Sound barrier structure and construction method thereof

Abstract

The invention discloses a sound barrier structure and a construction method thereof, and relates to the technical field of railway and road sound barriers. The sound barrier structure is formed by splicing a plurality of arch-shaped prefabricated modules in the axial direction of the arch-shaped prefabricated modules. The circular-arch-shaped prefabricated module comprises a circular-arch-shaped framework and a circular-arch-shaped pouring layer, and the circular-arch-shaped pouring layer is poured on the radial outer side of the circular-arch-shaped framework. The circular-arch-shaped framework comprises a reinforcing mesh and a supporting framework supporting the reinforcing mesh from the inner side. The middle of the reinforcing mesh is pre-buried in the circular-arch-shaped pouring layer, and the two ends of the reinforcing mesh are anchored in a roadbed. The supporting framework is formed by splicing a plurality of splicing units in the circumferential direction. Each splicing unit comprises two H-shaped steel supports arranged at intervals in the axial direction, a steel formwork, a rigid connecting piece and a support. Compared with the prior art, the sound barrier structure and the construction method thereof can give consideration to structural stability, construction convenience and durability.

Description

Technical Field

[0001] This invention relates to the field of railway and road noise barrier technology, and in particular to a noise barrier structure and its construction method. Background Technology

[0002] With increasingly stringent environmental protection requirements for roads and higher railway speeds, fully enclosed sound barriers have become crucial facilities for controlling noise pollution. Traditional fully enclosed metal sound barriers have two major drawbacks: first, insufficient structural stability, making them prone to detachment under long-term train aerodynamic forces and wind loads, threatening the safety of high-speed rail operations; second, high maintenance costs, as metal components are prone to corrosion, requiring frequent rust removal, repainting, and replacement of panels.

[0003] Existing non-metallic sound barriers mostly adopt prefabricated reinforced concrete structures, but they have problems such as large module volume, difficult transportation, low on-site assembly efficiency, and insufficient connection strength between steel and concrete, which easily leads to delamination. Summary of the Invention

[0004] The purpose of this invention is to provide a sound barrier structure and its construction method to solve the problems existing in the above-mentioned related technologies, while taking into account structural stability, construction convenience and durability.

[0005] To achieve the above objectives, the present invention provides the following solution: This invention discloses a sound barrier structure, which is assembled from multiple arched prefabricated modules along their own axial direction. Each arched prefabricated module includes an arched frame and an arched cast-in-place layer, the latter being cast radially outward from the arched frame. The arched frame includes a steel mesh and a supporting frame that supports the steel mesh from the inside. The middle portion of the steel mesh is embedded in the arched cast-in-place layer, and both ends are anchored to the roadbed. The supporting frame is assembled from multiple splicing units along the circumferential direction. The splicing unit includes: Two H-beam supports spaced axially apart; The steel formwork is arranged between the two H-beam supports, and its two ends along its axial direction are respectively fixedly connected to the outer wing plates of the adjacent H-beam supports. Rigid connectors are fixed to the outer side of the steel formwork and embedded in the arched casting layer; The bracket is fixed to the outer side of the steel formwork, supports the steel mesh, and is embedded in the arched casting layer.

[0006] In some examples, two adjacent arched cast-in-place layers are connected by a wet joint.

[0007] In some examples, the top has radially through vents.

[0008] In some examples, the rigid connector includes an anchor plate and an anchor bar, the anchor plate being fixedly connected to the outer side of the steel formwork, and the anchor bar being fixedly connected to the anchor plate at a vertical angle.

[0009] In some examples, the reinforcing mesh includes circumferential reinforcing bars and axial reinforcing bars, the circumferential reinforcing bars being tied to the axial reinforcing bars to form a mesh structure; the two ends of the circumferential reinforcing bars are used to anchor in the grooves of the roadbed; the steel template at the end of the supporting frame has a comb-tooth end, the comb-tooth end being used to insert into the grooves of the roadbed.

[0010] In some examples, for each splicing unit, the supports are arranged in multiple circumferentially to provide circumferential multi-point support for the steel mesh.

[0011] In some examples, one end of the axial reinforcement is fixed with a sleeve, and the other end extends into the sleeve of the adjacent axial reinforcement and is fixedly connected to it, so as to connect two adjacent arched frames.

[0012] In some examples, the bracket is provided with multiple limiting grooves along the axial direction, and the circumferential steel bars are embedded in the limiting grooves and correspond one-to-one with the limiting grooves.

[0013] In some examples, the support includes: Bottom stiffening plate, fixedly connected to the outer side of the steel template; The column is fixedly connected to the bottom stiffening plate at a vertical angle at its bottom; multiple columns are distributed at equal intervals along the axial direction. The groove plate has equidistant limiting grooves at the top along the axial direction, and the bottom is fixedly connected to the column at a vertical angle.

[0014] This invention also discloses a construction method for a sound barrier structure, used to obtain the aforementioned sound barrier structure, comprising the following steps: S1: H-beam supports, steel formwork, rigid connectors and brackets for processing splicing units; S2: Assemble the splicing unit, fix the two ends of the steel formwork axially to the outer wing plates of the two axially spaced H-shaped steel supports, and then fix the rigid connectors and brackets to the outer side of the steel formwork. S3: Multiple splicing units are spliced ​​together along the circumference to form a supporting frame, and steel mesh is tied and supported from the inside by a bracket to form an arched frame. S4: Concrete is poured on the radial outside of the arched frame to form an arched pouring layer, and after curing, an arched prefabricated module is obtained. S5: Multiple arched prefabricated modules are spliced ​​together along their own axis to form a complete sound barrier structure; S6: Anchor both ends of the steel mesh in the roadbed to complete the installation.

[0015] Compared with related technologies, the present invention achieves the following technical effects: By employing a modular design, the overall sound barrier is broken down into standardized prefabricated modules, combining precise factory prefabrication with rapid on-site assembly. This addresses the pain points of traditional sound barriers, such as difficult transportation and low on-site construction efficiency. The supporting frame and the arched cast-in-place layer form a steel-concrete composite structure. Combined with the anchoring effect of rigid connectors, this significantly improves the overall structural integrity and anti-peeling capabilities. Simultaneously, the reliable anchoring of the steel mesh to the roadbed resists train aerodynamic forces and wind loads, extending the structure's service life. The arched cast-in-place layer, acting as a protective outer layer, completely isolates rain, snow, and moisture from direct contact with the arched frame, preventing corrosion of H-beam supports, steel formwork, and other metal components, thus significantly improving structural durability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram from one perspective of how the supporting skeleton is decomposed into three splicing units in some examples of the present invention; Figure 2 This is a schematic diagram from another perspective showing how the supporting skeleton is decomposed into three splicing units in some examples of the present invention; Figure 3 This is a schematic diagram of the supporting skeleton in some examples of the present invention; Figure 4 This is a schematic diagram of the arched prefabricated module from a top view in some examples of the present invention; Figure 5 This is a schematic diagram of the arched prefabricated module from a bottom view in some examples of the present invention; Figure 6 These are schematic diagrams of the brackets in some examples of the present invention; Figure 7 This is a schematic diagram showing the outer flange of the H-beam support and the inner flat splicing of the steel template in some examples of the present invention; Figure 8 This is a schematic diagram showing the outer flange of the H-beam support and the outer flat splicing of the steel template in some examples of the present invention; Figure 9 This is a schematic diagram illustrating the Z-shaped overlap of two adjacent H-beam supports in some examples of the present invention; Figure 10 This is a schematic diagram of the comb teeth end supporting the skeleton in some examples of the present invention.

[0018] In the diagram: 1-Steel formwork; 2-H-shaped steel support; 3-Arch-shaped casting layer; 4-Frame; 5-Rigid connector; 6-Z-shaped joint; 7-Ventilation hole; 8-Anti-corrosion coating; 9-Bevel; 11-Comb teeth; 12-Radial reinforcement; 41-Bottom stiffening plate; 42-Column; 43-Trough plate; 44-Limiting groove; 45-Radial section; 46-Axial section; 47-U-shaped hole; 61-Circumferential lap section; 62-Radial lap section. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] The purpose of this invention is to provide a sound barrier structure and its construction method to solve the problems existing in the above-mentioned related technologies, while taking into account structural stability, construction convenience and durability.

[0021] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] In this embodiment, the axial direction refers to the axial direction of the sound barrier structure, namely the axial direction of the arched prefabricated module, the arched frame, the arched cast-in-place layer 3, and the splicing unit (the above structures are coaxial); the radial direction refers to the radial direction of the sound barrier structure, with the axis of the sound barrier structure as the center; the outer side refers to the side that moves outward along the radial direction, and the inner side refers to the side that moves inward along the radial direction.

[0023] Reference Figures 1-10 This embodiment provides a sound barrier structure, characterized in that it is assembled from multiple arched prefabricated modules along their own axial direction. Each arched prefabricated module includes an arched frame and an arched cast-in-place layer 3, the latter being cast radially outward from the arched frame. The arched frame includes a steel mesh and a supporting frame that supports the steel mesh from the inside. The middle portion of the steel mesh is embedded within the arched cast-in-place layer 3, with both ends used for anchoring in the roadbed. The supporting frame is assembled from multiple splicing units circumferentially.

[0024] The splicing unit includes: Two H-beam supports 2 are axially spaced apart.

[0025] The steel formwork 1 is arranged between two H-beam supports 2, and its two ends are fixedly connected to the outer flanges of the adjacent H-beam supports 2.

[0026] Rigid connector 5 is fixed to the outer side of steel formwork 1 and embedded in the arched pouring layer 3.

[0027] The bracket 4 is fixed to the outer side of the steel formwork 1, supports the steel mesh, and is embedded in the arched pouring layer 3.

[0028] The principle of the sound barrier structure in this embodiment is as follows: By employing a modular design, the overall sound barrier is broken down into standardized prefabricated modules, combining precise factory prefabrication with rapid on-site assembly. This addresses the pain points of traditional sound barriers, such as difficult transportation and low on-site construction efficiency. The supporting frame and the arched cast-in-place layer 3 form a steel-concrete composite structure. Combined with the anchoring effect of rigid connectors 5, this significantly improves the overall structural integrity and anti-peeling ability. Simultaneously, the reliable anchoring of the steel mesh to the roadbed resists train aerodynamic forces and wind loads, extending the structure's service life.

[0029] The arched casting layer 3 serves as a protective outer layer, completely isolating rain, snow, and moisture from direct contact with the arched frame, preventing corrosion of metal components such as the H-beam support 2 and steel formwork 1, and significantly improving structural durability.

[0030] In some examples, the arched casting layer 3 is made of high-performance fiber-reinforced concrete, which is highly dense and has excellent impermeability, further preventing the penetration of corrosive media. The outer surface of the arched casting layer 3 is covered with an anti-corrosion coating 8 to further improve corrosion resistance.

[0031] It should be noted that although the arched casting layer 3 protects the outer surface of the arched frame, the inner surface of the arched frame is still in contact with the air inside the tunnel.

[0032] Therefore, the H-beam support 2 and the steel formwork 1 are made of weathering steel. Weathering steel contains alloying elements such as copper and chromium, which can form a dense and stable protective rust layer in outdoor environments. This rust layer can block the contact between corrosive media such as oxygen, rain, and snow and the steel substrate, interrupting the electrochemical corrosion process.

[0033] The arched pouring layer 3, combined with the weathering steel protection of the H-beam support 2 and the steel formwork 1, forms a dual anti-corrosion system, achieving long-term corrosion resistance and significantly reducing later operation and maintenance costs.

[0034] In some examples, two adjacent arched cast-in-place layers 3 are connected by a wet joint.

[0035] The wet joints are constructed using UHPC concrete, which, after 28 days of curing, can withstand a pressure exceeding 120 MPa per square centimeter. The wet joints form a strong bond with the arched cast layer 3, achieving not only sealing and waterproofing but also transferring mechanical loads, enabling multiple precast modules to form a continuous load-bearing system.

[0036] Compared to traditional splicing methods, this wet joint, combined with steam curing (e.g., curing at 40℃ and 95% humidity for 48 hours), can quickly reach the design strength, shorten the on-site construction cycle, and effectively avoid cracking and leakage at the splice.

[0037] In some examples, a radially through-hole 7 is provided at the top.

[0038] The vent hole 7 can be elliptical in shape, with its major axis pointing axially. A ring-shaped reinforcing rib can be welded to the edge of the vent hole 7, and its thickness can be the same as that of the steel template 1. The diameter and spacing of the vent holes 7 can be adjusted according to the train speed on the line; for example, the spacing is 8m for a train line with a speed of 350km / h and 10m for a train line with a speed of 250km / h.

[0039] An ellipse with its major axis along the axial direction is more easily adapted to the roll bending process of the steel template 1 than an ellipse with a circular or transverse major axis for the same opening area, which can reduce the damage to the curvature integrity of the steel template 1 caused by the opening.

[0040] The sound barrier extends along the track axis, and the aerodynamic forces and temperature deformation caused by trains passing through mainly act along this axis. The elliptical shape with its major axis aligned with the axis avoids direct opposition between the aperture shape and the direction of force, reducing stress concentration at the aperture edges and lowering the risk of cracking. Simultaneously, the annular reinforcing ribs at the aperture edges maximize structural rigidity while ensuring the aperture area meets aerodynamic requirements.

[0041] When a train passes at high speed, strong aerodynamic loads are generated on the surface of the sound barrier. The elliptical design with its major axis along the axial direction conforms to the airflow direction, reducing airflow stagnation and eddies at the orifices, allowing for smoother airflow and thus reducing aerodynamic drag and instantaneous pressure peaks. Wind tunnel tests have verified that the maximum positive pressure can be no more than 3.09 kPa, a 40% reduction compared to traditional structures. Ultimately, this avoids structural vibration or fatigue damage caused by excessive aerodynamic loads.

[0042] In some examples, the rigid connector 5 includes an anchor plate and an anchor bar, with the anchor plate fixedly connected to the outer side of the steel template 1 and the anchor bar fixedly connected to the anchor plate at a vertical angle.

[0043] The anchor plate is welded and fixed to the steel formwork 1, and the anchor bars are embedded inside the arched pouring layer 3, forming a reliable anchoring node between the steel and concrete. This design solves the technical problem of easy peeling between traditional steel formwork and concrete, enabling the steel-concrete bond strength to reach 3.8MPa, which is much higher than the 1.8MPa of traditional structures, ensuring that the two work together to bear the load and improving the structure's resistance to deformation and durability.

[0044] The rigid connectors 5 can be arranged in a rectangular array on the outer side of the steel formwork 1, with the array direction being circumferential and axial. The center distance between two adjacent rigid connectors 5 in the circumferential and axial directions (i.e., the center distance of the anchor bars) can be 100mm. The thickness of the anchor plate can be 12mm and the side length can be 80mm. The diameter of the anchor bar can be 16mm and the length can be 100mm.

[0045] In some examples, the reinforcing mesh includes circumferential and axial reinforcing bars, which are tied together to form a mesh structure. The two ends of the circumferential reinforcing bars are used for anchoring in grooves in the roadbed. The steel formwork 1 supporting the end of the frame has a comb-tooth end (i.e., an end with comb teeth 11) for insertion into the grooves in the roadbed.

[0046] The installation of circumferential and axial reinforcing bars can enhance the circumferential and axial crack resistance of the arched cast-in-place layer 3, and also transfer the load of the sound barrier to the roadbed through the end anchorage of the circumferential reinforcing bars, thereby improving stability.

[0047] The inner surface of the comb teeth can be welded with radial reinforcing bars 12, which overlap the ends of the circumferential reinforcing bars and are pre-embedded together with the ends of the circumferential reinforcing bars in the groove of the roadbed, becoming an integral part of the concrete poured in the groove. This structural design expands the contact area with the roadbed, improves anchoring stability, and can adapt to roadbed settlement or temperature deformation within ±10mm, avoiding cracking at the connection point.

[0048] The circumferential and axial reinforcement bars can be HRB400 grade steel bars, and the mesh formed by the circumferential and axial reinforcement bars is evenly distributed.

[0049] The number of comb teeth 11 at a single comb end can be 5 to 10, the width of each comb tooth 11 can be 100 to 120 mm, and the circumferential length of a single comb tooth 11 can be 250 to 300 mm.

[0050] In some examples, for each splicing unit, multiple supports 4 are arranged circumferentially to provide multi-point circumferential support for the steel mesh.

[0051] Multi-point support allows the reinforcing bars to bend into an arc shape more effectively, dispersing the self-weight of the reinforcing mesh and the impact force of pouring, preventing the reinforcing mesh from shifting or deforming, ensuring uniform stress inside the poured layer, and improving the overall load-bearing capacity of the structure.

[0052] In some examples, one end of the axial reinforcement is fixed with a sleeve, and the other end extends into the sleeve of the adjacent axial reinforcement and is fixedly connected to it, so as to connect two adjacent arched frames.

[0053] The sleeve is fixed to the end of the axial reinforcement by pre-embedding. During on-site assembly, before pouring the wet joint between two adjacent arched precast modules, the adjacent axial reinforcement is reliably connected by grouting anchoring, eliminating the need for on-site welding and avoiding damage to the concrete layer caused by high temperature.

[0054] This connection method, combined with laser positioning, achieves an alignment accuracy of no more than 3mm, enabling rapid and precise splicing of prefabricated modules. This allows multiple arched frames to form a continuous whole, ensuring effective load transfer between modules and improving the structural rigidity of the sound barrier.

[0055] In some examples, the bracket 4 is provided with multiple limiting grooves 44 along the axial direction, and the circumferential steel bars are embedded in the limiting grooves 44 and correspond one-to-one with the limiting grooves 44.

[0056] The limiting groove 44 enables rapid positioning and installation of circumferential reinforcing bars, improving construction efficiency, and also restricts axial displacement of the reinforcing bars during the pouring process, ensuring uniform spacing of the reinforcing mesh. This design avoids the shortcomings of traditional tying methods, such as low efficiency and large errors, thus improving the efficiency of reinforcing bar installation, while also enhancing the uniformity of the concrete cover thickness and strengthening the structure's corrosion resistance.

[0057] The limiting groove 44 can be L-shaped, with L including a radial section 45 and an axial section 46 connected to the inner end of the radial section 45. The circumferential reinforcing bar first slides into the axial section 46 along the radial section 45, and then slides along the axial section 46 to one end away from the radial section 45.

[0058] It should be noted that the circumferential reinforcing bars may spring back during the pouring process due to their own elasticity, affecting the pouring quality. The limiting groove 44 can restrict the radial position of the circumferential reinforcing bars through the axial section 46, making the shape of the circumferential reinforcing bars closer to a circular arc.

[0059] Multiple limiting grooves 44 can be distributed at equal intervals along the axial direction to accommodate the situation where multiple circumferential reinforcing bars are distributed at equal intervals along the axial direction. In this case, the interval of the limiting grooves 44 is equal to the interval of the circumferential reinforcing bars.

[0060] In some examples, the support 4 includes: The bottom stiffening plate 41 is fixedly connected to the outer side of the steel template 1.

[0061] The column 42 is fixedly connected to the bottom stiffening plate 41 at a vertical angle. Multiple columns 42 are distributed at equal intervals along the axial direction.

[0062] The groove plate 43 has equidistant limiting grooves 44 at the top along the axial direction, and the bottom is fixedly connected to the column 42 at a vertical angle.

[0063] A single bottom stiffening plate 41 simultaneously fixes all the columns 42 of the support 4 to which it is located. The radial pressure on the support 4 due to supporting the steel mesh is distributed more evenly on the steel formwork 1 after being dispersed by the bottom stiffening plate 41, thereby reducing the dent deformation of the steel formwork 1 during the pouring process.

[0064] After the components of the support 4 are fixedly connected by welding, the bottom stiffening plate 41, the groove plate 43, and the two adjacent columns 42 form a U-shaped hole 47. During the pouring of the arched pouring layer 3, the concrete flows circumferentially through the U-shaped hole 47, realizing the circumferential flow of the concrete.

[0065] This embodiment also provides a construction method for a sound barrier structure to obtain the above-mentioned sound barrier structure, including the following steps: S1: H-beam support 2, steel formwork 1, rigid connector 5, and bracket 4 for processing and splicing units.

[0066] H-beam support 2 is made of weathering steel plate welded together. There are two preparation methods: one is direct welding, which is suitable for straight sections or small arc requirements; the other is to achieve curved surface forming through a stretch bending process after resistance welding and straightening, so as to ensure precise matching with the arc of the arch structure.

[0067] After shot blasting, laser cutting, and beveling (9), the steel template 1 is horizontally roll-formed and then surface-treated to form a dense anti-rust layer, which improves its corrosion resistance.

[0068] The components of bracket 4 are prefabricated and then welded together to ensure dimensional accuracy and structural strength.

[0069] S2: Assemble the splicing unit, fix the two ends of the steel template 1 axially to the outer wing plates of the two axially spaced H-shaped steel supports 2, and then fix the rigid connector 5 and the bracket 4 to the outer side of the steel template 1.

[0070] The connection between the outer flange of the H-beam support 2 and the steel formwork 1 can be achieved by stacking and welding, or by welding them flush together. For the latter, the connection between the steel formwork 1 and the H-beam support 2 can be achieved using either an outer flat splicing or an inner flat splicing method. For the outer flat splicing, the bevels 9 on both sides of the outer flange of the H-beam support 2 use a 1:8 transition bevel 9 for subsequent welding. For the inner flat splicing, the steel formwork 1 has a 45° bevel 9 as the welding bevel for subsequent welding. Both methods employ a single-sided welding and double-sided forming process, saving approximately 25% of the material usage of the steel formwork 1 while ensuring connection strength. The rigid connector 5 is welded and fixed to the bracket 4 according to the design position to ensure welding quality and prevent detachment during later use. The H-beam support 2 and the steel formwork 1 are welded first, and after both are completed, the rigid connector 5 and the bracket 4 are welded and fixed to the outer side of the steel formwork 1.

[0071] S3: Multiple splicing units are spliced ​​together circumferentially to form a supporting frame, and steel mesh is tied and supported from the inside by bracket 4 to form a round arch frame.

[0072] When multiple splicing units are joined circumferentially, the H-shaped steel supports 2 of adjacent units are welded to the steel formwork 1 to form a complete support frame. The welded joints adopt a Z-shaped overlap to enhance the overall integrity of the frame. After the steel mesh is tied, it is embedded in the limiting groove 44 of the bracket 4. The bracket 4 achieves precise positioning and reliable support, ensuring that the relative positions of the steel mesh, steel formwork 1, and rigid connector 5 meet the design requirements.

[0073] The Z-shaped overlap refers to the H-beam support 2 having two circumferential overlap sections 61 and one radial overlap section 62 at its overlap end. One circumferential overlap section 61 is connected to one side of the outer end of the radial overlap section 62, and the other circumferential overlap section 61 is connected to the other side of the inner end of the radial overlap section 62. The circumferential overlap section 61 is an arc shape coaxial with the arched prefabricated module. Obviously, each circumferential overlap section 61 has the same radius of curvature. Therefore, after the circumferential overlap sections 61 of the two H-beam supports 2 slide and overlap circumferentially, the two adjacent H-beam supports 2 are coaxial, which is the axis of the arched prefabricated module. The two H-beam supports 2 achieve radial mutual restraint through the mutual overlap of the circumferential overlap sections 61. During the relative sliding of the two circumferential overlap sections 61 along the circumference, the radial overlap sections 62 of the two H-beam supports 2 restrain each other, achieving circumferential mutual restraint of the two H-beam supports 2.

[0074] For the lap joint of the H-beam support 2, the total circumferential length of its two circumferential lap joints 61 can be 100mm.

[0075] S4: Concrete is poured on the radial outside of the arched frame to form an arched pouring layer 3, which is then cured to obtain an arched precast module.

[0076] The concrete used for casting is high-performance fiber-reinforced concrete with an initial spread of not less than 500 mm. After 28 days of curing, it can withstand a pressure of over 60 MPa per square centimeter, and the cumulative energy absorbed when reaching a deflection of 20 mm in the bending test is greater than 15 kJ / m. 2 The above parameters take into account both liquidity and strength requirements.

[0077] The pouring method can be vertical or horizontal. For vertical pouring, a continuous pumping and synchronous segmented installation of the external formwork is adopted, with symmetrical construction in layers. The pouring height of each layer should not exceed 2m to avoid gaps or early-strength skin problems caused by layered pouring. After pouring, the concrete should be cured with the formwork in place for 7 days, and after demolding, it should continue to be cured with water for 28 days. During the curing period, the surface temperature should be kept at no less than 10℃ to ensure stable strength growth of the concrete.

[0078] S5: Multiple arched prefabricated modules are spliced ​​together along their own axis to form a complete sound barrier structure.

[0079] Prefabricated modules are transported to the site by trolley and simultaneously hoisted using double gantry cranes to reduce the risks of working at heights. During module assembly, axial reinforcement is first connected using sleeves, then the Z-shaped joints 6 of the H-beam support 2 are welded and fixed, and finally a wet joint is poured between adjacent arched casting layers 3, forming a triple fixing system of reinforcement connection, welding, and wet joint to ensure the strength and integrity of the splice.

[0080] S6: Anchor both ends of the steel mesh in the roadbed to complete the installation.

[0081] The roadbed anchorage adopts a composite connection structure, and the roadbed groove is inverted trapezoidal. The radial reinforcing bars 12 welded to the comb teeth 11 overlap the ends of the circumferential reinforcing bars and are pre-embedded together with the ends of the circumferential reinforcing bars in the groove of the roadbed (i.e., the inverted trapezoidal roadbed groove). The groove is first leveled with an M50 gravity mortar leveling layer, and then a UHPC anchoring layer is poured, which is integrated with the radial reinforcing bars 12 and the circumferential reinforcing bars in the groove.

[0082] The UHPC anchoring layer is sealed to the steel formwork 1, for example, by installing a water-swellable waterstop strip. The top of the UHPC anchoring layer is coated with a ceramic-based sealant to enhance waterproofing and seepage prevention. Together with the water-swellable waterstop strip and the M50 gravity mortar leveling layer, it forms a triple sealing system, improving the waterproofing and seepage prevention effect and preventing rainwater from seeping in and corroding the internal steel bars.

[0083] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A sound barrier structure, characterized in that, It is composed of multiple arched prefabricated modules spliced ​​along their own axis; each arched prefabricated module includes an arched frame and an arched cast-in-place layer, the arched cast-in-place layer being cast radially outside the arched frame; the arched frame includes a steel mesh and a supporting frame supporting the steel mesh from the inside; the middle part of the steel mesh is embedded in the arched cast-in-place layer, and both ends are used for anchoring in the roadbed; The supporting frame is composed of multiple splicing units spliced ​​together circumferentially; The splicing unit includes: Two H-beam supports spaced axially apart; The steel formwork is arranged between the two H-beam supports, and its two ends along its axial direction are respectively fixedly connected to the outer wing plates of the adjacent H-beam supports. Rigid connectors are fixed to the outer side of the steel formwork and embedded in the arched casting layer; The bracket is fixed to the outer side of the steel formwork, supports the steel mesh, and is embedded in the arched casting layer.

2. The sound barrier structure according to claim 1, characterized in that: The two adjacent arched casting layers are connected by a wet joint.

3. The sound barrier structure according to claim 1, characterized in that: The top has radially penetrating vents.

4. The sound barrier structure according to claim 1, characterized in that: The rigid connector includes an anchor plate and an anchor bar. The anchor plate is fixedly connected to the outer side of the steel template, and the anchor bar is fixedly connected to the anchor plate at a vertical angle.

5. The sound barrier structure according to claim 1, characterized in that: The steel mesh includes circumferential steel bars and axial steel bars, which are tied together to form a mesh structure; the two ends of the circumferential steel bars are used to anchor in the grooves of the roadbed. The steel template at the end of the supporting frame has a comb-tooth end, which is used to insert into the groove of the roadbed.

6. The sound barrier structure according to claim 5, characterized in that: For each splicing unit, multiple supports are arranged at circumferential intervals to provide multi-point circumferential support for the steel mesh.

7. The sound barrier structure according to claim 5, characterized in that: One end of the axial reinforcing bar is fixed with a sleeve, and the other end extends into the sleeve of the adjacent axial reinforcing bar and is fixedly connected to it, so as to connect the two adjacent arched frames.

8. The sound barrier structure according to claim 5, characterized in that: The bracket is provided with multiple limiting grooves along the axial direction, and the circumferential steel bars are embedded in the limiting grooves and correspond one-to-one with the limiting grooves.

9. The sound barrier structure according to claim 8, characterized in that: The support includes: Bottom stiffening plate, fixedly connected to the outer side of the steel template; The column is fixedly connected to the bottom stiffening plate at a vertical angle at its bottom; multiple columns are distributed at equal intervals along the axial direction. The groove plate has equidistant limiting grooves at the top along the axial direction, and the bottom is fixedly connected to the column at a vertical angle.

10. A construction method for a sound barrier structure, characterized in that, To obtain the sound barrier structure as described in any one of claims 1 to 9, the following steps are included: S1: H-beam supports, steel formwork, rigid connectors and brackets for processing splicing units; S2: Assemble the splicing unit, fix the two ends of the steel formwork axially to the outer wing plates of the two axially spaced H-shaped steel supports, and then fix the rigid connectors and brackets to the outer side of the steel formwork. S3: Multiple splicing units are spliced ​​together along the circumference to form a supporting frame, and steel mesh is tied and supported from the inside by a bracket to form an arched frame. S4: Concrete is poured on the radial outside of the arched frame to form an arched pouring layer, and after curing, an arched prefabricated module is obtained. S5: Multiple arched prefabricated modules are spliced ​​together along their own axis to form a complete sound barrier structure; S6: Anchor both ends of the steel mesh in the roadbed to complete the installation.

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