Pre-reinforced post-cut-through construction method for newly-built channel and subway station interface wall

Abstract

The invention provides a pre-reinforced post-cut-through construction method for a newly-built channel and a subway station interface wall, which comprises the following steps of: excavating a foundation pit of the newly-built channel to a designed bottom elevation of an enclosing purlin, and constructing the enclosing purlin along a subway underground diaphragm wall; the foundation pit is excavated to the designed bottom elevation of a channel bottom plate, the channel bottom plate is poured, and a bottom beam is reinforced; pouring channel side walls and reinforcing side columns; a channel top plate is constructed, and a top beam and an inclined strut support beam are poured and reinforced; after the channel top plate reaches the strength, inclined struts are poured between the enclosing purlins and the inclined strut support beams; subway underground diaphragm walls and subway lining walls within the range of the door opening side columns are chiseled away, and the door opening side columns are poured; the metro underground diaphragm wall and the metro lining wall in the door opening lintel area are statically cut, and a door opening lintel is poured; and statically cutting the indwelling wall body to complete penetration. The invention relates to the technical field of building construction, and can solve the problem that the structural safety of a holing part and an original stress system of a station are affected by a traditional holing construction method.

Description

Technical Field

[0001] This invention relates to the field of building construction technology, and in particular to a pre-reinforced and then connected construction method for the interface wall between a newly built passage and a subway station. Background Technology

[0002] When existing subway stations are connected to newly built commercial passages or transfer nodes, it is usually necessary to modify the station side walls where no pre-existing conditions were provided. This often occurs during the urban rail transit network upgrade and adjustment phase. When a new line needs to connect with an operating station, or when surrounding commercial development needs to access the station concourse level, the existing station structure does not have pre-designed hidden beams and columns for connection. Therefore, the opening process requires breaking down the side wall structure to transform the structural system and form a connecting passage interface while ensuring the normal operation of the station.

[0003] When a new passage connects to an existing subway station without pre-reserved conditions, Chinese utility model patent CN222206476U discloses a connection node between the new passage and the existing subway station. During construction, the existing station's side walls are removed at intervals, and temporary steel columns are set up in the opening area in stages to bear the load, while adjacent wall sections are retained to maintain structural stability. The new frame beams and columns are rigidly connected to the existing station's roof slab, side walls, mechanical anchoring steel bars, and enclosure structure through rebar installation technology, effectively dispersing the stress in the opening area.

[0004] Chinese invention patent application CN109736586A discloses a construction method for modifying existing subway station side walls by creating openings. The method involves phased construction in sections, first dividing the side wall into three key areas, and then numbering these areas using the principles of "support first, then mid-span" and "odd-even partitioning". During construction, the wall in the beam-column area is first demolished and vertical H-shaped steel supports are installed. Jacks are used for lifting and support to ensure the transfer of force on the wall. Subsequently, the column area and mid-span area are demolished in the same way to form a complete beam-column structure.

[0005] The aforementioned traditional opening-type construction method typically requires structural conversion while the sidewalls are open, forming a sequential process of "opening → temporary support → new structural replacement." This process inevitably leaves the opening area unprotected for an extended period, causing the structural system to experience a period of weakness, affecting the structural safety of the opening and the original load-bearing system of the station. Furthermore, during the construction of the traditional opening-type method, multiple small holes need to be created in the subway station's exterior wall structure for installing temporary supports. While temporary supports can improve structural stability to some extent during construction, they often affect the installation of reinforcement bars in the lintels at the opening locations, reducing the construction quality of the lintels.

[0006] Therefore, there is a need for a pre-reinforced and then connected construction method for the interface wall between the new passage and the subway station, which can solve the problem of the traditional opening method affecting the structural safety of the opening and the original load-bearing system of the station. Summary of the Invention

[0007] The purpose of this invention is to provide a pre-reinforced and then connected construction method for the interface wall between a new passage and a subway station, which can solve the problem that traditional opening methods affect the structural safety of the opening and the original load-bearing system of the station.

[0008] To achieve the above objectives, the technical solution of the present invention is as follows:

[0009] A pre-reinforced connection method for the interface wall between a newly constructed passage and a subway station, characterized by the following steps:

[0010] Step 1: The foundation pit of the new passage is excavated in layers to below the design bottom elevation of the waler, and the waler is constructed along the continuous underground wall of the subway.

[0011] Step 2: Continue excavating the new tunnel foundation pit to below the design bottom elevation of the tunnel floor slab, and simultaneously pour the tunnel floor slab and reinforcing bottom beams;

[0012] Step 3: Erect formwork and pour concrete for the side walls and reinforced columns of the newly built passageway;

[0013] Step 4: Construct the top slab of the construction passage, and simultaneously pour the reinforcing top beam and the diagonal bracing beam;

[0014] Step 5: After the top slab of the passage reaches the required strength, cast the diagonal bracing between the waler and the diagonal bracing support beam to form the transfer path of the lateral load of the subway underground continuous wall.

[0015] Step 6: Remove the concrete of the subway diaphragm wall and subway inner lining wall within the area of ​​the doorway side column, and pour the doorway side column;

[0016] Step 7: Static cut the subway diaphragm wall and subway lining wall within the lintel area of ​​the doorway, and pour the lintel.

[0017] Step 8: Static cutting of the remaining wall to form a new connection, completing the connection between the subway station and the newly built passage.

[0018] In step 1, the waler is rigidly connected to the retaining structure of the newly built channel pit.

[0019] In steps 2 to 4, the reinforced bottom beam, reinforced side column, and reinforced top beam are all connected to the subway diaphragm wall by rebar installation, forming a rigid whole between the reinforced bottom beam, reinforced side column, and reinforced top beam and the subway diaphragm wall.

[0020] In steps 2 to 4, expansion joints are set between the reinforced bottom beam, reinforced side column, and reinforced top beam and the newly built passage, that is, expansion joints are set between the reinforced bottom beam and the bottom plate of the passage, expansion joints are set between the reinforced side column and the side wall of the passage, and expansion joints are set between the reinforced top beam and the top plate of the passage.

[0021] In step 1, reinforcing bars and rebar connectors are pre-installed in the walers during construction. In step 4, the diagonal bracing beam also serves as the beam body of the top slab of the newly built passageway, and reinforcing bars and rebar connectors are pre-installed in the diagonal bracing beam. During the construction of the diagonal bracing, the main reinforcing bars of the diagonal bracing are connected to the reinforcing bars pre-installed in the walers and the diagonal bracing beam through rebar connectors.

[0022] In step 4, when constructing the reinforced top beam, vertical reinforcing bars and steel bar connectors are reserved at the position of the doorway side column; in step 6, when constructing the doorway side column, the reinforcing bars reserved in the reinforced top beam are extended by steel bar connectors and anchored into the doorway side column, and the joint concrete between the reinforced top beam and the doorway side column is poured to form a rigid joint between the doorway side column and the reinforced top beam.

[0023] In step 6, when removing the concrete of the subway diaphragm wall and the subway inner lining wall in the area of ​​the doorway side column, the original steel bars in the subway diaphragm wall and the subway inner lining wall are retained, namely the longitudinal bars of the inner lining wall and the longitudinal bars of the diaphragm wall. Half of the steel bars in the doorway side column are planted into the subway station roof slab and the subway station middle slab, and the ends of the other half of the steel bars are bent into hooks.

[0024] In step 6, the area to be removed from the doorway side pillar is expanded to cover part of the doorway lintel area. During the construction of the doorway side pillar, reinforcing bars are pre-installed inside the doorway side pillar. In step 7, during the construction of the doorway lintel, the reinforcing bars pre-installed inside the doorway side pillar are anchored into the doorway lintel.

[0025] In steps 6 and 7, the interfaces between the doorway side columns and doorway lintels and the subway underground continuous wall and subway inner lining wall are roughened.

[0026] In step 7, a water-swellable waterstop strip is installed at the interface between the lintel of the doorway and the underground continuous wall and the inner lining wall of the subway.

[0027] Compared with the prior art, the present invention has the following advantages:

[0028] 1. This invention, by pre-reinforcing the subway exterior wall structure, can effectively share the load at the interface wall between the subway station exterior wall and the newly built passage during the entire excavation and construction process of the opening renovation, so as to maintain sufficient strength and stability at all times. It avoids excessive deformation and instability of the existing subway station structure and solves the problem that when the existing subway station structure is opened without reinforcement, the opening and cutting induces a sudden change in stress, which leads to deformation or damage to its original structure.

[0029] 2. This invention, by setting diagonal bracing between the walers constructed along the subway underground continuous wall and the diagonal bracing support beams of the passage top slab, can effectively resist the soil pressure of the subway station top slab and transfer this soil pressure to the structure of the newly built passage, reducing the risk of the subway station's outer wall being affected by uneven loads. It also solves the problem of significantly increased lateral soil pressure on the subway underground continuous wall after the excavation of the foundation pit of the newly built passage in the traditional opening method, which affects the structural stability.

[0030] 3. By pre-reinforcing the exterior wall structure of the subway station, this invention eliminates the need for temporary supports during the entire construction process of opening the interface wall between the new passage and the subway station. Large-area static cutting and construction can be carried out directly, avoiding interference from temporary supports to the steel reinforcement construction, ensuring the construction quality of the lintel of the doorway, improving the overall construction, and solving the problem of needing to open multiple small holes and install temporary supports in the exterior wall structure of the subway station in the traditional opening method. Attached Figure Description

[0031] The above and other objects, features and advantages of this disclosure will become more apparent from the accompanying drawings, in which like reference numerals generally denote like parts.

[0032] Figure 1 This is a cross-sectional schematic diagram of a pre-reinforced through-construction method for a newly constructed passageway and a subway station interface wall according to the present invention.

[0033] Figure 2 yes Figure 1 Sectional view of section 1-1;

[0034] Figure 3 yes Figure 1 Sectional view of section 2-2;

[0035] Figure 4 yes Figure 2 Cross-sectional view of AA in the middle;

[0036] Figure 5 yes Figure 3 Cross-sectional view of BB in the middle;

[0037] Figure 6 This is a schematic diagram of the elevation of the newly opened connection point in the pre-reinforced connection method of the interface wall between the new passage and the subway station according to the present invention.

[0038] In the diagram, 1-subway diaphragm wall; 2-subway inner lining wall; 3-subway station roof slab; 4-subway station middle slab; 5-enclosing structure; 6-passage roof slab; 7-passage floor slab; 8-expansion joint; 9-waler; 10-diagonal brace; 11-diagonal brace support beam; 12-reinforced top beam; 13-reinforced side column; 14-reinforced bottom beam; 15-reinforcing bar; 16-reinforcing bar connector; 17-reinforcing bar installation; 18-longitudinal reinforcement of inner lining wall; 19-longitudinal reinforcement of diaphragm wall; 20-water-swellable waterstop strip; 21-doorway lintel; 22-doorway side column; 23-passage side wall. Detailed Implementation

[0039] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a pre-reinforcement and subsequent connection method for the interface wall between a newly constructed passage and a subway station, as proposed in this invention. The advantages and features of this invention will become clearer from the following description and claims. It should be noted that the drawings are all in a very simplified form and use non-precise proportions, and are only used to facilitate and clarify the illustration of the embodiments of this invention.

[0040] Please see the appendix Figure 1 To be continued Figure 6 A pre-reinforced connection method for the interface wall between a newly constructed passage and a subway station includes the following steps:

[0041] Please see the appendix Figure 1 Appendix Figure 2 Appendix Figure 4 and attached Figure 5 Step 1: The foundation pit of the new passage is excavated in layers to the bottom elevation of the waler 9. The waler 9 is constructed along the continuous underground wall 1 of the subway and serves as the force transmission base of the diagonal brace 10.

[0042] In step 1, the waler 9 is rigidly connected to the retaining structure 5 of the newly built channel pit.

[0043] Through the construction of the waler 9 along the subway underground continuous wall 1, the waler 9 is closely attached to the subway underground continuous wall 1. The waler 9 is also connected to the retaining structure 5 in the foundation pit of the new passage. During the excavation stage of the foundation pit of the new passage, the waler 9 can effectively serve as an internal support to ensure the structural safety of the opening and not affect the original stress system of the station.

[0044] Preferably, the waler 9 is constructed when the foundation pit of the new passage is excavated in layers to 2m below the design bottom elevation of the waler 9. Alternatively, the depth of the foundation pit excavation in layers can be determined according to the actual construction space requirements of the waler 9.

[0045] Please see the appendix Figure 1 Appendix Figure 4 and attached Figure 5 Step 2: Continue excavating the new channel foundation pit to below the design bottom elevation of the channel bottom slab 7, and simultaneously pour the channel bottom slab 7 and the reinforcing bottom beam 14.

[0046] Preferably, the foundation pit of the new channel is excavated to 11m below the design bottom elevation of the channel bottom slab 7 before construction of the channel bottom slab 7. Alternatively, the depth of the foundation pit excavation can be determined according to the actual construction space requirements of the channel bottom slab 7.

[0047] Please see the appendix Figure 3 Step 3: Erect formwork and pour concrete for the side walls 23 and reinforced side columns 13 of the newly built passage.

[0048] Please see the appendix Figure 1 Appendix Figure 4 and attached Figure 5 Step 4: Construct the top slab 6 of the construction passage, and simultaneously pour the reinforcing top beam 12 and the diagonal bracing support beam 11.

[0049] In steps 2 to 4, the reinforced bottom beam 14, reinforced side column 13, and reinforced top beam 12 are all connected to the subway underground continuous wall 1 by rebar 17 to ensure that the reinforced structure formed by the reinforced bottom beam 14, reinforced side column 13, and reinforced top beam 12 forms a rigid whole with the subway underground continuous wall 1. The rebar 17 enables the reinforced structure and the subway underground continuous wall 1 to work together to bear the load.

[0050] In steps 2 to 4, expansion joints 8 are provided between the reinforced bottom beam 14, the reinforced side column 13, and the reinforced top beam 12 and the newly built passage. Specifically, expansion joints 8 are provided between the reinforced bottom beam 14 and the passage bottom plate 7, between the reinforced side column 13 and the passage side wall, and between the reinforced top beam 12 and the passage top plate 6.

[0051] The expansion joint 8 isolates the relative movement between the two, which is intended to allow the reinforced bottom beam 14 and the channel bottom plate 7 to move independently in the future settlement or structural deformation, thereby avoiding stress concentration or structural cracks caused by uneven deformation.

[0052] Please see the appendix Figure 1 and attached Figure 4 Step 5: After the top slab 6 of the passage reaches the required strength, the diagonal bracing 10 is poured between the waler 9 and the diagonal bracing support beam 11 to form the transmission path of the lateral load of the subway underground continuous wall 1.

[0053] In step 1, during the construction of the waler 9, reinforcing bars 15 and steel bar connectors 16 are pre-installed inside the waler 9; in step 4, the diagonal bracing beam 11 also serves as the beam body of the top slab 6 of the newly built passage, and reinforcing bars 15 and steel bar connectors 16 are pre-installed inside the diagonal bracing beam 11; during the construction of the diagonal bracing 10, the main reinforcing bars of the diagonal bracing 10 are connected to the reinforcing bars 15 pre-installed inside the waler 9 and the diagonal bracing beam 11 through the steel bar connectors 16.

[0054] In step 5, the diagonal brace 10 can be a reinforced concrete structure or a steel pipe brace, depending on the construction requirements. Both materials can be prestressed to improve the load-bearing capacity, rigidity, and stability of the diagonal brace 10, ensuring effective support and reducing deformation during construction.

[0055] Please see the appendix Figure 3 Appendix Figure 5 and attached Figure 6 Step 6: Manually remove the concrete of the subway underground continuous wall 1 and the subway inner lining wall 2 within the range of the doorway side column 22, and pour the doorway side column 22.

[0056] In step 4, when constructing the reinforced top beam 12, vertical reinforcing bars 15 and steel bar connectors 16 are reserved at the position of the doorway side column 22. In step 6, when constructing the doorway side column 22, the reinforcing bars 15 reserved in the reinforced top beam 12 are extended and anchored into the doorway side column 22 through the steel bar connectors 16, and the joint concrete between the reinforced top beam 12 and the doorway side column 22 is poured to form a rigid joint between the doorway side column 22 and the reinforced top beam 12.

[0057] In step 6, when the concrete of the subway underground continuous wall 1 and the subway inner lining wall 2 in the area of ​​the doorway side column 22 is removed, the original steel bars in the subway underground continuous wall 1 and the subway inner lining wall 2, namely the inner lining wall longitudinal bars 18 and the underground continuous wall longitudinal bars 19, are retained. Half of the steel bars in the doorway side column 22 are planted into the subway station top slab 3 and the subway station middle slab 4, and the ends of the other half of the steel bars are bent into hooks.

[0058] At the location of the doorway side column 22, only the concrete of the subway diaphragm wall 1 and the subway inner lining wall 2 is removed, while the longitudinal reinforcement 18 of the inner lining wall and the longitudinal reinforcement 19 of the diaphragm wall are retained in the removed portion. When constructing the longitudinal reinforcement of the doorway side column 22 at the removed location, the longitudinal reinforcement 18 of the inner lining wall and the longitudinal reinforcement 19 of the diaphragm wall can be partially utilized. By not separating the original longitudinal reinforcement 18 of the inner lining wall and the longitudinal reinforcement 19 of the diaphragm wall, the load transfer path can be maintained continuously, thereby improving the effect of the old and new structures cooperating in bearing the load.

[0059] Please see the appendix Figure 1 and attached Figure 4 Step 7: Static cut the subway underground continuous wall 1 and subway inner lining wall 2 within the area of ​​the lintel 21 of the doorway, and pour the lintel 21 of the doorway.

[0060] In step 6, the area to be removed from the doorway side post 22 should be appropriately expanded to cover part of the doorway lintel 21. During the construction of the doorway side post 22, reinforcing bars 15 are pre-reserved inside the doorway side post 22. In step 7, during the construction of the doorway lintel 21, the reinforcing bars 15 pre-reserved inside the doorway side post 22 are anchored into the doorway lintel 21 to provide necessary connection conditions between the doorway side post 22 and the doorway lintel 21, while avoiding cold joints in the beam-column joint construction and improving the integrity of the beam-column joint.

[0061] In steps 6 and 7, the interfaces between the doorway side column 22 and the doorway lintel 21 and the subway underground continuous wall 1 and the subway inner lining wall 2 are roughened to enhance the bonding force between the old and new concrete. At the same time, a water-swellable waterstop strip 20 is installed at the interface between the doorway lintel 21 and the subway underground continuous wall 1 and the subway inner lining wall 2 to prevent water penetration and ensure the waterproof performance of the structure.

[0062] Please see the appendix Figure 6 Step 8: Static cutting of the remaining wall to form a new opening, completing the connection between the subway station and the newly built passage.

[0063] This invention relies on the pre-reinforcement frame formed by the passage top slab 6, passage bottom slab 7, reinforced side columns 13, reinforced bottom beams 14, doorway lintels 21, doorway side columns 22, and passage side walls 23, along with diagonal braces 10, to form a pre-reinforcement system for the external wall structure of the subway station (i.e., the subway underground continuous wall 1 and the subway inner lining wall 2). This pre-reinforcement system forms a permanent reinforcement system during the main construction phase of the new passage. After the pre-reinforcement system reaches its design strength, the opening modification construction can be carried out. During the opening modification construction, large-area static cutting can be achieved, and the structural stability and construction safety of the interface wall between the new passage and the subway station can be guaranteed during the opening modification, without affecting the original load-bearing system of the subway station.

[0064] Please see the appendix Figure 1 To be continued Figure 6 Example 1: The width of the newly built passage is 7.3m, the opening size of the newly opened connecting passage is 6m×4.2m, the thickness of the subway underground continuous wall 1 is 800mm, and the thickness of the subway inner lining wall 2 is 400mm. The entire construction process relies on the pre-reinforcement system formed by the pre-reinforcement and then through-construction method to ensure structural safety. The specific implementation is as follows:

[0065] Construction began with the excavation of the new tunnel's foundation pit. When the pit was excavated in layers to the design bottom elevation of the waler 9 (-2m), reinforced concrete walers 9 were constructed along the subway diaphragm wall 1. The waler 9 has a cross-sectional dimension of 800mm × 1000mm, with 20mm gaps filled densely with C40 grout. Φ25 reinforcing bars 15 and reinforcing bar connectors 16 are pre-embedded within the waler 9 for subsequent connection to the main reinforcing bars of the diagonal bracing 10. Simultaneously, Φ28 reinforcing bars 17 are rigidly connected to the retaining structure 5 of the new tunnel, forming the internal support within the foundation pit.

[0066] After continuing excavation of the foundation pit to the design bottom elevation of the passage floor slab 7 (-11m), the reinforcing bars of the passage floor slab 7 are simultaneously tied, and the reinforcing beam 14 is poured. The reinforcing beam 14 has a width of 700mm and is at the same height as the passage floor slab 7. The reinforcing beam 14 is connected to the subway underground continuous wall 1 by Φ28@200 (i.e., 28mm in diameter and 200mm in spacing) anchor bars 17, with an anchor depth ≥25d (i.e., 25 times the diameter of the anchor bars 17). A 20mm wide expansion joint 8 is set between the reinforcing beam 14 and the passage floor slab 7. The expansion joint 8 is filled with polyethylene foam board embedded with polyurethane adhesive and has an embedded waterstop.

[0067] The newly constructed passageway's sidewall 23 and reinforced side column 13, as well as the newly constructed passageway's top slab 6 and reinforced top beam 12, are constructed using a co-construction process. The reinforced side column 13 measures 400mm × 700mm, and the reinforced top beam 12 measures 500mm × 700mm. Expansion joints 8 are provided between the passageway sidewall 23 and reinforced side column 13, and between the passageway top slab 6 and reinforced top beam 12. These expansion joints 8 are filled with polyethylene foam board embedded with polyurethane adhesive and contain embedded waterstops. The passageway sidewall 23 and passageway top slab 6 are connected to the subway underground continuous wall 1 via Φ28@200 rebars 17, with a rebar depth ≥25d.

[0068] During the construction phase of the tunnel roof slab 6, the reinforcing top beam 12 and the diagonal bracing support beam 11 were poured simultaneously. The diagonal bracing support beam 11 also serves as the beam body of the tunnel roof slab 6, and the tunnel roof slab 6 and the diagonal bracing support beam 11 were poured concurrently. During the construction of the diagonal bracing support beam 11, dowel bars 15 and steel bar connectors 16 were pre-embedded within the diagonal bracing support beam 11. After the tunnel roof slab 6 has cured for 7 days, the reinforced concrete diagonal bracing 10 was poured. The cross-sectional dimensions of the diagonal bracing 10 are 900mm × 600mm, transferring the lateral pressure of the soil covering the subway station roof slab 3 to the structure of the newly built tunnel.

[0069] During the construction of the reinforced top beam 12, vertical reinforcing bars 15 are pre-reserved inside the reinforced top beam 12. These reinforcing bars 15 are used to extend into the doorway side column 22 during the construction of the doorway side column 22. Then, the joint concrete between the reinforced top beam 12 and the doorway side column 22 is poured to make the doorway side column 22 and the reinforced top beam 12 rigidly connected.

[0070] The concrete of the subway diaphragm wall 1 and the subway inner lining wall 2 within the area of ​​the doorway side column 22 is manually removed, while retaining the original longitudinal reinforcement 19 of the diaphragm wall 1 and the original longitudinal reinforcement 18 of the inner lining wall 2. After removing the rust from the longitudinal reinforcement 18 of the inner lining wall and the longitudinal reinforcement 19 of the diaphragm wall, half of the top reinforcement of the doorway side column 22 is inserted into the subway station roof slab 3, and the other half is bent at the end. Half of the bottom reinforcement of the doorway side column 22 is inserted into the subway station middle slab 4, and the other half is bent at the end.

[0071] When manually chiseling away the concrete of the subway underground continuous wall 1 and the subway inner lining wall 2 in the area of ​​the doorway side column 22, the chiseling range is expanded by 500mm so that the chiseling range covers the area of ​​the doorway lintel 21, and the dowel bars 15 for inserting into the doorway lintel 21 are pre-embedded in the doorway side column 22.

[0072] The interfaces between the doorway side column 22 and the doorway lintel 21 and the subway underground continuous wall 1 and subway inner lining wall 2 are roughened, with a roughening difference of ≥6mm. Water-swellable sealing strips 20 are then installed, with dimensions of 20mm × 30mm. C45 micro-expansion concrete is poured to avoid cold joints at the beam-column joints. The pre-reserved reinforcing bars 15 within the reinforcing top beam 12 are extended using rebar connectors 16 and anchored into the doorway side column 22, forming a rigid joint between the doorway side column 22 and the reinforcing top beam 12.

[0073] After the cut walls are removed, the lintel 21 is poured in the area of ​​the subway underground continuous wall 1 and subway inner lining wall 2.

[0074] After the construction of the lintel 21 is completed, the remaining wall is statically cut to form a new opening, thus completing the connection between the subway station and the newly built passage. The entire construction process does not require temporary support. It directly relies on the pre-reinforcement system formed by the pre-reinforcement and connection method (i.e., the pre-reinforcement frame and diagonal bracing 10 formed by the passage top slab 6, passage bottom slab 7, reinforced side columns 13, reinforced bottom beam 14, lintel 21, lintel 22, and passage side walls 23). This ensures the structural stability and construction safety of the interface wall between the new passage and the subway station during the opening renovation, without affecting the original load-bearing system of the subway station.

[0075] The above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the claims.

Claims

1. A new channel and subway station interface wall of pre-reinforced through construction method, characterized in that, It comprises the following steps: Step 1: Excavate the foundation pit of the newly-built passage in layers to below the design bottom elevation of the enclosing purlin (9), and construct the enclosing purlin (9) along the subway diaphragm wall (1); Step 2: Continue to excavate the foundation pit of the newly-built passage to below the design bottom elevation of the passage bottom plate (7), and simultaneously pour the passage bottom plate (7) and the reinforced bottom beam (14); Step 3: Pour the passage side wall (23) and the reinforced side column (13) of the newly-built passage after erecting the formwork; Step 4: Construct the passage top plate (6), and simultaneously pour the reinforced top beam (12) and the inclined support beam (11); Step 5: After the passage top plate (6) reaches the strength, pour the inclined support (10) between the enclosing purlin (9) and the inclined support beam (11) to form a transmission path of the lateral load of the subway diaphragm wall (1); Step 6: Excavate the concrete of the subway diaphragm wall (1) and the subway lining wall (2) in the range of the door opening side column (22), and pour the door opening side column (22); Step 7: Excavate the subway diaphragm wall (1) and the subway lining wall (2) in the door opening beam (21) area by static cutting, and pour the door opening beam (21); Step 8: Excavate the wall body by static cutting to form a newly-opened connecting opening, and complete the penetration between the subway station and the newly-built passage.

2. The pre-reinforcement and post-penetration construction method of the interface wall between the new tunnel and the subway station according to claim 1, characterized in that, In the step 1, the enclosing purlin (9) is rigidly connected with the enclosure structure (5) of the foundation pit of the newly-built passage.

3. The pre-reinforcement and post-penetration construction method of the interface wall between the new tunnel and the subway station according to claim 1, characterized in that, In the steps 2 to 4, the reinforced bottom beam (14), the reinforced side column (13) and the reinforced top beam (12) are connected with the subway diaphragm wall (1) through the embedded steel bars (17), and the reinforced bottom beam (14), the reinforced side column (13) and the reinforced top beam (12) form a rigid whole with the subway diaphragm wall (1).

4. The pre-reinforcement and post-penetration construction method of the interface wall between the new tunnel and the subway station according to claim 1 or 3, characterized in that, In the steps 2 to 4, the reinforced bottom beam (14), the reinforced side column (13) and the reinforced top beam (12) are provided with deformation joints (8) between them and the newly-built passage, i.e. the deformation joint (8) is provided between the reinforced bottom beam (14) and the passage bottom plate (7), the deformation joint (8) is provided between the reinforced side column (13) and the passage side wall, and the deformation joint (8) is provided between the reinforced top beam (12) and the passage top plate (6).

5. The pre-reinforced through-cut method for the interface wall between the newly-built tunnel and the subway station according to claim 1, characterized in that, In the step 1, the embedded steel bars (15) and the steel bar connectors (16) are reserved in the enclosing purlin (9) during the construction of the enclosing purlin (9); in the step 4, the inclined support beam (11) serves as the beam body of the passage top plate (6) of the newly-built passage, and the embedded steel bars (15) and the steel bar connectors (16) are reserved in the inclined support beam (11); during the construction of the inclined support (10), the main steel bars of the inclined support (10) are connected with the embedded steel bars (15) reserved in the enclosing purlin (9) and the inclined support beam (11) through the steel bar connectors (16).

6. The pre-reinforced through-cutting method for the interface wall of a new tunnel and a subway station according to claim 1, characterized in that, The step 4, reinforcing the roof beam (12) construction, the door hole edge column (22) at the location of the reserved vertical plug (15) and steel bar adapter (16); The step 6, when the door hole edge column (22) is constructed, the plug (15) reserved in the reinforcing roof beam (12) is extended through the steel bar adapter (16) and anchored into the door hole edge column (22), the joint concrete between the reinforcing roof beam (12) and the door hole edge column (22) is poured, and the rigid joint of the door hole edge column (22) and the reinforcing roof beam (12) is formed.

7. The pre-reinforced through-cut method for the interface wall between the newly-built tunnel and the subway station according to claim 1, characterized in that, The step 6, when the concrete of the subway underground continuous wall (1) and the subway lining wall (2) in the area of the door hole edge column (22) is chiseled, the original steel bars in the subway underground continuous wall (1) and the subway lining wall (2) are reserved, that is, the lining wall longitudinal reinforcement (18) and the underground continuous wall longitudinal reinforcement (19), half of the steel bars in the door hole edge column (22) are planted into the subway station roof (3) and the subway station middle plate (4), and the end portions of the other half of the steel bars are bent into hooks.

8. The pre-reinforced through-cutting method for the interface wall between the newly-built tunnel and the subway station according to claim 1, characterized in that, The step 6, the chiseled area of the door hole edge column (22) is expanded to cover the area of part of the door hole lintel (21), and the plug (15) is reserved in the door hole edge column (22) during the construction of the door hole edge column (22); The step 7, during the construction of the door hole lintel (21), the plug (15) reserved in the door hole edge column (22) is anchored into the door hole lintel (21).

9. The pre-reinforced through-cut method for the interface wall between the newly-built tunnel and the subway station according to claim 1, characterized in that, The step 6 and the step 7, the interface between the door hole edge column (22) and the door hole lintel (21) and the subway underground continuous wall (1) and the subway lining wall (2) is chiseled.

10. The pre-reinforced through-cut method for the interface wall of a new tunnel and a subway station according to claim 1, characterized in that, The step 7, the water-swelling waterstop (20) is arranged at the interface between the door hole lintel (21) and the subway underground continuous wall (1) and the subway lining wall (2).

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