Hoisting construction process for UHPC I-shaped beam for tunnel construction

Abstract

The invention relates to the technical field of building construction, and discloses a hoisting construction process for a UHPC I-shaped beam for tunnel construction, which comprises the following steps: S1, arranging an automobile crane on an existing road on one side of a tunnel; s2, a transport vehicle carrying the UHPC I-shaped beam is parked on the tunnel portal side, so that a hoisting part of the I-shaped beam enters the working range of an automobile crane; s3, connecting a lifting hook of the automobile crane with lifting points at the two ends of the UHPC I-shaped beam through a sling, and adjusting the sling to form an included angle between the sling and the beam body; s4, operating an automobile crane to perform trial hoisting verification on the connected I-shaped beam so as to verify the overall reliability of the hoisting system; and S5, after the trial hoisting verification is passed, the multiple UHPC I-shaped beams are sequentially and continuously hoisted from the end away from the automobile crane to the end close to the automobile crane in the direction parallel to the tunnel axis. According to the technology, through reasonable arrangement and accurate control, the hoisting efficiency and safety of the UHPC I-shaped beam are improved.

Description

Technical Field

[0001] This application relates to the field of building construction, and in particular to a hoisting construction process for UHPC I-beams used in tunnel construction. Background Technology

[0002] In tunnel construction, UHPC I-beams are important structural components that combine high strength, high durability, and lightweight characteristics. The scientific and standardized nature of their hoisting and construction process directly affects the overall construction efficiency, structural stability, and long-term operational safety of the tunnel project.

[0003] Traditional hoisting methods often face prominent problems such as limited operating radius due to narrow internal tunnel space, difficulty in bringing large hoisting equipment to the site, difficulty in controlling the positioning accuracy of I-beams, and high risk of disturbing surrounding existing structures. Especially in urban underground tunnels or the renovation and expansion of existing operating tunnels, traditional hoisting equipment and extensive construction methods not only fail to meet the requirements of efficient, precise and safe construction, but may also cause structural deformation, equipment damage or even safety accidents due to improper operation.

[0004] Therefore, developing a UHPC I-beam hoisting process to solve the technical problems of limited space, inaccurate precision, and high risk in traditional tunnel hoisting is a key challenge that urgently needs to be overcome. Summary of the Invention

[0005] To address the aforementioned technical problems, this application provides a hoisting and construction process for UHPC I-beams used in tunnel construction.

[0006] A hoisting and installation process for UHPC I-beams used in tunnel construction includes the following steps: S1: Position the truck crane on the existing road on one side of the tunnel; S2: Park the transport vehicle carrying the UHPC I-beam at the tunnel entrance side so that the lifting part of the I-beam enters the working range of the truck crane. S3: Connect the hook of the truck crane to the lifting points at both ends of the UHPC I-beam using slings, and adjust the slings to make the angle between them and the beam. S4: Operate the truck crane to perform a trial lift of the connected I-beam to verify the overall reliability of the lifting system.

[0007] S5: After the trial lifting verification is passed, multiple UHPC I-beams are sequentially and continuously lifted along a direction parallel to the tunnel axis, starting from the end furthest from the truck crane and moving towards the end closest to the truck crane.

[0008] By adopting the above technical solutions, this process ensures that the truck crane is positioned on existing roads, thus not affecting other construction activities within the tunnel, while fully utilizing the truck crane's lifting capacity. Simultaneously, precisely parking the transport vehicle at the tunnel entrance allows the UHPC I-beam lifting section to quickly enter the truck crane's working range, reducing pre-lifting preparation time. Secondly, adjusting the angle between the slings and the beam further ensures stability during lifting, preventing accidents caused by improper angles. Furthermore, a trial lift verification step before lifting the UHPC I-beam provides strong assurance for the reliability of the entire lifting system. Finally, sequentially lifting multiple UHPC I-beams along a direction parallel to the tunnel axis not only improves construction efficiency but also ensures a reasonable lifting sequence, laying a solid foundation for the smooth progress of tunnel construction. This process significantly improves the lifting efficiency and safety of UHPC I-beams in tunnel construction.

[0009] Furthermore, in step S1, the truck crane is a 300-ton truck crane, and the length of the boom of the truck crane is in the range of 44 to 46 meters.

[0010] By adopting the above technical solution and selecting a 300-ton truck crane with a boom length in the range of 44-46 meters, this class of truck crane has sufficient lifting capacity to handle UHPC I-beams with a maximum single weight of no more than 11.5 tons. This can meet the hoisting requirements of UHPC I-beams in tunnel construction. The appropriate boom length range ensures that when hoisting operations are carried out on the existing road on one side of the tunnel, there is a sufficient working radius to transport the I-beams to the designated position, while avoiding excessive restrictions in the tunnel space due to an excessively long boom, which would affect the flexibility and safety of construction. This provides a reliable equipment guarantee for the smooth implementation of the entire hoisting construction process.

[0011] Further, in step S2, the horizontal distance between the center point of the UHPC I-beam on the transport vehicle and the center point of the truck crane is 29.5±0.1m, and the distance between the transport vehicle and the side wall of the tunnel is 2m±0.1m.

[0012] By adopting the above technical solution, the horizontal distance between the center point of the UHPC I-beam on the transport vehicle and the center point of the truck crane is set within the range of 29.5±0.1m. This horizontal distance ensures that the truck crane has sufficient working space and a suitable lifting angle when lifting the UHPC I-beam, making the lifting process more stable and efficient, and avoiding uneven force on the truck crane or inaccurate lifting of the I-beam. At the same time, the transport vehicle maintains a distance of 2m±0.1m from the tunnel sidewall, which not only prevents the transport vehicle from causing collision damage to the tunnel sidewall during parking and lifting, but also provides sufficient space for the transport vehicle to make fine adjustments in order to better cooperate with the truck crane to complete the lifting operation, thus providing a reliable position guarantee for the smooth progress of the entire lifting construction.

[0013] Further, step S4 includes the following steps: S41: No-load test: Operate the truck crane without connecting the I-beam to check whether the structure of the truck crane's parts is flexible and effective. S42: Static load test: The UHPC I-beam is lifted 10-15 cm away from the transport vehicle and kept stationary for 3 to 8 minutes to test the load-bearing capacity of the truck crane frame; S43: Dynamic load test. After the static load test is passed, operate the truck crane to lift, lower and rotate the suspended I-beam at least twice to check its dynamic operation.

[0014] By adopting the above technical solution, firstly, the no-load test can check the structural flexibility of the truck crane components without connecting the I-beam, identifying and resolving potential problems in advance, and avoiding safety accidents caused by component failures during actual lifting. Secondly, the static load test, which lifts the UHPC I-beam a certain distance away from the transport vehicle and keeps it stationary, can verify the load-bearing capacity of the truck crane frame under static conditions, ensuring that the truck crane has sufficient capacity to bear the weight of the I-beam and preventing structural damage or I-beam fall due to insufficient load-bearing capacity. Finally, the dynamic load test is conducted after the static load test is passed. By repeatedly lifting, lowering, and rotating the suspended I-beam, the dynamic operation of the truck crane is verified, ensuring stable operational performance during actual lifting and enabling accurate and smooth completion of various lifting actions. The three stages of no-load test, static load test, and dynamic load test set up in step S4 work together to provide comprehensive and powerful protection for the overall reliability of the entire lifting system, effectively reducing safety risks during the lifting process.

[0015] Further, in step S3, the lifting sling includes a wire rope and a shackle. Two shackles are respectively connected to the lifting points at both ends of the UHPC I-beam. There are two wire ropes. One end of the wire rope is connected to the shackle, and the other end is connected to the hook of the truck crane. When the UHPC I-beam is lifted, the angle between the wire rope and the UHPC I-beam is 60°.

[0016] By adopting the above technical solution, steel wire ropes and shackles are selected as lifting slings. Two shackles are precisely connected to the lifting points at both ends of the UHPC I-beam. This connection method can ensure the uniform distribution of force during the lifting process and avoid damage to the I-beam due to excessive local stress. At the same time, two steel wire ropes are set, with one end connected to the shackle and the other end connected to the hook of the truck crane, forming a stable and reliable lifting structure. The angle between the steel wire rope and the UHPC I-beam is set to 60° when lifting the UHPC I-beam. At this angle, the stress state of the steel wire rope is optimal, which can ensure sufficient lifting force and effectively prevent excessive wear or breakage of the steel wire rope due to improper angle, thus providing a strong guarantee for the safe lifting of the UHPC I-beam.

[0017] Furthermore, the wire rope is a 6×37S+FC fiber core wire rope with a diameter of 32.5mm, and the nominal tensile strength of the wire rope is not less than 1770MPa. The length of the wire rope is not less than 23m, and the shackle is a 2-inch American bow shackle.

[0018] By adopting the above technical solution, 6×37S + FC fiber core steel wire rope with a diameter of 32.5mm and a nominal tensile strength of not less than 1770MPa is selected. This steel wire rope has high strength and toughness, and can withstand the large tensile force generated during the hoisting of UHPC I-beams, effectively preventing safety accidents such as wire rope breakage. The length of the steel wire rope is not less than 23m, which can meet the hoisting requirements of UHPC I-beams under different working radii and ensure the smooth progress of hoisting operations. A 2-inch American bow-shaped shackle is used, which has a robust structure and reliable connection. It can cooperate well with the steel wire rope and the hoisting points of the UHPC I-beam to ensure the stable transmission of force during hoisting, providing a strong guarantee for the safety and stability of the entire hoisting system.

[0019] Furthermore, the lifting point is composed of steel strands pre-embedded in the UHPC I-beam, and the distance between the lifting point and the end of the UHPC I-beam it is close to is in the range of 1.5 meters to 2.5 meters.

[0020] By adopting the above technical solution, the lifting points are designed to consist of steel strands pre-embedded within the UHPC I-beam. This design makes the lifting points and the I-beam a unified whole, better able to withstand tension during lifting and avoiding dangerous situations such as detachment due to weak connection between the lifting points and the beam, thus improving the safety of lifting. At the same time, setting the distance between the lifting points and the end of the nearest UHPC I-beam within the range of 1.5 to 2.5 meters ensures the balance of forces on the I-beam during lifting, preventing tilting or torsion of the I-beam due to uneven forces, and also facilitates the connection and operation of lifting slings, making the lifting process smoother and providing a reliable guarantee for the safe and accurate lifting of the UHPC I-beam.

[0021] Furthermore, the UHPC I-beam consists of 22 pieces, with the length of each UHPC I-beam ranging from 24.27 to 27.08 meters, and the maximum weight of each UHPC I-beam not exceeding 11.5 tons.

[0022] By adopting the above technical solution, the parameters of 22 UHPC I-beams, with each beam ranging from 24.27 to 27.08 meters in length and a maximum weight not exceeding 11.5 tons, were clearly defined. Based on this, the lifting capacity and operating radius of the truck crane could be reasonably determined, ensuring that it could safely and efficiently complete the lifting tasks of all I-beams. At the same time, appropriate slings could be precisely configured to ensure that components such as wire ropes and shackles could withstand the corresponding loads during the lifting process, avoiding safety accidents caused by insufficient load-bearing capacity of components, improving the efficiency and safety of the entire lifting construction, and providing a reliable guarantee for the smooth progress of tunnel construction.

[0023] Furthermore, in step S5, after each I-beam is hoisted into place, a top support is set between its end and the adjacent fixed structure to form a temporary vertical support, and steel bars are welded to the adjacent I-beam that has been installed in place to achieve lateral fixation.

[0024] By adopting the above technical solution, after each I-beam is hoisted into place, a top support is set at its end between it and the adjacent fixed structure to form a temporary vertical support. This effectively disperses the load borne by the end of the I-beam, avoiding structural deformation or damage due to excessive local stress, and ensuring the stability of the I-beam in the initial stage of hoisting and positioning. At the same time, the I-beam is horizontally fixed by welding steel bars to the adjacent I-beams that have already been installed in place. This enhances the integrity and collaborative working ability between the I-beams, making the entire I-beam structure system more stable. It effectively resists disturbances that may be caused by external factors, preventing displacement or swaying of the I-beams during subsequent construction, providing a reliable guarantee for the smooth progress of subsequent construction, and thus improving the quality and safety of the entire tunnel construction.

[0025] Furthermore, during the hoisting operation in step S5, the tunnel and adjacent subway tunnel structures are simultaneously monitored automatically. This automated monitoring includes the following steps: (a) Monitoring point layout: Monitoring sections are laid out longitudinally at intervals on the tunnel structure. Monitoring points are laid out at the top, waist and bottom of the tunnel structure at each monitoring section, and the monitoring prism is fixed to the monitoring points by expansion bolts. (b) Horizontal displacement monitoring: The traverse method is used to observe the angle and distance with the benchmark point as the station and backsight point, and the coordinate changes of the monitoring point are obtained by adjustment calculation. (c) Vertical displacement monitoring: Leveling is carried out using an independent elevation system, and the elevation changes of monitoring points are obtained through observation and adjustment calculations; (d) Safety control: Based on the displacement data obtained in steps (b) and (c), assess the structural safety status and adjust the hoisting operation process accordingly.

[0026] By adopting the above technical solution, synchronous automated monitoring is implemented during the hoisting operation in step S5. First, monitoring sections are spaced longitudinally along the tunnel structure, with monitoring points at the top, middle, and bottom, and monitoring prisms are fixed with expansion bolts. Next, the horizontal displacement is measured using the traverse method, with the angles and distances observed at the reference station and backsight point, and coordinate changes are calculated through adjustment. Then, the vertical displacement is measured using an independent elevation system, and elevation changes are calculated through observation and adjustment. Finally, structural safety is assessed based on the displacement data, and the hoisting process is dynamically adjusted. If any abnormalities are encountered, the process is promptly paused, and the sequence or parameters are adjusted to ensure the safety of the tunnel structure and the hoisting operation.

[0027] In summary, this application includes at least the following beneficial technical effects: (1) By rationally arranging the position of the truck crane, accurately parking the transport vehicle, adjusting the angle between the slings and the beam, and setting up a trial lifting verification process, the lifting efficiency of UHPC I-beams in tunnel construction has been significantly improved, while ensuring the safety of the lifting process. This effectively solves the technical problems of limited space, inaccurate precision, and high risk in traditional tunnel lifting.

[0028] (2) Selecting appropriate grade of truck crane and boom length, accurately setting the distance between transport vehicle and truck crane and tunnel sidewall, selecting specific specifications of wire rope and shackles, and rationally designing the position and structure of lifting points ensured the smooth progress of lifting operations.

[0029] (3) After each I-beam is hoisted into place, a top support is set up and steel bars are welded together to ensure the stability and integrity of the I-beam after it is in place; synchronous automated monitoring is carried out and the hoisting operation is dynamically adjusted according to the displacement data, which can promptly detect and deal with potential safety hazards, providing double protection for the safety of the tunnel structure and hoisting operation. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the hoisting construction process of a UHPC I-beam for tunnel construction provided by an embodiment of the present invention.

[0031] Figure 2 This is a construction diagram illustrating a hoisting process for UHPC I-beams used in tunnel construction, provided by an embodiment of the present invention.

[0032] Figure 3 This is a schematic diagram of a hoisting method for a UHPC I-beam used in tunnel construction, provided by an embodiment of the present invention.

[0033] Explanation of reference numerals in the attached figures: 1. Truck crane; 2. Transport vehicle; 3. UHPC I-beam; 4. Lifting point; 5. Lifting slings; 51. Wire rope; 52. Shackle. Detailed Implementation

[0034] The following combination Figure 1-3 The technical solutions in the embodiments of the present invention will be described in detail.

[0035] See Figure 1 This invention provides a hoisting and installation process for UHPC I-beams used in tunnel construction, comprising the following steps: S1: Place the truck crane 1 on the existing road on one side of the tunnel; S2: Park the transport vehicle 2 carrying the UHPC I-beam 3 at the tunnel entrance so that the lifting part of the I-beam can enter the working range of the truck crane 1. S3: Connect the hook of the truck crane 1 to the lifting points 4 at both ends of the UHPC I-beam 3 via the sling 5, and adjust the angle between the sling 5 and the beam. S4: Operate the truck crane 1 to perform a trial lift on the connected I-beam to verify the overall reliability of the lifting system.

[0036] S5: After the trial lifting verification is passed, multiple UHPC I-beams 3 are continuously lifted in sequence from the end furthest from the truck crane 1 to the end closest to the truck crane 1, along a direction parallel to the tunnel axis.

[0037] In this embodiment, there are 22 UHPC I-beams 3 in total, and the length of a single UHPC I-beam 3 is between 24.27 and 27.08 meters. The maximum weight of a single UHPC I-beam 3 is no more than 11.5 tons. The truck crane 1 lifts and installs the UHPC I-beams 3 in sequence.

[0038] See Figure 2In this embodiment, the truck crane 1 is a 300-ton truck crane 1, and the length of the boom of the truck crane 1 is 45.1 meters, its working slewing radius is 34 meters, and its maximum lifting weight is 17.5 tons, which can meet the lifting requirements of the UHPC I-beam 3 in this embodiment.

[0039] Furthermore, in this embodiment, in step S2, the horizontal distance between the center point of the UHPC I-beam 3 on the transport vehicle 2 and the center point of the truck crane 1 is 29.5m, and the distance between the transport vehicle 2 and the side wall of the tunnel is 2m.

[0040] For the safety and stability of the UHPC I-beam 3 hoisting, please refer to... Figure 3 In step S3, the lifting sling 5 includes a wire rope 51 and a shackle 52. The two shackles 52 are respectively connected to the lifting points 4 at both ends of the UHPC I-beam 3. There are two wire ropes 51. One end of the wire rope 51 is connected to the shackle 52, and the other end is connected to the hook of the truck crane 1. When the UHPC I-beam 3 is lifted, the included angle between the wire rope 51 and the UHPC I-beam 3 is 60°.

[0041] Specifically, in this embodiment, the wire rope 51 is a 6×37S+FC fiber core wire rope 51 with a diameter of 32.5mm, and the nominal tensile strength of the wire rope 51 is not less than 1770MPa. The length of the wire rope 51 is not less than 23m. The shackle 52 is a 2-inch American bow shackle, which effectively meets the requirements of hoisting.

[0042] The lifting point 4 is composed of steel strands pre-embedded in the UHPC I-beam 3, and the distance between the lifting point 4 and the end of the UHPC I-beam 3 it is close to is within the range of 1.5 meters to 2.5 meters.

[0043] To provide comprehensive and robust assurance for the overall reliability of the entire hoisting system, step S4 includes the following steps: S41: No-load test. Operate truck crane 1 without connecting the I-beam and inspect the truck. Are the components of truck crane 1 flexible and effective? S42: Static load test: Lift the UHPC I-beam 3 10-15 cm away from the transport vehicle and keep it stationary for 3 to 8 minutes to test the load-bearing capacity of the truck crane 1 frame; S43: Dynamic load test. After the static load test is passed, operate the truck crane 1 to lift, lower and rotate the suspended I-beam at least twice to check its dynamic operation.

[0044] Specifically, in this embodiment, the UHPC I-beam 3 is lifted 10 centimeters above the transport vehicle and kept suspended for 5 minutes; the truck crane 1 performs three lifting, lowering, and rotating operations on the suspended I-beam. To prevent the I-beams from shifting or swaying during subsequent construction, in step S5, after each I-beam is hoisted into place, a top support is installed between its end and the adjacent fixed structure to form a temporary vertical support. The top support is then welded to the adjacent I-beams that have already been installed, using steel bars to achieve lateral fixation.

[0045] To ensure the safety of the tunnel structure and the hoisting operation, during the hoisting operation in step S5, automated monitoring of the tunnel and adjacent subway tunnel structures is carried out simultaneously. The automated monitoring includes the following steps: (a) Monitoring point layout: Monitoring sections are laid out longitudinally on the tunnel structure at intervals. Monitoring points are laid out at the top, waist and bottom of the tunnel structure at each monitoring section, and the monitoring prism is fixed to the monitoring point by expansion bolts. (b) Horizontal displacement monitoring: The traverse method is used to observe the angle and distance with the benchmark point as the station and backsight point, and the coordinate changes of the monitoring point are obtained by adjustment calculation. (c) Vertical displacement monitoring: Leveling is carried out using an independent elevation system, and the elevation changes of monitoring points are obtained through observation and adjustment calculations; (d) Safety control: Based on the displacement data obtained in steps (b) and (c), assess the structural safety status and adjust the hoisting operation process accordingly.

[0046] Specifically, a monitoring section is set up every 10 meters along the longitudinal direction of the tunnel. Prisms are installed as measuring points at the tunnel arch crown, left and right arch waists, and track bed at each section. A total station is used to automatically observe angles and distances using the traverse method to obtain horizontal displacement data. Simultaneously, a level is used to perform closed-loop leveling to obtain vertical displacement data. Monitoring data is transmitted to the command system in real time, with warning values ​​set at ±6mm (horizontal displacement) and ±6mm (vertical displacement), and control values ​​at ±8mm (horizontal displacement) and ±8mm (vertical displacement). When real-time data continuously exceeds the warning value or approaches the control value, the system automatically alarms and generates an assessment report. Based on this, the hoisting operation parameters are dynamically adjusted on-site until the data returns to a safe range, forming a closed-loop safety control system based on real-time monitoring and quantified thresholds.

[0047] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A hoisting and installation process for UHPC I-beams used in tunnel construction, characterized in that: Includes the following steps: S1: Position the truck crane on the existing road on one side of the tunnel; S2: Park the transport vehicle carrying the UHPC I-beam at the tunnel entrance side so that the lifting part of the I-beam enters the working range of the truck crane. S3: Connect the hook of the truck crane to the lifting points at both ends of the UHPC I-beam using slings, and adjust the slings to make the angle between them and the beam. S4: Operate the truck crane to perform a trial lift of the connected I-beam to verify the overall reliability of the lifting system; S5: After the trial lifting verification is passed, multiple UHPC I-beams are sequentially and continuously lifted along a direction parallel to the tunnel axis, starting from the end furthest from the truck crane and moving towards the end closest to the truck crane.

2. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: In step S1, the truck crane is a 300-ton truck crane, and the length of the boom of the truck crane is in the range of 44 to 46 meters.

3. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: In step S2, the horizontal distance between the center point of the UHPC I-beam on the transport vehicle and the center point of the truck crane is 29.5±0.1m, and the distance between the transport vehicle and the side wall of the tunnel is 2m±0.1m.

4. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: Step S4 includes the following steps: S41: No-load test: Operate the truck crane without connecting the I-beam to check whether the structure of the truck crane's parts is flexible and effective. S42: Static load test: The UHPC I-beam is lifted 10-15 cm away from the transport vehicle and kept stationary for 3 to 8 minutes to test the load-bearing capacity of the truck crane frame; S43: Dynamic load test. After the static load test is passed, operate the truck crane to lift, lower and rotate the suspended I-beam at least twice to check its dynamic operation.

5. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: In step S3, the lifting slings include wire ropes and shackles. Two shackles are respectively connected to the lifting points at both ends of the UHPC I-beam. There are two wire ropes. One end of the wire rope is connected to the shackle, and the other end is connected to the hook of the truck crane. When the UHPC I-beam is lifted, the angle between the wire rope and the UHPC I-beam is 60°.

6. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 5, characterized in that: The wire rope is a 6×37S+FC fiber core wire rope with a diameter of 32.5mm and a nominal tensile strength of not less than 1770MPa. The length of the wire rope is not less than 23m, and the shackle is a 2-inch American bow shackle.

7. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 5, characterized in that: The lifting point is formed by steel strands pre-embedded in the UHPC I-beam, and the distance between the lifting point and the end of the UHPC I-beam it is close to is in the range of 1.5 meters to 2.5 meters.

8. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: The UHPC I-beam consists of 22 pieces, with the length of each piece ranging from 24.27 to 27.08 meters and the maximum weight of each piece not exceeding 11.5 tons.

9. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: In step S5, after each I-beam is hoisted into place, a top support is set between its end and the adjacent fixed structure to form a temporary vertical support, and steel bars are welded to the adjacent I-beam that has been installed in place to achieve lateral fixation.

10. The hoisting and construction process for a UHPC I-beam used in tunnel construction according to claim 1, characterized in that: During the hoisting operation in step S5, the tunnel and adjacent subway tunnel structures are simultaneously monitored automatically. The automatic monitoring includes the following steps: (a) Monitoring point layout: Monitoring sections are laid out longitudinally at intervals on the tunnel structure. Monitoring points are laid out at the top, waist and bottom of the tunnel structure at each monitoring section, and the monitoring prism is fixed to the monitoring points by expansion bolts. (b) Horizontal displacement monitoring: The traverse method is used to observe the angle and distance with the benchmark point as the station and backsight point, and the coordinate changes of the monitoring point are obtained by adjustment calculation. (c) Vertical displacement monitoring: Leveling is carried out using an independent elevation system, and the elevation changes of monitoring points are obtained through observation and adjustment calculations; (d) Safety control: Based on the displacement data obtained in steps (b) and (c), assess the structural safety status and adjust the hoisting operation process accordingly.

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