Station and interval integrated structure based on arch shield and construction method

Abstract

The invention discloses a station and interval integrated structure based on an arch circle shield and a construction method, is only suitable for a station of an arch circle shield structure, and relates to the technical field of rail transit construction.The station and interval integrated structure comprises a station hall layer structure, a station platform tunnel, a subway driving tunnel, a hall platform connection tunnel and a passenger taking and descending channel; the station hall layer structure is vertically separated from the station platform tunnels and the subway driving tunnel, the station hall layer structure is located above the station platform tunnels and the subway driving tunnel, the subway driving tunnel is located between the two station platform tunnels, and the two station platform tunnels are communicated with the station hall layer structure through the hall platform connection tunnels. The station hall and the platform are separately arranged, the multiple hall-platform connection tunnels are connected to form an integrated structure, the implementation problem of the subway station in the deep water-rich stratum in the complex surrounding environment is solved, the construction risk is effectively controlled, the influence of construction on the surrounding environment is reduced, and the construction period is greatly shortened.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit construction, and particularly to an integrated structure and construction method of a station and an interval based on an arch-shaped shield tunneling machine. Background Art

[0002] With the rapid development of the new urbanization construction in China, urban rail transit has become increasingly prominent in optimizing urban space, alleviating urban traffic congestion, protecting the environment, etc., and has entered a stage of rapid development. As the operating mileage of the subway increases significantly year by year, the lines cross and overlap, the buried depth of the rail surface continues to increase, and coupled with the increasing environmental protection efforts, the groundwater level gradually rises, and the water depth of the station further increases. The subway construction is facing difficulties such as "the groundwater cannot be lowered" and "the water cannot be drained out".

[0003] Regarding water stop, there is currently no formed technology and experience, specifically manifested in: ① For the water stop structure of the mined station, there is a lack of relevant theories, research and experimental applications at home and abroad. Generally, empirical parameters are selected for design and construction, and the overall water stop goal cannot be achieved, and the requirements for refined construction cannot be met; ② The traditional ground jet grouting equipment is huge in volume, inconvenient to move and transfer, has poor adaptability to the deep water-rich sandy pebble stratum, and there is no real-time monitoring and detection means, which cannot meet the requirements of intelligent construction; ③ The currently commonly used secant piles have prominent problems such as complex processes, limited procedures, material curing, low work efficiency and large volume of pile-forming equipment, and cannot adapt to the characteristics of mined station projects with complex engineering and hydrogeological conditions, narrow space, tight process connection, high safety risks, high quality requirements and tight construction period, and cannot meet the requirements of green and low-carbon construction.

[0004] In the construction of urban subways, the shield tunneling method has become the preferred construction method for interval tunnels due to its advantages such as safe excavation, high degree of mechanization and automation, low construction labor intensity, and no need for dewatering. In order to adapt to the narrow road red line problem, the shield tunnel has gradually developed from the traditional single-hole small shield to a double-line shield. At present, there are few types of double-line shield lining structures, such as circular large shields, double circular shields, and quasi-rectangular shields. However, the above cross-section forms all have various problems. For example, the circular large shield has a low cross-section utilization rate, a large impact on the underground space, especially the vertical space, and a large amount of internal structure engineering quantity and high overall cost; the inverted triangular soil body at the top of the double circular shield is unstable during the shield tunneling process, and is extremely easy to fall and form a cavity, which will cause a large surface settlement. In addition, the middle partition wall of the double circular shield method is assembled last, with difficult assembly, low work efficiency and easy breakage of the seagull blocks. The quasi-rectangular shield has poor cross-section force and is not suitable for tunnels with large buried depths. Under the current situation of gradually increasing buried depths of rail transit, many longitudinal line intersections, and gradually increasing deformation control requirements for the ground, buildings and underground pipelines, these double-line shield lining types are difficult to be competent for the new subway construction. Therefore, it is urgent to research and develop new double-line shield lining structures.

[0005] Previous studies have invented a series of circular shield structures and related construction methods, which have effectively solved the aforementioned problems and pain points. However, how to carry out safe, economical and fast subway station construction on this basis, realize the integrated construction of circular shield stations and sections, and further give play to the technical advantages of circular shield machines is a new problem that needs to be solved urgently. Summary of the invention

[0006] In view of the above technical problems, the present invention discloses an integrated structure of a station and section based on an arch circular shield, comprising a station hall structure, a station platform tunnel, a subway driving tunnel, a hall-platform connecting tunnel and a passenger boarding and alighting passage, wherein the station hall structure is separated from the station platform tunnel and the subway driving tunnel up and down, and the station hall structure is located above the station platform tunnel and the subway driving tunnel, two station platform tunnels are arranged, the subway driving tunnel is located between the two station platform tunnels, the number of the hall-platform connecting tunnels is at least two, and a plurality of the hall-platform connecting tunnels respectively connect the two station platform tunnels with the station hall structure, and the two station platform tunnels are respectively connected to the subway driving tunnel through the passenger boarding and alighting passage, and the size of the passenger boarding and alighting passage matches the subway station platform screen door.

[0007] Furthermore, the station concourse structure and the subway tunnel do not interfere with each other during construction. The station concourse structure and the subway tunnel are implemented simultaneously, the subway tunnel is constructed first and then the station concourse structure is constructed, or the station concourse structure is added above the existing subway tunnel according to the needs of passengers along the line. The vertical distance between the station concourse structure and the subway tunnel is flexibly adjusted to create good construction conditions.

[0008] Furthermore, the station hall structure is constructed by open excavation, concealed excavation or covered excavation according to the site environment, engineering and water geological conditions, and the hall-platform connecting tunnel between the station hall structure and the station platform tunnel is constructed by freezing + mining method or other mechanical methods.

[0009] Furthermore, the station platform tunnel is constructed by pipe jacking, shield method or mining method according to site conditions, and the passenger boarding and alighting passage between the station platform tunnel and the subway driving tunnel is constructed by pipe jacking or freezing + mining method.

[0010] Furthermore, a platform is provided in the station platform tunnel, and a top rail air duct is provided in the subway driving tunnel. Both the platform and the top rail air duct are assembled. Construction conditions for the platform and the top rail air duct are reserved in advance in the subway driving tunnel and the station platform tunnel. After the subway driving tunnel and the station platform tunnel are completed, the platform and the top rail air duct are quickly installed.

[0011] Further, when constructing the passenger access and egress passage, it is necessary to strengthen the support in the subway running tunnel, and a mobile support system is adopted for the strengthening support in the subway running tunnel.

[0012] Further, the number of the hall-platform connecting tunnels is determined according to the passenger flow of the station and the evacuation requirements.

[0013] The present invention also discloses a construction method for the integrated structure of the station and the interval based on the arched shield, and the specific steps are as follows:

[0014] Step 1: According to the design and construction method of the arched shield, construct the arched shield to this station, and drive through this station, and can continue to drive to the next station. At the same time, construct the station concourse structure, the station platform tunnel and the subway running tunnel during the same period or in phases, and reserve the construction conditions for the platform and the top track air duct in advance during the construction of the station platform tunnel and the subway running tunnel;

[0015] Step 2: Construct the hall-platform connecting tunnels between the station concourse structure and the station platform tunnel, and the freezing + mining method is adopted for construction;

[0016] Step 3: Construct the passenger access and egress passage between the station platform tunnel and the subway running tunnel, and the freezing + mining method is adopted for construction;

[0017] Step 4: Install the prefabricated platform in the station platform tunnel and install the prefabricated top track air duct in the subway running tunnel;

[0018] Step 5: Construct the main structure and the internal structure of the station. After the construction is completed, the functions of the station are realized.

[0019] The beneficial effects of the present invention compared with the prior art are as follows:

[0020] 1. Based on the arched shield technology, the present invention has obvious effects in the areas with high construction difficulties such as high groundwater level, narrow roads, dense buildings, and intricate underground pipelines. In particular, it provides a reliable solution to the problems that the depth of the subway station in water is deep and the difficulty of groundwater treatment restricts the project construction.

[0021] 2. The present invention adopts mechanized construction, applies the latest advanced technology of the arched shield, improves the construction efficiency, reduces the project investment, promotes the development of the mechanization of underground engineering, and expands the application scope of the arched shield to the integrated structure of the station and the interval, and has broad promotion value.

[0022] 3. The station formed by the present invention based on the arch circular shield technology separates the station concourse from the platform and uses multiple concourse-platform connection tunnels to form an integrated structure, realizing the complete functions of the station, perfectly solving the implementation problems of subway stations in deep water-rich strata with complex surrounding environments, effectively controlling the construction risks, reducing the impact of construction on the surrounding environment, and significantly shortening the construction period. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic cross-sectional structure diagram of the connection between the concourse layer structure of the station of the present invention and the station platform tunnel.

[0024] Figure 2 It is a schematic cross-sectional structure diagram of the connection between the subway running tunnel and the station platform tunnel of the present invention.

[0025] Figure 3 It is a schematic construction structure diagram of Step 1 in the construction method of the embodiment of the present invention.

[0026] Figure 4 It is a schematic construction structure diagram of Step 2 in the construction method of the embodiment of the present invention.

[0027] Figure 5 It is a schematic construction structure diagram of Step 3 in the construction method of the embodiment of the present invention.

[0028] Figure 6 It is a schematic construction structure diagram of Step 4 in the construction method of the embodiment of the present invention.

[0029] Figure 7 It is a schematic construction structure diagram of Step 5 in the construction method of the embodiment of the present invention.

[0030] Reference numerals in the drawings: 1 - Concourse layer structure of the station; 2 - Station platform tunnel; 3 - Subway running tunnel; 4 - Concourse-platform connection tunnel; 5 - Passenger boarding and alighting passage; 6 - Platform; 7 - Mobile support system. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0032] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more than two.

[0033] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "joined" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood through specific circumstances.

[0034] Under the situation that the current buried depth of rail transit is gradually increasing, there are many longitudinal intersections of lines, and the deformation control requirements for the ground, buildings and underground pipelines are gradually increasing, the traditional double-line shield lining type is difficult to be competent for the new subway construction. Especially for the interval tunnels with auxiliary wiring such as turnouts, storage lines or reversing lines, the single-form traditional tunnel section is likely to cause inappropriate stress, lack of conditions or serious waste, and is not applicable to the combined section structure. The arch circular shield can realize the free switching of the structural section as required and is applicable to various application scenarios of rail transit. The arch circular shield has its unique structural form and stress characteristics. The integrated structure of the station and the interval based on the arch circular shield effectively achieves obvious effects in the high-difficulty construction sections such as high groundwater level, narrow roads, dense buildings, and intricate underground pipelines. Especially, it provides a reliable solution to the problems that the depth of the subway station into the water is deep and the difficulty of groundwater treatment restricts the project construction at present.

[0035] Such as Figures 1 - 7As shown in the figure, the integrated structure of the station and the section based on the arch-shaped shield is only applicable to the station with the arch-shaped shield structure, including the station concourse structure 1, the station platform tunnel 2, the subway running tunnel 3, the concourse-platform connecting tunnel 4, and the passenger access passage 5. The station concourse structure 1 is vertically separated from the station platform tunnel 2 and the subway running tunnel 3, and the station concourse structure 1 is located above the station platform tunnel 2 and the subway running tunnel 3. There are two station platform tunnels 2, and the subway running tunnel 3 is located between the two station platform tunnels 2. The number of concourse-platform connecting tunnels 4 is at least two. The concourse-platform connecting tunnels 4 connect the station platform tunnel 2 with the station concourse structure 1. The station platform tunnel 2 is connected to the subway running tunnel 3 through the passenger access passage 5. The size of the passenger access passage 5 matches the subway platform screen door. The number of concourse-platform connecting tunnels 4 is determined according to the passenger flow and evacuation requirements of the station. Stairways and escalators are installed in the concourse-platform connecting tunnels 4 to realize the vertical transfer function of passengers. In this embodiment, the number of concourse-platform connecting tunnels 4 is two, and the two concourse-platform connecting tunnels 4 respectively connect the two station platform tunnels 2 with the station concourse structure 1.

[0036] During the construction of the station concourse structure 1 and the subway running tunnel 3, there is no interference between them. The station concourse structure 1 and the subway running tunnel 3 are constructed simultaneously, first the subway running tunnel 3 is constructed and then the station concourse structure 1 is constructed, or a station concourse structure 1 is added above the existing subway running tunnel 3 according to the needs of passengers along the line. The vertical distance between the station concourse structure 1 and the subway running tunnel 3 is flexibly adjusted to create good construction conditions.

[0037] The station concourse structure 1 is constructed by the open cut method, the cut-and-cover method or the top-down method according to the site environment, engineering and water quality and geological conditions. The concourse-platform connecting tunnel 4 between the station concourse structure 1 and the station platform tunnel 2 is constructed by the freezing + mining method or other mechanical methods.

[0038] The station platform tunnel 2 is constructed by the pipe jacking method, the shield method or the mining method according to the site conditions. The passenger access passage 5 between the station platform tunnel 2 and the subway running tunnel 3 is constructed by the pipe jacking method or the freezing + mining method.

[0039] A platform 6 is installed in the station platform tunnel 2, and a top rail air duct is installed in the subway running tunnel 3. Both the platform 6 and the top rail air duct are prefabricated. The construction conditions for the platform 6 and the top rail air duct are reserved in advance in the subway running tunnel 3 and the station platform tunnel 2. After the subway running tunnel 3 and the station platform tunnel 2 are completed, the platform 6 and the top rail air duct are quickly installed.

[0040] When constructing the passenger access passage 5, the subway running tunnel 3 needs to be strengthened with support. The strengthening support in the subway running tunnel 3 adopts a mobile support system 7.

[0041] It can be seen from this that the integrated structure of the station and section based on the arch-round shield effectively solves the problem of implementing a double-line shield lining structure when the arch-round shield has its own unique structural form and stress characteristics, and effectively solves the problem of effective and reliable construction in difficult areas with high groundwater levels, narrow roads, dense buildings and complex underground pipelines, thereby improving safety during the construction process.

[0042] A construction method for a station and section integrated structure based on an arch-round shield, the specific steps are as follows:

[0043] Step 1: According to the arch round shield design and construction method, construct the arch round shield to the station, and excavate through the station, and then continue to excavate to the next station, and construct the station hall structure 1, station platform tunnel 2 and subway driving tunnel 3 at the same time or in stages, and reserve the construction conditions of platform 6 and top rail air duct in advance during the construction of station platform tunnel 2 and subway driving tunnel 3;

[0044] Specifically, according to the construction organization, the subway tunnel 3 is constructed first, and the station platform tunnel 2 is implemented after the subway tunnel 3 is completed, or the station platform tunnel 2 is implemented first, and the subway tunnel 3 is implemented after the station platform tunnel 2 is completed. The station concourse structure 1 shall carry out construction work at any time period before, during or after the construction of the subway tunnel 3 or the station platform tunnel 2. When implementing the station platform tunnel 2 and the subway tunnel 3, it is necessary to reserve the construction conditions of the platform 6 and the top rail air duct in advance in the station platform tunnel 2 and the subway tunnel 3.

[0045] Step 2: Construct the hall-platform connection tunnel 4 between the station hall structure 1 and the station platform tunnel 2 using the freezing + mining method. First, determine the location and number of the hall-platform connection tunnels 4, then freeze the soil around the hall-platform connection tunnels 4 and use the mining method for excavation.

[0046] Step three: construct the passenger boarding and alighting passage 5 between the station platform tunnel 2 and the subway driving tunnel 3, and adopt the freezing + mining method for construction. First, determine the position of the passenger boarding and alighting passage 5, freeze the soil around the passenger boarding and alighting passage 5, and adopt the mining method to excavate the passenger boarding and alighting passage 5 or adopt the jacking method to connect the station platform tunnel 2 and the subway driving tunnel 3. During the construction of the passenger boarding and alighting passage 5, a mobile support system 7 is used to support and reinforce the subway driving tunnel 3.

[0047] Step 4: Install the assembled platform 6 in the station platform tunnel 2 and install the assembled top rail air duct in the subway driving tunnel 3.

[0048] Step 5: The main structure and internal structure of the station are constructed. After the construction is completed, the station function will be realized.

[0049] Those skilled in the art can make various corresponding changes or deformations to the above technical methods and concepts, and all such changes or deformations should fall within the protection scope of the claims of the present invention.

Claims

1. The integrated structure of station and section based on arch-round shield is only applicable to stations with arch-round shield structure, and is characterized by: The invention comprises a station hall structure (1), a station platform tunnel (2), a subway tunnel (3), a hall-platform connection tunnel (4) and a passenger boarding and alighting passage (5). The station hall structure (1) is separated from the station platform tunnel (2) and the subway tunnel (3) up and down, and the station hall structure (1) is located above the station platform tunnel (2) and the subway tunnel (3). Two station platform tunnels (2) are provided, and the subway tunnel (3) is located between the two station platform tunnels (2). The number of the hall-platform connection tunnels (4) is at least two. The plurality of hall-platform connection tunnels (4) respectively connect the two station platform tunnels (2) with the station hall structure (1). The two station platform tunnels (2) are respectively connected to the subway tunnel (3) through the passenger boarding and alighting passage (5). The size of the passenger boarding and alighting passage (5) matches the subway station screen door. The subway tunnel (3) adopts an arched shield structure.

2. The station and section integrated structure based on the arch-round shield as claimed in claim 1 is characterized by: The station hall structure (1) and the subway tunnel (3) do not interfere with each other during construction. The station hall structure (1) and the subway tunnel (3) are implemented at the same time, the subway tunnel (3) is constructed first and then the station hall structure (1) is constructed, or the station hall structure (1) is added above the existing subway tunnel (3) according to the needs of passengers along the line. The vertical distance between the station hall structure (1) and the subway tunnel (3) is flexibly adjusted to create good construction conditions.

3. The station and section integrated structure based on the arch-round shield as claimed in claim 1 is characterized by: The station hall structure (1) is constructed by open excavation, concealed excavation or covered excavation according to the station site environment, engineering and water quality geological conditions, and the hall-platform connecting tunnel (4) between the station hall structure (1) and the station platform tunnel (2) is constructed by freezing + mining method or other mechanical methods.

4. The station and section integrated structure based on the arch-round shield as claimed in claim 3 is characterized by: The station platform tunnel (2) is constructed by pipe jacking, shield tunneling or mining method according to site conditions, and the passenger boarding and alighting passage (5) between the station platform tunnel (2) and the subway driving tunnel (3) is constructed by pipe jacking or freezing + mining method.

5. The station and section integrated structure based on the arch-round shield as claimed in claim 4 is characterized by: The station platform tunnel (2) is provided with a platform (6), and the subway driving tunnel (3) is provided with a top rail air duct. The platform (6) and the top rail air duct are both assembled. Construction conditions for the platform (6) and the top rail air duct are reserved in advance in the subway driving tunnel (3) and the station platform tunnel (2). After the subway driving tunnel (3) and the station platform tunnel (2) are completed, the platform (6) and the top rail air duct are quickly installed.

6. The station and section integrated structure based on the arch-round shield as claimed in claim 5 is characterized by: When the passenger boarding and alighting passage (5) is being constructed, it is necessary to strengthen the support inside the subway tunnel (3), and the strengthened support inside the subway tunnel (3) adopts a mobile support system (7).

7. The station and section integrated structure based on the arch-round shield as claimed in claim 6 is characterized by: The number of the hall-platform connection tunnels (4) is determined according to the passenger flow and evacuation requirements of the station.

8. The construction method of the station and section integrated structure based on the arch-round shield as described in any one of claims 1 to 7 is only applicable to stations with arch-round shield structures, and is characterized in that: The specific steps are as follows: Step 1: According to the design and construction method of the arch circular shield, the arch circular shield is constructed to the station and excavated through the station. The excavation can continue to the next station. The station hall structure (1), the station platform tunnel (2) and the subway driving tunnel (3) are constructed simultaneously or in stages. During the construction of the station platform tunnel (2) and the subway driving tunnel (3), the construction conditions of the platform (6) and the top rail air duct are reserved in advance. Step 2: constructing the hall-platform connection tunnel (4) between the station hall structure (1) and the station platform tunnel (2) by using the freezing + mining method; Step 3: constructing the passenger boarding and alighting passage (5) between the station platform tunnel (2) and the subway driving tunnel (3) by using the freezing + mining method; Step 4: Installing an assembled platform (6) in the station platform tunnel (2), and installing an assembled top rail air duct in the subway driving tunnel (3); Step 5: The main structure and internal structure of the station are constructed. After the construction is completed, the station function will be realized.

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