flange plate (501) to the existing lining (1) of the tunnel.

5. The railway tunnel lining steel-concrete combined reinforcement structure according to claim 4 is characterized in that: The anchor bolt (6) is a chemical anchor bolt.

6. The railway tunnel lining steel-concrete combined reinforcement structure according to claim 1 is characterized in that: The sleeve steel bar (9) comprises an inner main reinforcement (902) and an outer main reinforcement (901), wherein the inner main reinforcement (902) and the outer main reinforcement (901) are connected to the adjacent dowel pins (10); and a tie bar (903) is provided between the inner main reinforcement (902) and the outer main reinforcement (901).

7. A construction method for a railway tunnel lining steel-concrete combined reinforcement structure, characterized in that: A railway tunnel lining steel-concrete combined reinforcement structure as claimed in any one of claims 1 to 6 comprises the following steps: S1: Obtaining the inner contour shape data of the existing tunnel lining (1) where the defect occurs; S2: According to the inner contour shape data, a predetermined number of I-beam frames (5) are manufactured, and each of the I-beam frames (5) is manufactured in sections; S3: roughening the inner wall of the existing tunnel lining (1); assembling the segmented I-beam frame (5), and fixing the inner flange plate (501) of the I-beam frame (5) at a predetermined position of the existing tunnel lining (1); S4: implanting nails (10) within the existing lining (1) of the tunnel, and laying out lining steel bars (9); S5: The two ends of the template (3) are respectively brought into contact with the outer flange plates (502) of the two adjacent I-beam frames (5), the template (3) is pressed down using a template fixing rod (4), and the two ends of the template fixing rod (4) are respectively fixed to the outer flange plates (502) of the two adjacent I-beam frames (5); S6: Concrete is poured between the formwork (3) and the inner wall of the existing tunnel lining (1) to form a sleeve lining structure (2). After the concrete strength reaches the standard, the formwork fixing rod (4) and the formwork (3) are removed, and the construction of the tunnel lining steel-concrete combined reinforcement structure is completed.

8. The construction method of a railway tunnel lining steel-concrete combined reinforcement structure according to claim 7, characterized in that: In step S3, the fixing of the I-beam frame (5) comprises the following steps: S31: placing the first I-beam frame (5) at a predetermined position on the existing tunnel lining (1), and fixing the inner flange plate (501) of the I-beam frame (5) on the existing tunnel lining (1); S32: Continue to place the next I-beam frame (5) at a predetermined position of the existing tunnel lining (1), connect the two ends of the connecting steel bar (11) to the I-beam frame (5) in this step and the already fixed I-beam frame (5), and then fix the inner flange plate (501) of the I-beam frame (5) in this step to the existing tunnel lining (1); S33: Repeat step S32 until all the I-beam frames (5) are fixed at predetermined positions on the existing lining (1) of the tunnel.

9. The construction method of a railway tunnel lining steel-concrete combined reinforcement structure according to claim 7, characterized in that: Step S6 also includes, after the formwork is removed, cutting a groove at the intersection of the outer flange plate (502) and the concrete to form a structural gap (12).

10. The construction method of a railway tunnel lining steel-concrete combined reinforcement structure according to claim 7, characterized in that: In step S1, the inner contour shape of the existing tunnel lining (1) is measured using laser point cloud acquisition technology.

Images