Pouring system for secondary lining air-raid shelter of highway tunnel

Abstract

The invention discloses a highway tunnel secondary lining air-raid shelter pouring system. A plurality of exhaust port assemblies are fixedly arranged on an end formwork of a secondary lining pouring formwork. In the pouring process of secondary lining concrete, the exhaust pipe is inserted into the air trapping area for pouring the concrete from the exhaust port assembly, air sealed in the air trapping area of the concrete in the pouring process of the secondary lining is exhausted through the exhaust pipe, and cavities are prevented from occurring after the secondary lining of the highway tunnel is poured; therefore, the technical problem in secondary lining construction of the highway tunnel is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of construction equipment for the secondary lining pouring of highway tunnels, and particularly relates to a pouring system for the air-raid shelter of the secondary lining of highway tunnels. Background Art

[0002] In the article "Research on the Health Diagnosis and Technical Condition Evaluation of Tunnel Lining Structures", statistics and analysis were carried out on the characteristics such as the proportion of the length of the detected tunnel occupied by the voids behind the secondary lining of highway tunnels, the position distribution, the length, and the height. The results show that the proportion of the length of the detected tunnel occupied by the voids behind the secondary lining of highway tunnels is as high as 11.3%, which is generally present in the crown, the haunch, and the sidewall parts. Among them, the condition of the voids behind the secondary lining at the sidewall position is the lightest, while the condition of the voids behind the secondary lining at the crown is the most serious; among them, the maximum length of the voids at the crown can reach 14.10 m, and the maximum height can reach 21 cm.

[0003] In addition, in the article "Research on the Health Diagnosis and Technical Condition Evaluation of Tunnel Lining Structures", the relationship between the quality defects of the voids in the secondary lining and the diseases of highway tunnels was also discussed. During the on-site non-destructive detection of lining radar, it was found that whenever there are relatively dense or large voids in the radar image, the lining in the corresponding section often shows cracking phenomena to varying degrees; through further theoretical analysis, it is pointed out that the reason is that the quality defects of the voids in the secondary lining will lead to the deterioration of the interaction relationship between the lining and the surrounding rock, resulting in excessive lining stress concentration gradually occurring during the use of highway tunnels, causing cracks and displacements in the lining structure, and even spalling and falling of the lining in severe cases, seriously affecting the driving safety of highway tunnels and shortening the service life of highway tunnels at the same time; therefore, solving the void problem in the secondary lining of highway tunnels has great practical significance for the driving safety and service life extension of highway tunnels.

[0004] The Chinese invention patent with the application number 201911173937.8 discloses a system for quantitatively calculating the concrete pouring voids during the construction period of the secondary lining of a tunnel. It detects the height of the concrete pouring surface by arranging multiple detection units at the crown of the tunnel, and generates electrical signals representing the pouring height of the concrete. The interpretation unit receives multiple electrical signal data, processes each electrical signal data, obtains the height data of the monitoring points distributed at a certain density on the concrete pouring surface during the construction period of the secondary lining, and calculates the volume of the unfilled voids above the concrete surface and below the waterproof board based on these height data. The Chinese invention patent with the application number 202311317705.1 discloses a method for detecting the voids at the crown of the secondary lining of a tunnel. It uses a bare wire and a conductive block fixed in an elastic tube as detection sensors, which are arranged on the waterproof layer at the crown of the tunnel along the extension direction of the tunnel to detect whether there are casting voids at the crown of the tunnel lining. However, the detection units and detection sensors disclosed in the above two invention patents both have the problems of complex structure and high production cost. In addition, in the above two invention patents, only how to detect whether there are voids during the casting process of the secondary lining of the tunnel is disclosed, but no measures to solve the voids during the casting process of the secondary lining of the tunnel are given. Therefore, how to solve the void problem during the casting construction of the secondary lining of a highway tunnel is a technical problem that has always existed and needs to be urgently overcome in the construction of the secondary lining of a highway tunnel. Summary of the Invention

[0005] In order to overcome the deficiencies in the background technology, the present invention discloses a system for pouring the secondary lining of a highway tunnel to prevent voids, aiming to solve the void problem during the construction of the secondary lining of a highway tunnel.

[0006] To achieve the above-mentioned invention purpose, the present invention adopts the following technical solutions: A system for pouring the secondary lining of a highway tunnel to prevent voids includes a secondary lining trolley and a pouring pump truck. The secondary lining trolley is provided with a secondary lining pouring formwork and a multi-stage batching device. When pouring the secondary lining of a highway tunnel, the secondary lining trolley fixes the secondary lining pouring formwork. A secondary lining pouring space is formed between the secondary lining pouring formwork and the waterproof board of the primary lining. The pouring pump truck controls the flow direction of the concrete through the multi-stage batching device to achieve sequential pouring of the side walls, arch waists, and crowns of the secondary lining pouring space of the tunnel. A number of exhaust port assemblies are fixedly arranged on the end formwork of the secondary lining pouring formwork. During the pouring process of the secondary lining concrete, an exhaust pipe is inserted through the exhaust port assembly, and the exhaust pipe discharges the air in the trapped air area of the secondary lining to prevent voids from appearing in the secondary lining of the highway tunnel after pouring.

[0007] Furthermore, the exhaust port assembly includes an exhaust box body, an exhaust end cover, and a hinged movable door. Corresponding through holes are provided at the bottom of the exhaust box body, on the exhaust end cover, and on the end formwork. The exhaust box body is fixedly connected to the end formwork, the exhaust end cover is fixedly arranged on the outer end face of the exhaust box body, and the hinged movable door is hingedly arranged inside the exhaust end cover and corresponds to the through hole of the exhaust end cover. When inserting the exhaust pipe, the exhaust pipe pushes open the hinged movable door and inserts into the secondary lining pouring space through the through holes on the exhaust end cover, the exhaust box body, and the end formwork. When pulling out the exhaust pipe, the hinged movable door automatically closes the through hole of the exhaust end cover.

[0008] Furthermore, a rubber ring is provided at the through hole of the exhaust end cover, and the inner hole diameter of the rubber ring is smaller than the outer diameter of the exhaust pipe. The diameters of the through holes at the bottom of the exhaust box body and the through hole of the end formwork are larger than the outer diameter of the exhaust pipe.

[0009] Furthermore, a push-pull shutter is movably arranged on the opposite side walls near the bottom of the exhaust box body, and a through hole is provided on the push-pull shutter. When the through hole on the push-pull shutter corresponds to the through hole at the bottom of the exhaust box body, the internal space of the exhaust box body is communicated with the secondary lining pouring space. When the through hole on the push-pull shutter is staggered from the through hole at the bottom of the exhaust box body, the internal space of the exhaust box body is separated from the secondary lining pouring space. The diameter of the through hole on the push-pull shutter is larger than the outer diameter of the exhaust pipe.

[0010] Furthermore, a cleaning drain port is provided on one side wall of the exhaust box body, and the cleaning drain port is blocked by a detachable plug.

[0011] Furthermore, the exhaust pipe includes an exhaust pipe body and an exhaust pipe cone head fixedly arranged at one end thereof. A plurality of exhaust holes are arrayed on the pipe wall of the exhaust pipe body near one end of the exhaust pipe cone head.

[0012] Furthermore, a cavity detection system is also included. 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. When pouring the secondary lining of the highway tunnel, a plurality of cavity detection sensors are fixedly arranged on the waterproof board of the primary lining. The cavity detection sensors are used to detect the trapped air areas during the pouring process of the secondary lining and display them in the cavity monitoring terminal.

[0013] Furthermore, a plurality of detection FPCs are arrayed in the cavity detection sensor, and the detection FPCs are electrically connected to the data collector through connecting wires.

[0014] Furthermore, among the plurality of cavity detection sensors, one is fixedly arranged at the side wall of the secondary lining pouring space, and the rest are fixedly arranged at the waist and crown of the secondary lining pouring space.

[0015] Furthermore, on the side of the workbench of the secondary lining trolley close to the end formwork, a track is fixedly arranged along the axial direction of the tunnel. An annular rail vehicle is movably arranged on the track, and an annular track is fixedly arranged on the annular rail vehicle. An exhaust pipe driving device is movably arranged on the annular track. When the cavity monitoring terminal shows that there is an air-entrapped area in the secondary lining, the exhaust pipe driving device moves along the annular track to the corresponding exhaust port assembly, and drives the exhaust pipe to insert into the air-entrapped area of the secondary lining through the exhaust port assembly to discharge the air in the air-entrapped area, preventing cavities from appearing in the secondary lining of the highway tunnel after pouring.

[0016] Due to the adoption of the above-mentioned technical solution, the present invention has the following beneficial effects: A highway tunnel secondary lining anti-cavity pouring system disclosed by the present invention fixedly arranges a plurality of exhaust port assemblies on the end formwork of the secondary lining formwork. During the pouring process of the secondary lining concrete, an exhaust pipe is inserted through the exhaust port assembly, and the air in the air-entrapped area of the concrete during the pouring process of the secondary lining is discharged through the exhaust pipe, preventing cavities from appearing in the secondary lining of the highway tunnel after pouring, thus solving the technical problems in the construction of the secondary lining of the highway tunnel. Brief Description of the Drawings

[0017] Figure 1 is a schematic diagram of a highway tunnel secondary lining anti-cavity pouring system; Figure 2 is a schematic diagram of the installation state of the exhaust port assembly on the end formwork; Figure 3 is a schematic exploded view of the exhaust port assembly Figure 1 ; Figure 4 is a schematic exploded view of the exhaust port assembly Figure 2 ; Figure 5 is a schematic external view of the exhaust pipe; Figure 6 is a schematic cross-sectional view of the working state of the exhaust port assembly and the exhaust pipe Figure 7 is an attachment Figure 6 partial enlarged view of A; Figure 8 is a schematic block diagram of the cavity detection system principle; Figure 9 is a schematic diagram of the cavity detection sensor structure; Figure 10 is a schematic cross-sectional structure diagram of the cavity detection sensor; Figure 11 is a schematic diagram of the cavity state judgment process Figure 1 ; Figure 12 is a schematic diagram of the cavity state judgment process Figure 2 ; Figure 13 is a schematic diagram of the cavity state judgment processFigure 3 ; Figure 14 It is a schematic diagram of the working principle of the exhaust pipe driving device.

[0018] In the figure: 1. Secondary lining trolley; 1.1. Track; 1.2. Ring track 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. Concreting pump truck; 3. End formwork; 4. Primary lining; 5. Exhaust port assembly; 5.1. Exhaust box; 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. Void detection system; 9.1. Void 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. Void monitoring terminal; 10. Crown pouring port 10. Specific embodiments

[0019] 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.

[0020] The existing air defense hole pouring system for the secondary lining of highway tunnels includes a secondary lining trolley 1 and a concreting pump truck 2. The secondary lining trolley 1 is provided with a secondary lining formwork and a multi-stage batching device; when pouring the secondary lining of a highway tunnel, the secondary lining trolley 1 fixes the secondary lining formwork, and a secondary lining pouring space is formed between the secondary lining formwork and the waterproof board of the primary lining; the secondary lining formwork is provided with a number of pouring windows along the tunnel alignment at the side walls and the lower part of the arch waist of the tunnel, and a number of crown pouring ports 10 are arranged along the tunnel alignment at the crown; when pouring the secondary lining concrete, the concreting pump truck 2 pumps the concrete into the main hopper of the batching device, and the flow direction of the concrete is controlled by the diversion trough baffle of the multi-stage batching device. Starting from the lower position of the side walls of the tunnel secondary lining, symmetrically and synchronously upward on both side walls, layer by layer along the tunnel alignment, pouring window by window; finally, after closing the pouring window, directly connect the pump pipe of the concreting pump truck 2 to the crown pouring port 10 for crown pressurized ramming pouring (pouring pressure is 0.5 - 1.0 MPa), and finally complete the pouring of all the concrete in the secondary lining pouring space of the tunnel; when pouring the secondary lining concrete of the tunnel, an internal vibrator and a surface vibrator are used in combination for vibration to improve the compactness of the poured concrete and prevent the occurrence of voids; During the casting process of 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, a sunken area will appear in the concrete 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 vibration, 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 casting at the crown with pressure, the concrete entering the crown 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. 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 casting with pressure at each crown pouring port 10 along the tunnel alignment (the concrete has pressure), a sunken area will appear in the concrete at the upper part of the arch waist and the crown position between adjacent crown pouring ports 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 position 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 position, at this time, since the already cast concrete area is close to a horizontal state (especially the already cast concrete area at the crown position is in a horizontal state), at this time, the air entrapment area 8 is still very difficult to move even under the action of casting with pressure and the vibration of the vibrator (especially the air entrapment area 8 at the crown position basically does not move), 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. Moreover, once voids appear at the upper part of the arch waist and the crown position, under the existing equipment and technical conditions, it is basically impossible to eliminate them during the casting process of the secondary lining.

[0021] Example 1, see the attached drawings of the specification Figure 1-7 : To solve the above problems of voids in the secondary lining of the road tunnel, the present invention discloses a casting system for preventing voids in the secondary lining of a highway tunnel. See the attached drawings of the specification Figure 2 : Four exhaust port assemblies 5 are fixedly arranged on the end formwork 3 of the secondary lining formwork, and exhaust pipes 6 are used in conjunction with the exhaust port assemblies 5; See the attached drawings of the specification Figure 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 provided at both ends; the exhaust end cover 5.2 is a rectangular plate, with a hinge seat provided 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 provided 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 provided at the through hole of the exhaust end cover 5.2; the hinged movable door 5.3 is a plate, with a hinge ear provided 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 provided 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 drain port 5.1.1 is also provided on one side wall plate of the exhaust box body 5.1, and the cleaning drain port 5.1.1 is blocked by a detachable plug. Four through holes are arranged in an array on the end template 3 cooperating with the exhaust port assembly 5. When the exhaust port assembly 5 is fixedly arranged on the end template 3 through bolts, the through holes on the bottom plate of the exhaust box body 5.1 correspond to the through holes on the end template 3; the diameters of the through holes on the bottom plate of the exhaust box body 5.1, the through holes on the end template 3, and the through holes 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 only on the pipe wall near one end of the exhaust pipe cone head 6.2 is to prevent too many exhaust holes 6.1.1 from being arranged, resulting in too much overflowing slurry during the exhaust process, so as to reduce the amount of overflowing slurry during the exhaust process. See the attached drawings of the specification Figure 1: Since the probability of the occurrence of voids in the secondary lining of highway tunnels is relatively high at the upper part of the arch waist and the crown, the exhaust port assembly 5 is usually fixedly arranged on the end formwork 3 at the upper part of the arch waist and the crown (the end formwork 3 without the exhaust port assembly 5 does not need to be provided with through holes; of course, according to actual needs, the exhaust port assembly 5 can also be fixedly arranged on all the end formworks 3 used); before pouring the secondary lining concrete 7, push the sliding gate 5.5 of all the exhaust port assemblies 5 to the position where its through hole corresponds to the through hole of the end formwork 3, and use one end of the exhaust pipe cone head 6.2 of the exhaust pipe 6 to push open the hinged movable door 5.3, pass through the rubber ring 5.4, the exhaust box body 5.1, and the through hole on the end formwork 3 and insert it into the secondary lining pouring space until the exhaust pipe cone head 6.2 is between the first crown pouring port 10 and the second crown pouring port 10 on the side far from the end formwork 3; during the insertion of the exhaust pipe 6, since the rubber ring 5.4 is elastic and the diameters of the bottom through hole of the exhaust box body 5.1, the through hole of the end formwork 3, and the through hole of the sliding gate 5.5 are larger than the outer diameter of the exhaust pipe 6, the exhaust pipe 6 is allowed to swing to a certain extent around the axis of the rubber ring 5.4 during the insertion process, and the exhaust pipe cone head 6.2 is used to avoid the steel mesh in the secondary lining pouring space to prevent the exhaust pipe 6 from being blocked during the insertion process; at the same time, the exhaust pipe 6 inserted into the secondary lining pouring space is supported by the steel mesh to prevent the end of the exhaust pipe cone head 6.2 from sinking; since the aperture of the rubber ring 5.4 is smaller than the outer diameter of the exhaust pipe 6, it can play a sealing role to prevent the leakage of concrete slurry during the pouring process; During the pouring process of the secondary lining concrete 7, when it comes to the top pressure pouring at the crown, closely monitor the slurry overflow situation of each exhaust pipe 6; when the pump pipe of the pouring pump truck 2 is switched from the first crown pouring port 10 on the side far from the end formwork 3 to the second crown pouring port 10, if the slurry overflow amount of the exhaust pipe 6 starts to increase significantly, it indicates that the air in the air-entrapped area 8 begins to be discharged. At this time, push and pull the exhaust pipe 6 back and forth, so that the exhaust pipe cone head 6.2 moves between the first crown pouring port 10 and the second crown pouring port 10 on the side far from the end formwork 3. If the slurry overflow amount of the exhaust pipe 6 remains unchanged during the back-and-forth push and pull process, it indicates that the air in the air-entrapped area 8 has been completely discharged. At this time, pull out the exhaust pipe 6 a certain distance outward, so that the exhaust pipe cone head 6.2 is located between the second crown pouring port 10 and the third crown pouring port 10 on the side far from the end formwork 3; when the pump pipe of the pouring pump truck 2 is switched from the second crown pouring port 10 on the side far from the end formwork 3 to the third crown pouring port 10, repeat the back-and-forth push and pull operation and the outward pulling operation of the exhaust pipe 6 until the top pressure pouring at the crown is completed; pull out all the exhaust pipes 6, and the hinged movable door 5.3 of the exhaust port assembly 5 automatically closes under the action of the movable door return spring 5.6 to prevent continuous slurry overflow; then push the push-pull gate plate 5.5 of all the exhaust port assemblies 5 to a 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 secondary lining pouring concrete; 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; During the pouring process of the secondary lining concrete 7, through the above operations, using the exhaust port assembly 5 and the exhaust pipe 6, the air in the air-entrapped area 8 during the secondary lining pouring process is discharged, avoiding the generation of cavities in the secondary lining of the highway tunnel due to air entrapment during the pouring process, thus solving the technical problem of cavities existing in the construction process of the secondary lining of the highway tunnel.

[0022] Example two, see the attached instructions Figure 8-10 : In this embodiment, the air-raid shelter pouring system for the secondary lining of the highway tunnel further includes a cavity detection system 9; see the attached instructions Figure 8:The void detection system 9 includes 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 communicatively connected to the void monitoring terminal 9.3. A display screen is provided on the void monitoring terminal 9.3. The data detected by the void detection sensor 9.1 is transmitted to the void monitoring terminal 9.3 through the data collector 9.2. The void monitoring terminal 9.3 processes the detected data to determine whether there is a trapped air area 8 in the secondary lining of the highway tunnel, and displays the specific position of the trapped air area 8 on the display screen. See the attached instructions 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 coating provided on the substrate 9.1.1. The substrate 9.1.1 is strip-shaped, and its length is greater than the pouring construction length of the secondary lining 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, and the spacing is between 10 - 50 cm. They 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 electrically connecting to 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 wire coating 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 glue, and the detection FPC 9.1.2 and the connecting wire 9.1.3 are hermetically arranged 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 outside 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 base material (the material is PET) and two induction PADs provided on the base material. The two induction PADs are right-angled triangles formed by copper coating 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, because 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 achieve the purpose of detecting whether there is a trapped air area 8 in the concrete. This void detection sensor 9.1 has the advantages of simple structure, low cost, and convenient construction. The detection sensor 9.1 is in the shape of a thin film 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 capacitive 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. Therefore, it needs to be calibrated in advance. However, when the void detection sensor 9.1 in the present invention is used, it cannot be calibrated in advance, and because the lengths of the connecting wires 9.1.3 of each detection FPC 9.1.2 are different, their original parasitic capacitance values are also different. Therefore, when detecting whether there is concrete covering on the detection FPC 9.1.2 and how much concrete is covered, there is a lack of a detection reference. To solve this problem, before pouring the secondary lining of the highway tunnel, a void detection sensor 9.1 is pasted on the waterproof board arranged on one side wall of the primary lining, or two void detection sensors 9.1 are respectively pasted on the waterproof boards arranged on both side walls of the primary lining (voids are generally not likely to appear at the side walls of the secondary lining; but to prevent accidents, void detection sensors 9.1 are arranged on the waterproof boards of both side walls to prevent inaccurate detection results when there are voids on one side wall; when the detection results of the void detection sensors 9.1 at both side walls are inconsistent, the larger detection value is used as the detection reference), and then several other void detection sensors 9.1 are adhesively arranged on the upper part of the waist and the crown of the primary lining waterproof board. Each void detection sensor 9.1 is numbered; During actual detection, the void monitoring terminal 9.3 sets the initial detection value of each detection FPC 9.1.2 on all void detection sensors 9.1 to zero, and uses the final detection value C obtained by each detection FPC 9.1.2 on the void detection sensor 9.1 at the side wall after pouring the secondary lining 0i , as the comparison reference for the concrete coverage rate of each corresponding detection FPC 9.1.2 on other void 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 other void detection sensors 9.1 adhesively arranged on the upper part of the waist and the crown of the secondary lining pouring space, with the result C detected by each of their detection FPC 9.1.2 ni (where the subscript n represents the number of the void detection sensor 9.1, and the subscript i represents the serial number of the detection FPC 9.1.2) and the reference value C of the corresponding detection FPC 9.1.2 on the void detection sensor 9.1 at the side wall 0i to make the ratio M ni = C ni / C 0i , and uses the size of the ratio M ni 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 is covered on the detection FPC 9.1.2. When M niWhen the value is equal to 1, it means that the detection FPC9.1.2 is completely covered by concrete; however, when actually judging the concrete coverage on the detection FPC9.1.2, it is usually represented by three situations: partial concrete coverage (M ni value is between 0.2 and 0.8), complete concrete coverage (M ni ≥0.8), and complete non - concrete coverage (M ni <0.2); See the attached Figure 11 、 12 、13 for the specific description of the process of judging the trapped air area 8 at the upper part of the waist and the crown of the secondary lining of the tunnel; first, see the attached Figure 11 : For example, during the pressurized top - pouring process, the 4th detection FPC9.1.2 of the void detection sensor 9.1 numbered 2 is detected. Its C 24 and the reference C 04 ratio M 24 =0.5, which indicates that the concrete coverage rate on the 4th detection FPC9.1.2 of the void detection sensor 9.1 numbered 2 is approximately half; by the same method, the ratios M 25 、M 26 、M 35 、M 36 、M 37 、M 38 are detected to be less than 0.2, indicating that the 4th and 5th detection FPC9.1.2 of the void detection sensor 9.1 numbered 2, and the 5th, 6th, 7th, and 8th detection FPC9.1.2 of the void detection sensor 9.1 numbered 3 are completely not covered by concrete; by the same method, the M 27 、M 28 、M 34 、M 39 values are between 0.2 and 0.8, indicating that the 7th and 8th detection FPC9.1.2 of the void detection sensor 9.1 numbered 2, and the 4th and 9th detection FPC9.1.2 of the void detection sensor 9.1 numbered 3 are covered with partial concrete; see the attached Figure 12 : First, connect the geometric center points of the adjacent detection FPC9.1.2 that are detected to be not covered by concrete or partially covered by concrete point - by - point to obtain a closed curve L1; see the attached Figure 13:Translate the geometric center point of the FPC 9.1.2 for detection on the closed curve L1 that is not covered by concrete along the normal line of the closed curve L1 to the outside to correct the closed curve L1. The reason for translating the geometric center point of the FPC 9.1.2 for detection on the closed curve L1 that is not covered by concrete to the outside of the closed curve L1 is as follows: If the FPC 9.1.2 for detection is not covered by concrete, it means that the air-entrapment area 8 must extend to the outside of the FPC 9.1.2 for detection that is not covered by concrete. By translating to the outside, the air-entrapment 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 to obtain the corrected closed curve L2. The area surrounded by the closed curve L2 is the air-entrapment area 8 at the upper part of the haunch or the crown of the secondary lining of the tunnel. The position of the air-entrapment area 8 in the haunch, crown, and tunnel alignment direction of the secondary lining of the tunnel is visually displayed on the display screen of the void monitoring terminal 9.3; When the air-raid shelter pouring system for the secondary lining of the highway tunnel in this embodiment works, the void detection sensor 9.1 is connected to the data collector 9.2 through the connection terminal block 9.1.4, and the data collector 9.2 is adsorbed on the end formwork 3 by a magnet; the void monitoring terminal 9.3 is fixedly arranged on the working platform of the secondary lining trolley 1, and the void monitoring terminal 9.3 can also be connected to the mobile display terminal through micro-power wireless communication for convenient on-site operation; During the pouring process of the secondary lining concrete 7, when it comes to the pouring with pressure at the crown to fill the top, pay attention to observing the display of the cavity monitoring terminal 9.3. When a trapped air area 8 appears, the exhaust pipe 6 passes through the exhaust port assembly 5 corresponding to the trapped air area 8, and inserts the end of the exhaust pipe cone 6.2 into the trapped air area 8 (the insertion depth can be judged by the length mark set on the outer cylindrical surface of the exhaust pipe 6 to ensure that the end of the exhaust pipe cone 6.2 is inserted into the trapped air area 8). The exhaust pipe cone 6.2 can reduce the resistance during the insertion process; the air in the trapped air 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, observe the display of the cavity monitoring terminal 9.3 (or the mobile display terminal), and push and pull the exhaust pipe 6 back and forth and shake it around the axis of the rubber ring 5.4 to discharge the air in the trapped air area 8 until all the detected FPCs 9.1.2 on the cavity monitoring terminal 9.3 are covered by concrete, then pull out the exhaust pipe 6; the back-and-forth push and pull of the exhaust pipe 6 and the shaking around the axis of the rubber ring 5.4 can avoid local small-scale trapped air remaining; then push the push-pull gate 5.5 of the exhaust port assembly 5 to the position where its through hole is offset 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 for the secondary lining pouring; finally, remove the plug of the cleaning drain port 5.1.1, insert the cleaning water pipe through the rubber ring 5.4 into the inner cavity of the exhaust port assembly 5, 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 concrete remaining 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 trapped air area 8 by the cavity detection system 9, it guides the exhaust operation of the trapped air area 8, reduces the workload of the exhaust operation, and at the same time can directly see the exhaust situation of the trapped air area 8 to ensure that the air in the trapped air area 8 can be completely discharged.

[0023] Embodiment 3, see the attached drawings of the specification Figure 1 、 14 : In this embodiment, a track 1.1 is fixedly arranged along the tunnel axis at one end of the workbench of the secondary lining trolley 1 close to the end formwork 3. A ring rail vehicle 1.2 is movably arranged on the track 1.1. A ring rail is fixedly arranged on the ring rail vehicle 1.2. Two exhaust pipe driving devices 1.3 are movably arranged on the ring rail through driving wheels and clamping wheels. 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 oppositely. 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. During the pouring construction of the secondary lining concrete 7, after the top of the arch is pressurized and the pouring is completed, the concrete pouring pump truck 2 continuously maintains the pressure of the poured concrete. The ring rail vehicle 1.2 moves along the track to the in-place position and locks the position of the ring rail vehicle 1.2. The two exhaust pipe driving devices 1.3 move along both sides of the ring rail to the corresponding exhaust port assemblies 5 in sequence and lock the positions. The exhaust pipe 6 is clamped between the driving wheel 1.3.1 and the driven wheel 1.3.2. The driving wheel 1.3.1 drives the exhaust pipe 6 to be inserted into the poured concrete at the upper part of the secondary lining arch waist or the top of the arch through the exhaust port assembly 5, and the depth is close to the length of the secondary lining along the tunnel direction. Then the driving wheel 1.3.1 drives the exhaust pipe 6 to pull out the exhaust pipe 6 from the exhaust port assembly 5 at a speed of 2 m / min in the form of pushing and pulling vibration at 1 Hz until the exhaust pipe 6 is pulled out from the exhaust port assembly 5. Repeat the above process until all the exhaust port assemblies 5 are exhausted through the exhaust pipes 6. In this embodiment, the exhaust operation in the air-entrapped area 8 is mechanized, greatly reducing the workload of the exhaust operation.

[0024] Embodiment 4, see the attached drawings of the specification Figure 1 、 14 : In this embodiment, at one end of the working platform of the secondary lining trolley 1 close to the end formwork 3, a track 1.1 is fixedly arranged along the axial direction of the tunnel. A ring rail vehicle 1.2 is movably arranged on the track 1.1. A ring rail is fixedly arranged on the ring rail vehicle 1.2. An exhaust pipe driving device 1.3 is arranged on the ring rail. The exhaust pipe driving device 1.3 is movably connected to the ring rail 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 ring rail. 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 ring 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. When the cavity monitoring terminal 9.3 detects an air-trapping area 8 at the secondary lining, the cavity monitoring terminal 9.3 controls the ring rail vehicle 1.2 to move along the track to the in-place position and locks the position of the ring rail vehicle 1.2, and controls the exhaust pipe driving device 1.3 to move along the ring rail 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 drive the exhaust pipe 6 to be inserted into the air-trapping 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 m / min in the form of pushing and pulling vibration at 1 Hz. At the same time, manual assistance is used 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 air-trapping area 8 and preventing cavities from appearing in the secondary lining of the highway tunnel after pouring. In this embodiment, through the control of the cavity detection system 9, the exhaust operation of the air-trapping area 8 is automated, further reducing the workload of the exhaust operation and ensuring the quality of the exhaust operation, thereby solving the cavity problem in the pouring process of the secondary lining of the highway tunnel.

[0025] The parts not detailed in the present invention are the prior art.

Claims

1. A highway tunnel secondary lining air-raid shelter pouring system, comprising a secondary lining trolley (1) and a pouring pump trolley (2), wherein the secondary lining trolley (1) is provided with a secondary lining pouring template and a multi-stage material distribution device; when pouring the secondary lining of the highway tunnel, the secondary lining trolley (1) is fixedly provided with the secondary lining pouring template, and a secondary lining pouring space is formed between the secondary lining pouring template and the primary lining waterproof plate; the pouring pump trolley (2) controls the flow direction of concrete through the multi-stage material distribution device, thereby realizing sequential pouring of the side walls, arch haunches and arch crowns of the tunnel secondary lining pouring space; the system is characterized in that: A plurality of exhaust port assemblies (5) are fixedly arranged on the end formwork (3) of the secondary lining casting formwork; during the pouring process of the secondary lining concrete (7), an exhaust pipe (6) is inserted through the exhaust port assembly (5), and the exhaust pipe (6) exhausts air in the secondary lining air-trapped area (8), thereby preventing the formation of voids in the secondary lining of the highway tunnel after pouring.

2. The highway tunnel secondary lining air-raid shelter casting system according to claim 1 is characterized by: The exhaust port assembly (5) comprises an exhaust box (5.1), an exhaust end cover (5.2), and a hinged movable door (5.3); the bottom of the exhaust box (5.1), the exhaust end cover (5.2), and the end template (3) are all provided with corresponding through holes; the exhaust box (5.1) is fixedly connected to the end template (3), the exhaust end cover (5.2) is fixedly arranged on the outer end surface of the exhaust box (5.1), and the hinged movable door (5.3) is hingedly arranged on the inner side of the exhaust end cover (5.2) and corresponds to the through hole of the exhaust end cover (5.2); when the exhaust pipe (6) is inserted, the exhaust pipe (6) pushes open the hinged movable door (5.3), passes through the through holes on the exhaust end cover (5.2), the exhaust box (5.1), and the end template (3), and is inserted into the secondary lining casting space; when the exhaust pipe (6) is pulled out, the hinged movable door (5.3) automatically closes the through hole of the exhaust end cover (5.2).

3. The road tunnel secondary lining air-raid shelter casting system according to claim 2 is characterized by: A rubber ring (5.4) is provided at the through hole of the end cover (5.2); the inner diameter of the rubber ring (5.4) is smaller than the outer diameter of the exhaust pipe (6); and the diameters of the through hole at the bottom of the exhaust box body (5.1) and the through hole of the end template (3) are larger than the outer diameter of the exhaust pipe (6).

4. The highway tunnel secondary lining air-raid shelter casting system according to claim 2 is characterized by: A push-pull gate plate (5.5) is movably provided on the opposite side wall near the bottom of the exhaust box (5.1), and a through hole is provided on the push-pull gate plate (5.5); when the through hole on the push-pull gate plate (5.5) corresponds to the through hole at the bottom of the exhaust box (5.1), the internal space of the exhaust box (5.1) is connected to the secondary lining casting space; when the through hole on the push-pull gate plate (5.5) is staggered from the through hole at the bottom of the exhaust box (5.1), the internal space of the exhaust box (5.1) is separated from the secondary lining casting space.

5. The highway tunnel secondary lining air-raid shelter casting system according to claim 2 is characterized by: A cleaning drain port (5.1.1) is provided on a wall plate on one side of the exhaust box body (5.1), and the cleaning drain port (5.1.1) is blocked by a plug.

6. The highway tunnel secondary lining air-raid shelter casting system according to any one of claims 1 to 5, characterized in that: The exhaust pipe (6) comprises 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 a pipe wall of the exhaust pipe body (6.1) at one end close to the exhaust pipe cone head (6.2).

7. The highway tunnel secondary lining air-raid shelter casting system according to claim 1 is characterized by: It also includes a cavity detection system (9); 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 connected to the cavity monitoring terminal (9.3); when pouring the secondary lining of a highway tunnel, a plurality of cavity detection sensors (9.1) are fixedly arranged on the primary lining waterproof board, and the cavity detection sensors (9.1) are used to detect the trapped air area (8) in the secondary lining during the pouring process, and the trapped air area (8) is displayed in the cavity monitoring terminal (9.3).

8. The highway tunnel secondary lining air-raid shelter casting system according to claim 7 is characterized by: A plurality of detection FPCs (9.1.2) are arranged in an array in the cavity detection sensor (9.1), and the detection FPCs (9.1.2) are electrically connected to the data acquisition device (9.2) via a connecting wire (9.1.3).

9. The highway tunnel secondary lining air-raid shelter casting system according to claim 8 is characterized by: Among the plurality of cavity detection sensors (9.1), one is fixedly arranged at the side wall of the secondary lining casting space, and the others are fixedly arranged at the arch waist and arch top of the secondary lining casting space.

10. The highway tunnel secondary lining air-raid shelter casting system according to claim 1 is characterized by: On a workbench of the secondary lining trolley (1), near the end formwork (3), a track (1.1) is fixedly arranged along the axial direction of the tunnel, a circular track vehicle (1.2) is movably arranged on the track (1.1), a circular track is fixedly arranged on the circular track vehicle (1.2), and an exhaust pipe driving device (1.3) is movably arranged on the circular track; when the void detection system (9) detects the presence of an air-trapped area (8) in the secondary lining, the exhaust pipe driving device (1.3) moves along the circular track to the corresponding exhaust port assembly (5), drives the exhaust pipe (6) to pass through the exhaust port assembly (5) and insert into the air-trapped area (8) of the secondary lining, exhausts the air in the air-trapped area (8), and prevents the formation of voids in the secondary lining of the highway tunnel after pouring.

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