Construction method of highway tunnel secondary lining air-raid shelter pouring system

Abstract

According to the construction method of the highway tunnel secondary lining air-raid shelter pouring system, the highway tunnel secondary lining air-raid shelter pouring system comprises a secondary lining trolley, a pouring pump truck, an air hole detection system and an exhaust system, and the exhaust system comprises an exhaust port assembly fixedly arranged on an end formwork and an exhaust pipe movably arranged; before secondary lining concrete is poured, a cavity detection system is arranged; in the pouring process of the secondary lining concrete, the position and size of an air trapping area appearing in the secondary lining concrete are detected through the cavity detection system, the exhaust pipe is inserted into the air trapping area through the exhaust port assembly according to the detected position and size indication of the air trapping area, and air in the air trapping area is exhausted through the exhaust pipe. And the cavities in the secondary lining of the highway tunnel are actively eliminated, so that the technical problem that the cavities exist in the secondary lining construction of the highway tunnel is solved.

Description

Technical Field

[0001] The invention relates to the technical field of secondary lining pouring construction of highway tunnels, and in particular to a construction method of a secondary lining air-raid shelter pouring system of a highway tunnel. Background Art

[0002] my country is a mountainous country, with about 75% of the country's land being mountainous or hilly. In order to shorten the mileage of highways and improve the route line shape and traffic conditions, highway tunnel solutions are often used in the construction of mountainous highways. However, during the construction of highway tunnels, quality defects of secondary lining voids are common. In the article "Research on Health Diagnosis and Technical Condition Assessment of Tunnel Lining Structure", the characteristics of the proportion of voids behind the secondary lining of highway tunnels to the length of the detected tunnel, location distribution, length, height, etc. were statistically analyzed. The results showed that the proportion of voids behind the secondary lining of highway tunnels to the length of the detected tunnel was as high as 11.3%, and they were commonly found in the arch, arch waist and side wall. Among them, the voids behind the secondary lining at the side wall were the lightest, while the voids behind the secondary lining at the arch were the most serious; the maximum length of the arch voids could reach 14.10m, and the maximum height could reach 21cm; From the above statistical results, it can be seen that the secondary lining voids of highway tunnels are universal and serious.

[0003] In addition, in the article "Research on Health Diagnosis and Technical Condition Assessment of Tunnel Lining Structure", the relationship between the quality defects of secondary lining voids and highway tunnel diseases was also discussed. When conducting on-site lining radar non-destructive testing, it was found that whenever dense or large voids appeared on the radar image, the lining of the corresponding section was often accompanied by varying degrees of cracking. Further theoretical analysis pointed out that the reason was that the quality defects of the secondary lining voids would lead to the deterioration of the interaction relationship between the lining and the surrounding rock, causing the highway tunnel to gradually produce excessive lining stress concentration during use, resulting in cracks and dislocations in the lining structure. In severe cases, the lining may even peel off, seriously affecting the driving safety of the highway tunnel and seriously shortening the service life of the highway tunnel. Therefore, solving the problem of voids in the secondary lining of the highway tunnel is of great practical significance to the driving safety of the highway tunnel and extending its service life.

[0004] Up to now, there is no method to actively eliminate the voids in the secondary lining pouring process of the tunnel; the existing solution to the voids in the secondary lining of the tunnel is to use ground penetrating radar to detect the voids behind the secondary lining after the secondary lining is poured, and then fill the voids by drilling and grouting. However, the above method increases the construction process and workload of the secondary lining of the tunnel, and also increases the construction period and cost of the secondary lining of the tunnel; therefore, how to actively eliminate the voids in the secondary lining during the construction of the secondary lining of the tunnel is a technical problem that needs to be overcome urgently in the secondary lining construction of highway tunnels. Summary of the invention

[0005] In order to overcome the deficiencies in the background art, the present invention discloses a construction method for a pouring system of an air-raid shelter in the secondary lining of a highway tunnel, so as to actively eliminate the cavity problem during the construction of the secondary lining of the highway tunnel.

[0006] A construction method for a pouring system of an air-raid shelter in the secondary lining of a highway tunnel, the pouring system of the air-raid shelter in the secondary lining of the highway tunnel includes: a secondary lining trolley, a pouring pump truck, a cavity detection system, and an exhaust system; the secondary lining trolley is provided with a secondary lining pouring formwork and a multi-stage material distribution device; the cavity detection system includes a cavity detection sensor, a data collector, and a cavity monitoring terminal, the cavity detection sensor is electrically connected to the data collector, and the data collector is wirelessly communicatively connected to the cavity monitoring terminal; the exhaust system includes an exhaust port assembly fixedly arranged on the end formwork of the secondary lining pouring formwork and a detachable exhaust pipe. Before pouring the secondary lining concrete, a cavity detection system is set up; during the pouring process of the secondary lining concrete, the position and size of the air-entrapped area appearing in the secondary lining concrete are detected through the cavity detection system; according to the detected position and size indication of the air-entrapped area, the exhaust pipe is inserted into the air-entrapped area through the exhaust port assembly, and the air in the air-entrapped area is discharged through the exhaust pipe, actively eliminating the cavities in the secondary lining of the highway tunnel.

[0007] Further, the construction method of the pouring system of the air-raid shelter in the secondary lining of the highway tunnel specifically includes the following steps: S1. Setting of the cavity detection sensor: Fix and paste a cavity detection sensor as a reference on one side wall position of the primary lining waterproof board; evenly fix and paste several cavity detection sensors on both upper arch waists and the arch crown of the primary lining waterproof board. S2. Setting of the secondary lining pouring formwork: The secondary lining trolley travels to the designated position and fixedly sets up the secondary lining pouring formwork; fixedly set several exhaust port assemblies on the end formworks at the positions of both upper arch waists and the arch crown; evenly set several arch crown pouring ports on the pouring formwork at the arch crown position. S3. Setting of the cavity detection system: The data collector is adsorbed by a magnet and set on the end formworks at the positions of one side wall, upper arch waist and arch crown; electrically connect the cavity detection sensor to the corresponding data collector; the data collector is communicatively connected to the cavity monitoring terminal through wireless communication. S4. Concrete pouring: The pouring pump truck pumps the concrete into the main hopper of the material distribution device, controls the flow direction of the concrete through the multi-stage material distribution device, starts from the lower position of the side wall of the tunnel secondary lining, symmetrically and synchronously upwards on both side walls, and gradually pours window by window along the tunnel direction; close the pouring window, connect the pump pipe of the pouring pump truck to the arch crown pouring port, and carry out arch crown pressurized top pouring to complete all the pouring of the concrete in the pouring space of the tunnel secondary lining. S5. Detection of air-entrapped area: At the start of the crown pressurized ramming pouring, the data collector collects the data of the void detection sensors as the reference, and transmits it to the void monitoring terminal for storage as the detection reference data. During the crown pressurized ramming pouring process, the data collector collects the data of several void detection sensors set at the upper parts of the two side arch waists and the crown. The void monitoring terminal judges the position and size of the air-entrapped area in the secondary lining concrete by comparing the data of several void detection sensors set at the upper parts of the two side arch waists and the crown with the detection reference data of the void detection sensors as the reference. S6. Exhaust of air-entrapped area: According to the indication of the position and size of the air-entrapped area detected by the void detection system, the exhaust pipe is inserted into the air-entrapped area through the exhaust port assembly, and the exhaust pipe discharges the air in the air-entrapped area to actively eliminate the voids in the secondary lining of the highway tunnel.

[0008] Furthermore, the exhaust system further includes an exhaust pipe driving system movably arranged on the workbench of the secondary lining trolley, and the void detection system is electrically connected to the exhaust pipe driving system. When exhausting the air-entrapped area, the void detection system controls the exhaust pipe driving system to drive the exhaust pipe according to the detected position and size of the air-entrapped area, and inserts the exhaust pipe into the air-entrapped area through the exhaust port assembly; the air in the air-entrapped area is discharged through the exhaust pipe to actively eliminate the voids in the secondary lining of the highway tunnel.

[0009] Furthermore, several detection FPCs are linearly arrayed in the void detection sensors; several void detection sensors set at the upper parts of the two side arch waists and the crown form a detection array surface of the detection FPCs; the detection method for the air-entrapped area is: comparing the detection data of each detection FPC set at the upper parts of the two side arch waists and the crown with the detection reference data of the corresponding detection FPC on the void detection sensor as the reference, and judging whether all or part of each detection FPC is not covered or partially covered with concrete according to the comparison result; connecting the geometric center points of all the detection FPCs that are not covered or partially covered with concrete adjacent vertically and horizontally to form a connected area, and the area within the envelope line of the connected area is the air-entrapped area.

[0010] Furthermore, the air-entrapped area is corrected. The geometric center points of the detection FPCs that are not covered with concrete on the envelope line of the connected area are translated outward along their normal lines to obtain the extended air-entrapped area; the void detection system controls the exhaust system to drive the exhaust pipe to insert into the air-entrapped area according to the detected position and size of the extended air-entrapped area, and discharges the air in the air-entrapped area.

[0011] Furthermore, when the exhaust pipe driving system drives the exhaust pipe to exhaust the air-entrapped area, the exhaust pipe is pushed and pulled back and forth at a frequency of 1 - 3 Hz and an amplitude of 2 - 3 cm, and at the same time, it is pulled out at a speed of 2 - 3 meters per minute.

[0012] Further, when the exhaust pipe exhausts the air-entrapped area, manually assist in shaking the exhaust pipe.

[0013] Further, after the construction of the secondary lining concrete pouring is completed, the exhaust port assembly and the exhaust pipe are washed with water.

[0014] Due to the adoption of the above-mentioned technical solution, the present invention has the following beneficial effects: A construction method of a highway tunnel secondary lining air-raid shelter pouring system disclosed by the present invention, the highway tunnel secondary lining air-raid shelter pouring system includes a secondary lining trolley, a pouring pump truck, a cavity detection system, and an exhaust system. The exhaust system includes an exhaust port assembly fixedly arranged on the end formwork and a movable exhaust pipe; before the secondary lining concrete is poured, the cavity detection system is set up; during the pouring process of the secondary lining concrete, the position and size of the air-entrapped area appearing in the secondary lining concrete are detected by the cavity detection system. According to the detected position and size indication of the air-entrapped area, the exhaust pipe is inserted into the air-entrapped area through the exhaust port assembly, and the air in the air-entrapped area is discharged through the exhaust pipe, actively eliminating the cavities in the highway tunnel secondary lining, thus solving the technical problems in the construction of the highway tunnel secondary lining. Description of the Drawings

[0015] Figure 1 It is a schematic diagram of the construction method of the highway tunnel secondary lining air-raid shelter pouring system; Figure 2 It is a schematic diagram of the installation state of the exhaust port assembly on the end formwork; Figure 3 It is a schematic diagram of the disassembled structure of the exhaust port assembly Figure 1 ; Figure 4 It is a schematic diagram of the disassembled structure of the exhaust port assembly Figure 2 ; Figure 5 It is a schematic diagram of the appearance of the exhaust pipe; Figure 6 It is a schematic cross-sectional view of the working state of the exhaust port assembly and the exhaust pipe Figure 7 It is for the appendix Figure 6 Local enlarged schematic diagram of A; Figure 8 It is a schematic block diagram of the principle of the cavity detection system; Figure 9 It is a schematic diagram of the structure of the cavity detection sensor; Figure 10 It is a schematic cross-sectional structure diagram of the cavity detection sensor; Figure 11 It is a schematic diagram of the principle of the cavity area detection generation process Figure 1 ; Figure 12 It is a schematic diagram of the principle of the cavity area detection generation process Figure 2 ; Figure 13 Schematic diagram of the principle of the generation process for cavity area detection Figure 3 ; Figure 14 Schematic diagram of the principle of the generation process for cavity area detection Figure 3 ; Figure 15 Schematic diagram of the working principle of the exhaust pipe driving device.

[0016] In the figure: 1, secondary lining trolley; 1.1, track; 1.2, ring rail vehicle; 1.3, exhaust pipe driving device; 1.3.1, driving wheel; 1.3.2, driven wheel; 1.3.3, clamping device; 1.3.4, driving motor; 2, concrete placing pump truck; 3, end formwork; 4, primary lining; 5, exhaust port assembly; 5.1, exhaust box body; 5.1.1, cleaning and drainage port; 5.2, exhaust end cover; 5.3, hinged movable door; 5.4, rubber ring; 5.5, push-pull gate; 5.6, movable door return spring; 6, exhaust pipe; 6.1, exhaust pipe body; 6.1.1, exhaust hole; 6.2, exhaust pipe cone head; 7, secondary lining concrete; 8, air entrapment area; 9, cavity detection system; 9.1, cavity detection sensor; 9.1.1, substrate; 9.1.2, detection FPC; 9.1.3, connecting wire; 9.1.4, connecting terminal block; 9.1.5, adhesive layer; 9.2, data collector; 9.3, cavity monitoring terminal; 10, vault pouring port 10. Specific implementation manners

[0017] The present invention can be explained in detail through the following embodiments, and the purpose of disclosing the present invention is to protect all technical improvements within the scope of the present invention.

[0018] The existing air-raid shelter casting system for the secondary lining of highway tunnels includes a secondary lining trolley 1 and a casting pump truck 2. The secondary lining trolley 1 is provided with a secondary lining casting formwork and a multi-stage batching device. When casting the secondary lining of a highway tunnel, the secondary lining trolley 1 fixes the secondary lining casting formwork. A secondary lining casting space is formed between the secondary lining casting formwork and the waterproof board of the primary lining. The secondary lining casting formwork is provided with a number of casting windows along the tunnel alignment at the side walls of the tunnel and at a position slightly below the waist of the arch, and a number of crown casting openings 10 along the tunnel alignment at the crown. When casting the concrete for the secondary lining, the casting pump truck 2 pumps the concrete into the main hopper of the batching device, and controls the flow direction of the concrete through the diversion trough baffle of the multi-stage batching device. Starting from the lower position of the side walls of the tunnel secondary lining, it is cast layer by layer and window by window symmetrically and synchronously upwards along both side walls and along the tunnel alignment. After closing the casting windows, directly connect the pump pipe of the casting pump truck 2 to the crown casting opening 10 for pressure casting at the crown (the casting pressure is 0.5 - 1.0 MPa), and finally complete the casting of all the concrete in the secondary lining casting space of the tunnel. When casting the concrete for the secondary lining of the tunnel, an internal vibrator and a surface vibrator are used jointly for vibration to improve the compactness of the cast concrete and prevent voids from appearing in the cast concrete; During the process of casting the secondary lining concrete of the above tunnel, the reasons for the formation of voids are analyzed as follows: When casting window by window along the tunnel alignment, there will be a height difference in the concrete along the tunnel alignment direction. Therefore, there will be a sunken area between adjacent casting windows (the depth of the sunken area is related to the slump of the concrete). When the concrete above the sunken area is wrapped and connected, the sunken area becomes a closed space, and air entrapment phenomenon will occur in the closed space, forming an air entrapment area 8; When the air entrapment area 8 appears at the side wall and the lower part of the arch waist of the secondary lining of the tunnel, the already cast concrete area is close to a vertical state in space. Therefore, the air entrapment area 8 will rise in the concrete with the vibration of the vibrator, and finally the air entrapment area 8 will communicate with the uncast area and disappear. Therefore, there are fewer problems of voids appearing at the side wall and the lower part of the arch waist of the secondary lining of the tunnel (in actual construction now, by reasonably controlling the replacement time of the casting window and the vibration time, the voids at the side wall and the lower part of the arch waist of the secondary lining of the tunnel can be basically controlled); However, when it comes to the pressure casting at the crown of the arch, the concrete entering the crown of the arch will first flow along the formwork of the crown of the secondary lining casting to the position above the upper part of the arch waist of the secondary lining, and finally fill the crown of the arch. However, along the tunnel alignment direction, there will still be a height difference in the concrete at the upper part of the arch waist and the crown of the secondary lining; When pressure casting is carried out one by one at the crown of the arch along the tunnel alignment through the crown casting openings 10, there will be a sunken area in the concrete at the upper part of the arch waist and the crown of the arch between adjacent crown casting openings 10 due to the height difference. Different from the sunken area appearing at the side wall and the lower part of the arch waist, since the already cast concrete at the upper part of the arch waist and the crown of the arch is close to a horizontal state in space, the concrete will be wrapped and connected at the edge of the sunken area, making the sunken area a closed space and generating an air entrapment area 8; Once a closed air entrapment area 8 appears at the upper part of the arch waist and the crown of the arch, at this time, since the already cast concrete area is close to a horizontal state (especially the already cast concrete area at the crown of the arch is in a horizontal state), at this time, the air entrapment area 8 is very difficult to move even under the action of pressure casting and the vibration of the vibrator (especially the air entrapment area 8 at the crown of the arch hardly moves), resulting in the air in the air entrapment area 8 being unable to be discharged (the waterproof board of the primary lining is airtight), and then voids are generated at the air entrapment area 8 at the upper part of the arch waist and the crown of the arch. Moreover, once voids appear at the upper part of the arch waist and the crown of the arch, under the existing equipment and construction technology conditions, the voids are basically impossible to eliminate during the casting process of the secondary lining. Example 1:

[0019] The construction method of a pouring system for the air-raid shelter of the secondary lining of a highway tunnel disclosed by the present invention is based on the pouring system for the air-raid shelter of the secondary lining of a highway tunnel; the pouring system for the air-raid shelter of the secondary lining of a highway tunnel is based on the existing pouring system for the air-raid shelter of the secondary lining of a highway tunnel and is increased with a cavity detection system 9 and an exhaust system; the cavity detection system 9 includes a cavity detection sensor 9.1, a data collector 9.2, and a cavity monitoring terminal 9.3. The cavity detection sensor 9.1 is electrically connected to the data collector 9.2, and the data collector 9.2 is wirelessly communicatively connected to the cavity monitoring terminal 9.3; the exhaust system includes an exhaust port assembly 5 fixedly arranged on the end formwork of the secondary lining pouring formwork and a detachable exhaust pipe 6. See the attached drawings of the specification Figure 2 , 3 , 4: The exhaust port assembly 5 includes an exhaust box body 5.1, an exhaust end cover 5.2, and a hinged movable door 5.3; the exhaust box body 5.1 is a rectangular box body, with a bottom plate at the left end, an opening at the right end, and connecting flanges are arranged at both ends; the exhaust end cover 5.2 is a rectangular plate, with a hinge seat arranged on the left end face, and the exhaust end cover 5.2 is fixedly arranged at the right end of the exhaust box body 5.1 through bolts; through holes are correspondingly arranged on the bottom plate of the exhaust box body 5.1 and the exhaust end cover 5.2, and a rubber ring 5.4 is also arranged at the through hole of the exhaust end cover 5.2; the hinged movable door 5.3 is a plate, with a hinge ear arranged at the lower part, and the hinge ear of the hinged movable door 5.3 is hingedly connected to the hinge seat of the exhaust end cover 5.2 through a pin shaft, and a movable door return spring 5.6 is also arranged on the pin shaft for driving the hinged movable door 5.3 to close the through hole of the rubber ring 5.4 at the exhaust end cover 5.2; a push-pull gate plate 5.5 is movably arranged near the bottom plate of the exhaust box body 5.1, and a through hole is offset on the push-pull gate plate 5.5. When the push-pull gate plate 5.5 is pushed to one side position, the through hole of the push-pull gate plate 5.5 is staggered from the through hole of the bottom plate of the exhaust box body 5.1. When the push-pull gate plate 5.5 is pushed to the other side position, the through hole of the push-pull gate plate 5.5 corresponds to the through hole of the bottom plate of the exhaust box body 5.1; a cleaning and drainage port 5.1.1 is also arranged on one side wall plate of the exhaust box body 5.1, and the cleaning and drainage port 5.1.1 is blocked by a detachable plug; four through holes are arranged in an array on the end formwork 3 cooperating with the exhaust port assembly 5. When the exhaust port assembly 5 is fixedly arranged on the end formwork 3 through bolts, the through hole on the bottom plate of the exhaust box body 5.1 corresponds to the through hole on the end formwork 3; the diameters of the through hole on the bottom plate of the exhaust box body 5.1, the through hole on the end formwork 3, and the through hole on the push-pull gate plate 5.5 are larger than the outer diameter of the exhaust pipe 6, and the inner diameter of the rubber ring 5.4 is smaller than the outer diameter of the exhaust pipe 6. See the attached drawings of the specification Figure 5: The exhaust pipe 6 includes an exhaust pipe body 6.1 and an exhaust pipe cone head 6.2 fixedly arranged at one end thereof; a plurality of exhaust holes 6.1.1 are arranged in an array on the pipe wall of the exhaust pipe body 6.1 near one end of the exhaust pipe cone head 6.2; the purpose of arranging the exhaust holes 6.1.1 in an array only on the pipe wall near one end of the exhaust pipe cone head 6.2 is to prevent the excessive number of exhaust holes 6.1.1 from causing excessive slurry overflow during the exhaust process, so as to reduce the slurry overflow amount during the exhaust process; See the attached drawings of the specification Figure 8 : The cavity detection system 9 includes a cavity detection sensor 9.1, a data collector 9.2, and a cavity monitoring terminal 9.3. The cavity detection sensor 9.1 is electrically connected to the data collector 9.2, and the data collector 9.2 is wirelessly communicatively connected to the cavity monitoring terminal 9.3. A display screen is arranged on the cavity monitoring terminal 9.3; the data detected by the cavity detection sensor 9.1 is transmitted to the cavity monitoring terminal 9.3 through the data collector 9.2. The cavity monitoring terminal 9.3 processes the detected data to judge whether there is a trapped air area 8 in the secondary lining of the highway tunnel, and displays the specific position and size of the trapped air area 8 through the display screen; in this embodiment, the cavity monitoring terminal 9.3 can be wirelessly communicatively connected to a mobile display terminal; See the attached drawings of the specification Figure 9 , 10:The void detection sensor 9.1 includes a substrate 9.1.1, a detection FPC 9.1.2, a connecting wire 9.1.3, and a connecting terminal row 9.1.4. The connecting terminal row 9.1.4 is a copper-clad layer provided on the substrate 9.1.1. The substrate 9.1.1 is strip-shaped, and its length is greater than the construction length of the secondary lining pouring of the tunnel, so that the connecting terminal row 9.1.4 extends outside the end formwork 3 and is connected to the data collector 9.2. A plurality of detection FPCs 9.1.2 are arranged in an array between two layers of the substrate 9.1.1, with a spacing between 10 - 30 cm, and are connected to the connecting terminal row 9.1.4 through the connecting wire 9.1.3. The connecting terminal row 9.1.4 is used for electrical connection with the data collector 9.2. Among them, the connecting wire 9.1.3 is an enameled wire with a diameter of 0.12 mm, which is used to replace the copper-clad layer on the substrate 9.1.1 to reduce the cost of the void detection sensor 9.1. The two layers of the substrate 9.1.1 are fixedly bonded by an adhesive, and the detection FPC 9.1.2 and the connecting wire 9.1.3 are sealed between the two layers of the substrate 9.1.1. The material of the substrate 9.1.1 is PET, and an adhesive layer 9.1.5 is also coated on the outer side of one side of the substrate 9.1.1, which is used to paste the void detection sensor 9.1 on the water barrier board of the primary lining during construction. The detection FPC 9.1.2 includes a substrate (the material is PET) and two induction PADs provided on the substrate. The two induction PADs are right-angled triangles formed by copper-clad layers that are upside down and adjacent to each other. The detection FPC 9.1.2 is essentially a capacitive sensor. When the concrete covers the detection FPC 9.1.2, since the concrete contains a large amount of moisture, it will change the parasitic capacitance of the two induction PADs. Therefore, by detecting the change amount of the parasitic capacitance of the two induction PADs, it is possible to detect approximately how much concrete covers the detection FPC 9.1.2, and thus indirectly achieve the purpose of detecting whether there is an air-trapping area 8 in the concrete. The void detection sensor 9.1 has the advantages of simple structure, low cost, and convenient construction. In addition, the detection sensor 9.1 is film-shaped and occupies a very small volume in the secondary lining of the tunnel, and will not affect the structural strength of the secondary lining of the tunnel; It should be noted that: The capacitance sensor with the above structure is usually used to detect the liquid level height. Before use, it is necessary to eliminate the interference of the original capacitance value when there is no liquid influence and determine the sensor range, so it needs to be calibrated in advance; however, for the cavity detection sensor 9.1 in the present invention, it cannot be calibrated in advance during use, and due to the different lengths of the connecting wires 9.1.3 of each detection FPC 9.1.2, their original parasitic capacitance values are also different. Therefore, when detecting whether the detection FPC 9.1.2 is covered with concrete and the amount of concrete covering it, there is a lack of a detection reference; to solve this problem, before pouring the secondary lining of the highway tunnel, a cavity detection sensor 9.1 is pasted on the waterproof board arranged on one side wall of the primary lining, or two cavity detection sensors 9.1 are respectively pasted on the waterproof boards arranged on both side walls of the primary lining (hollow cavities are generally not likely to appear at the side walls of the secondary lining; but to prevent accidents, cavity detection sensors 9.1 are arranged on the waterproof boards of both side walls to prevent inaccurate detection results when there is a cavity on one side wall; when the detection results of the cavity detection sensors 9.1 at both side walls are inconsistent, the larger detected value is used as the detection reference), and then several other cavity detection sensors 9.1 are adhesively arranged at the upper part of the waist and the crown of the primary lining waterproof board. Each cavity detection sensor 9.1 is numbered; during actual detection, the detection value C finally obtained for each detection FPC 9.1.2 on the cavity detection sensor 9.1 at the side wall after the secondary lining is poured 0i , is used as the comparison reference for the concrete coverage rate of each corresponding detection FPC 9.1.2 on other cavity detection sensors 9.1, where the subscript 0 represents the reference detection sensor 9.1, and the subscript i represents the serial number of the detection FPC 9.1.2 on the reference detection sensor 9.1; for the several cavity detection sensors 9.1 adhesively arranged at the upper part of the waist and the crown of the pouring space of the secondary lining, with the result C ni detected by each of their detection FPCs 9.1.2 (where the subscript n represents the number of the cavity detection sensor 9.1, and the subscript i represents the serial number of the detection FPC 9.1.2) and the reference value C 0i of the corresponding detection FPC 9.1.2 on the cavity detection sensor 9.1 at the side wall ni to make the ratio M ni = C 0i / C ni , and the size of the ratio M ni is used as the amount of concrete covering the detection FPC 9.1.2. The range of M ni is 0 - 1.0. The larger the value of M ni , the more concrete covers the detection FPC 9.1.2. When the value of M niThe value is between 0.2 and 0.8), completely covering the concrete (M ni ≥0.8), completely not covering the concrete (M ni <0.2) are represented by three cases; The construction method of the air-raid shelter pouring system for the secondary lining of highway tunnels specifically includes the following steps: S1. Setting of the cavity detection sensor 9.1: Before setting the secondary lining pouring formwork, first paste a cavity detection sensor 9.1 as a reference on the waterproof board on one side wall of the primary lining, and then evenly bond several cavity detection sensors 9.1 on the waterproof board at the upper part of the arch waist and the arch top of the waterproof board of the primary lining. Each cavity detection sensor 9.1 is numbered; S2. Setting of the secondary lining pouring formwork: The secondary lining trolley 1 travels to the designated position and fixes the secondary lining pouring formwork; A number of exhaust port assemblies 5 are fixedly arranged on the end formwork 3 at the upper part of the arch waist on both sides and the arch top; S3. Setting of the cavity detection system 9: The data collector 9.2 is adsorbed on the end formwork 3 at the side wall, the upper part of the arch waist and the arch top by a magnet; Connect the cavity detection sensor 9.1 with the corresponding data collector 9.2 electrically; The data collector 9.2 is communicatively connected with the cavity monitoring terminal 9.3 through wireless communication; The detection FPCs 9.1.2 on all cavity detection sensors 9.1 are displayed in the form of a matrix diagram on the display screen of the cavity monitoring terminal 9.3 according to their numbers and serial numbers; In the initial state, the cavity monitoring terminal 9.3 sets the detection results of all the detection FPCs 9.1.2 on the cavity detection sensors 9.1 to zero; S4. Concrete pouring: The concrete pump truck 2 pumps the concrete into the main hopper of the batching device, controls the flow direction of the concrete through the multi-stage batching device, starts from the lower position of the side wall of the secondary lining of the tunnel, symmetrically and synchronously upwards on both side walls, and gradually pours window by window along the tunnel direction; Close the pouring window, and the pump pipe of the concrete pump truck 2 reaches the arch top pouring port 10 for pressure-pumping and topping pouring at the arch top to complete the pouring of all the concrete in the pouring space of the secondary lining of the tunnel; S5. Detection of the trapped air area 8: When the pressure-pumping and topping pouring at the arch top starts, the data collector 9.2 collects the detection value C of each detection FPC 9.1.2 on the cavity detection sensor 9.1 as a reference 0i , transmits it to the cavity monitoring terminal 9.3 for storage as the detection reference data; During the pressure-pumping and topping pouring at the arch top, the data collector 9.2 collects the detection value C of each detection FPC 9.1.2 on several cavity detection sensors 9.1 arranged at the upper part of the arch waist on both sides and the arch top ni , and compares each C ni with the corresponding C stored in the cavity monitoring terminal 9.3 0i to obtain the ratio M niCalculate to obtain the matrix diagram of the concrete covering conditions of several void detection sensors 9.1 bonded to the waterproof board at the upper part of the waist and the crown of the primary lining. See the attached drawings in the specification Figure 11 : Among them, the completely blackened detection FPC 9.1.2 indicates that it is completely covered by concrete, the detection FPC 9.1.2 with half blackened indicates that it is partially covered by concrete, and the non-blackened detection FPC 9.1.2 indicates that it is not covered by concrete at all; See the attached drawings in the specification Figure 12 : Connect the adjacent detection FPCs 9.1.2 that are partially covered by concrete and not covered by concrete with vertical and horizontal lines to construct the connected domain of the air-entrapping area 8; See the attached drawings in the specification Figure 13 : Connect the geometric centers of the detection FPCs 9.1.2 that are partially covered by concrete and not covered by concrete at the edge in the connected domain with a smooth curve to obtain the connected area envelope lines L1 and L2; See the attached drawings in the specification Figure 14 : Translate the geometric centers of the detection FPCs 9.1.2 that are not covered by concrete on the connected area envelope lines L1 and L2 outward along their normal vectors to obtain the extended connected area envelope lines L1' and L2'. The area surrounded by the connected area envelope lines L1' and L2' is the air-entrapping area 8. The position and size of the air-entrapping area 8 at the waist and crown of the tunnel can be obtained from the concrete covering condition matrix diagram and displayed on the display screen of the void monitoring terminal 9.3; The reason for translating the geometric centers of the detection FPCs 9.1.2 that are not covered by concrete on the connected area envelope lines L1 and L2 outward is that if the detection FPC 9.1.2 is not covered by concrete, it means that the air-entrapping area 8 must extend outside the detection FPC 9.1.2 that is not covered by concrete. By translating outward, the air-entrapping area 8 can be reasonably corrected; The translation value is set according to experience and is usually translated to the middle position between two adjacent void detection sensors 9.1; S6. Exhaust of the air-entrapped area 8: During the pouring process of the secondary lining concrete 7, when reaching the top-pressing and pouring at the arch crown, pay attention to observing the display of the cavity monitoring terminal 9.3; when observing the appearance of an air-entrapped area 8, the exhaust pipe 6 passes through the exhaust port assembly 5 corresponding to the air-entrapped area 8, and inserts the end of the exhaust pipe cone 6.2 into the air-entrapped area 8 (the insertion depth can be judged by the length mark set on the outer surface of the exhaust pipe 6 to ensure that the end of the exhaust pipe cone 6.2 is inserted into the air-entrapped area 8). The exhaust pipe cone 6.2 can reduce the resistance during the insertion process, and the rubber ring 5.4 plays a sealing role to prevent the leakage of concrete slurry during the pouring process; after the end of the air pipe cone 6.2 is inserted into the air-entrapped area 8, the air in the air-entrapped area 8 is discharged through the exhaust holes 6.1.1 of the exhaust pipe 6 under the action of the surrounding concrete pressure; during the exhaust process, the exhaust pipe is pushed and pulled back and forth at a frequency of 1 Hz and an amplitude of 2 cm, and at the same time, it is pulled outwards at a speed of 2 m / min, and is assisted by shaking around the axis of the rubber ring 5.4; during the exhaust process, closely observe the display of the cavity monitoring terminal 9.3 (or the mobile display terminal) until all the detected FPCs 9.1.2 are completely covered by concrete on the cavity monitoring terminal 9.3, and then completely pull out the exhaust pipe 6; the forward and backward pushing and pulling of the exhaust pipe 6 and the shaking around the axis of the rubber ring 5.4 can avoid the remaining local small-scale air entrapment; after the exhaust pipe 6 is completely pulled out, push the push-pull gate 5.5 of the exhaust port assembly 5 to the position where its through hole is staggered from the through hole of the end formwork 3, so that the inner cavity of the exhaust port assembly 5 is isolated from the concrete of the secondary lining pouring. After the pouring construction of the secondary lining concrete 7 is completed, remove the plug of the cleaning drain port 5.1.1, insert the cleaning water pipe into the inner cavity of the exhaust port assembly 5 through the rubber ring 5.4, clean the inner cavity of the exhaust port assembly 5, and discharge the concrete in the exhaust port assembly 5 through the cleaning drain port 5.1.1 to prevent the residual concrete in the exhaust port assembly 5 from solidifying and caking, which affects the next use. In this embodiment, through the intuitive display of the detection results of the air-entrapped area 8 by the cavity detection system 9, it guides the exhaust operation of the air-entrapped area 8, and the exhaust situation of the air-entrapped area 8 can be visually seen during the exhaust operation, ensuring that the air in the air-entrapped area 8 can be completely discharged, thus solving the technical problem that air cannot be actively eliminated during the construction of the secondary lining of highway tunnels. Embodiment 2:

[0020] In this embodiment, the exhaust system further includes an exhaust pipe drive system movably arranged on the workbench of the secondary lining trolley 1, and the cavity detection system 9 is electrically connected to the exhaust pipe drive system. See the attached instruction Figure 1: The exhaust pipe driving system includes a track 1.1 fixedly arranged at one end of the workbench of the secondary lining trolley 1 close to the end formwork 3. An annular rail vehicle 1.2 is movably arranged on the track 1.1. An annular track is fixedly arranged on the annular rail vehicle 1.2. An exhaust pipe driving device 1.3 is arranged on the annular track. The exhaust pipe driving device 1.3 is movably connected to the annular track through a driving wheel and a clamping wheel. The driving wheel is used to drive the exhaust pipe driving device 1.3 to move along the annular track; see the attached Figure 15 : The exhaust pipe driving device 1.3 includes a driving wheel 1.3.1, a driven wheel 1.3.2, a clamping device 1.3.3, and a driving motor 1.3.4. The driving wheel 1.3.1 and the driven wheel 1.3.2 are arranged opposite to each other. The clamping device 1.3.3 is arranged outside the driving wheel 1.3.1 and the driven wheel 1.3.2. A spring is arranged in the clamping device 1.3.3 for driving the driving wheel 1.3.1 and the driven wheel 1.3.2 to clamp the exhaust pipe 6; the driving motor 1.3.4 is connected to the driving wheel 1.3.1 to drive the driving wheel 1.3.1 to rotate; the annular rail vehicle 1.2, the driving wheel, and the exhaust pipe driving device 1.3 are electrically connected to the cavity monitoring terminal 9.3; In this embodiment, in the construction method of the highway tunnel secondary lining air-raid shelter pouring system, step S6 is different from that in the first embodiment; in this embodiment, the operation of exhausting the trapped air area 8 in step S6 is to control the exhaust pipe driving system by the cavity monitoring terminal 9.3 according to the detected trapped air area 8 to realize the automatic exhaust operation of the trapped air area 8; the specific process is as follows: When the cavity monitoring terminal 9.3 detects that there is a trapped air area 8 at the secondary lining, the cavity monitoring terminal 9.3 controls the annular rail vehicle 1.2 to move along the track to the right position and locks the position of the annular rail vehicle 1.2, and controls the exhaust pipe driving device 1.3 to move along the annular track to the corresponding exhaust port assembly 5 and locks the position; the exhaust pipe 6 is clamped between the driving wheel 1.3.1 and the driven wheel 1.3.2. The cavity monitoring terminal 9.3 controls the driving wheel 1.3.1 to rotate, drives the exhaust pipe 6 to be inserted into the trapped air area 8 of the secondary lining through the exhaust port assembly 5, and then the driving wheel 1.3.1 drives the exhaust pipe 6 to pull out the exhaust pipe 6 outward at a speed of 2 meters per minute in the form of pushing and pulling vibration at 1 Hz, and at the same time, manually assist to shake the exhaust pipe 6 until the exhaust pipe 6 is pulled out from the exhaust port assembly 5, completing the discharge of the air in the trapped air area 8 and preventing cavities from appearing in the highway tunnel secondary lining after pouring; In this embodiment, through the control of the cavity detection system 9, the exhaust operation of the trapped air area 8 is automated, further reducing the workload of the exhaust operation, and at the same time ensuring the quality of the exhaust operation, so as to actively solve the cavity problem in the pouring process of the highway tunnel secondary lining.

[0021] The parts not detailed in the present invention are the prior art.

Claims

1. A construction method for a secondary lining air-raid shelter casting system for a highway tunnel, the secondary lining air-raid shelter casting system for a highway tunnel comprising: A secondary lining trolley (1), a pouring pump trolley (2), a void detection system (9), and an exhaust system; the secondary lining trolley (1) is provided with a secondary lining pouring template and a multi-stage material distribution device; the void detection system (9) comprises a void detection sensor (9.1), a data collector (9.2), and a void monitoring terminal (9.3); the void detection sensor (9.1) is electrically connected to the data collector (9.2), and the data collector (9.2) is wirelessly connected to the void monitoring terminal (9.3); the exhaust system comprises an exhaust port assembly (5) fixedly arranged on the end mold of the secondary lining pouring template, and a movably arranged exhaust pipe (6); The invention is characterized in that: before pouring the secondary lining concrete (7), a cavity detection system (9) is set; during the pouring process of the secondary lining concrete (7), the position and size of the air-trapped area (8) appearing in the secondary lining concrete (7) are detected by the cavity detection system (9); according to the detected position and size of the air-trapped area (8), an exhaust pipe (6) is inserted into the air-trapped area (8) through an exhaust port assembly (5), and the air in the air-trapped area (8) is exhausted through the exhaust pipe (6), thereby actively eliminating the cavities in the secondary lining of the highway tunnel.

2. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 1 is characterized in that: The specific steps include: S1. Setting of the cavity detection sensor (9.1): a cavity detection sensor (9.1) is pasted and fixed as a reference on the side wall of one side of the primary lining waterproof board; a plurality of cavity detection sensors (9.1) are evenly pasted and fixed on the upper part of the arch waist and the arch top on both sides of the primary lining waterproof board; S2. Setting of the secondary lining casting template: the secondary lining trolley (1) moves to the designated position and fixes the secondary lining casting template; a plurality of exhaust port assemblies (5) are fixedly set on the end templates (3) located at the upper part of the arch waist on both sides and the arch top position; a plurality of arch top casting ports (10) are evenly distributed on the casting template at the arch top position; S3, cavity detection system (9) is set up: the data collector (9.2) is fixedly set on the end template (3) located at one side wall, the upper part of the arch waist and the arch top; the cavity detection sensor (9.1) is electrically connected to the corresponding data collector (9.2); the data collector (9.2) is connected to the cavity monitoring terminal (9.3) through wireless communication; S4, concrete pouring: the pouring pump truck (2) pumps concrete into the main hopper of the distribution device, and controls the flow direction of the concrete through the multi-stage distribution device, starting from the lower position of the side wall of the tunnel secondary lining, and pouring the concrete layer by layer and window by window along the tunnel direction symmetrically and synchronously with the side walls on both sides; the pouring window is closed, and the pump pipe of the pouring pump truck (2) is connected to the arch pouring port (10) to perform arch pressurized top pouring, thereby completing the entire pouring of the concrete in the tunnel secondary lining pouring space; S5. Detection of trapped air area (8): When the arch crown pressure-pressing and top pouring begins, the data collector (9.2) collects data from the void detection sensor (9.1) used as a reference, and transmits it to the void monitoring terminal (9.3) for storage as detection reference data; during the arch crown pressure-pressing and top pouring, the data collector (9.2) collects data from a plurality of void detection sensors (9.1) arranged at the upper part of the arch waist and the arch crown on both sides; the void monitoring terminal (9.3) compares the data from a plurality of void detection sensors (9.1) arranged at the upper part of the arch waist and the arch crown on both sides with the detection reference data of the void detection sensor (9.1) used as a reference, and determines the position and size of the trapped air area (8) appearing in the secondary lining concrete (7); S6, exhausting the trapped air area (8): according to the position and size indication of the trapped air area (8) detected by the cavity detection system (9), inserting the exhaust pipe (6) into the trapped air area (8) through the exhaust port assembly (5); The exhaust pipe (6) exhausts the air in the trapped air area (8) and actively eliminates the voids in the secondary lining of the highway tunnel.

3. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 2 is characterized by: The exhaust system further comprises an exhaust pipe drive system movably arranged on a workbench of the second lining trolley (1); the cavity detection system (9) is electrically connected to the exhaust pipe drive system; when the air-trapped area (8) is exhausted, the cavity detection system (9) controls the exhaust pipe drive system to drive the exhaust pipe (6) according to the detected position and size of the air-trapped area (8), and inserts the exhaust pipe (6) into the air-trapped area (8) through the exhaust port assembly (5); The exhaust pipe (6) exhausts the air in the trapped air area (8) and actively eliminates the voids in the secondary lining of the highway tunnel.

4. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 2 or 3 is characterized by: The cavity detection sensor (9.1) is provided with a plurality of detection FPCs (9.1.2) in an array; the plurality of cavity detection sensors (9.1) provided at the upper part of the arch waists on both sides and at the arch top constitute the detection array surface of the detection FPCs (9.1.2); the detection method of the trapped air area (8) is as follows: each detection FPC ( The detection data of the void detection sensor (9.1.2) is compared with the detection reference data of the corresponding detection FPC (9.1.2) on the reference void detection sensor (9.1), and whether each detection FPC (9.1.2) is completely uncovered or partially covered with concrete is determined based on the comparison result; the geometric center points of the vertically and horizontally adjacent detection FPCs (9.1.2) that are completely uncovered or partially covered with concrete are connected to form a connected area, and the envelope of the connected area is the air trapped area (8).

5. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 4 is characterized by: The trapped air area (8) is corrected, and the geometric center point of all the detection FPCs (9.1.2) on the envelope line of the connected area that are not covered with concrete is translated outward along its normal to obtain the expanded trapped air area (8); the cavity detection system (9) controls the exhaust system to drive the exhaust pipe (6) to be inserted into the trapped air area (8) according to the detected position and size of the expanded trapped air area (8), so as to exhaust the air in the trapped air area (8).

6. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 2 or 3, characterized in that: When the exhaust pipe (6) exhausts the trapped air area (8), the exhaust pipe (6) is pushed and pulled back and forth at a frequency of 1-3 Hz and an amplitude of 2-3 cm, and is simultaneously pulled outward at a speed of 2-3 m / min.

7. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 2 or 3, characterized in that: When the exhaust pipe (6) exhausts the trapped air area (8), the exhaust pipe (6) is manually assisted in shaking.

8. The construction method of the highway tunnel secondary lining air-raid shelter casting system according to claim 2 or 3, characterized in that: After the pouring construction of the secondary lining concrete (7) is completed, the exhaust port assembly (5) and the exhaust pipe (6) are flushed with water.

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