Air rail integrated transportation hub waterproof construction control method

Abstract

The application discloses a kind of air rail ground integration traffic hub waterproof construction control methods, it is related to comprehensive traffic hub engineering technical field, comprising the following steps: obtaining the historical waterproof risk data of waterproof node, risk parameter is predicted according to historical waterproof risk data and engineering experience, and risk parameter is corrected by construction physical factor, and risk correction parameter is obtained;According to risk correction parameter, risk assessment is carried out to each waterproof node, and integrated risk value is obtained;Based on comprehensive risk value, node waterproof grade is divided, and differential waterproof construction strategy is generated according to node waterproof grade, and engineering experience parameter is adjusted according to construction feedback data.The present application is used to solve the technical problem of inaccurate air rail ground integration traffic hub waterproof construction control and insufficient construction strategy adaptability.

Description

Technical Field

[0001] This invention relates to the field of integrated transportation hub engineering technology, and more specifically, to a method for controlling the waterproofing construction of an integrated air-rail-ground transportation hub. Background Technology

[0002] An integrated air-rail-ground transportation hub is a large-scale, complex, comprehensive transportation project that integrates aviation, rail transit, and ground transportation development. Its structural system is complex, characterized by the close interweaving and mutual influence of different transportation modes within a three-dimensional space. These hubs are typically built in urban core areas with high groundwater levels and sensitive surrounding environments, placing extremely stringent requirements on the long-term waterproofing performance and durability of the structure. In traditional waterproofing construction, there are generally two main modes for waterproofing joints, post-cast strips, and through-wall pipes: 1. Standardized design based on general specifications: referring to industry standard drawings, using basically the same waterproofing structure for similar nodes in all parts; 2. Qualitative reinforcement based on experience: engineers, based on experience in waterproofing important parts, only locally reinforce certain nodes.

[0003] Traditional waterproofing construction control methods have the following shortcomings: 1. Waterproofing risk assessment has a single dimension: Existing solutions are mostly based on single system conditions for waterproofing design, which makes it difficult to reflect the coupled dynamics, differential deformation and cascading failure risks formed under the interaction of multiple systems such as air, rail and ground; 2. Inaccurate waterproofing risk assessment; 3. Insufficient adaptability of waterproofing construction strategies.

[0004] To address the above problems, this invention proposes a solution. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, embodiments of the present invention provide a waterproofing construction control method for integrated air-rail-ground transportation hubs. The present invention solves the technical problems of inaccurate waterproofing construction control and insufficient adaptability of construction strategies in integrated air-rail-ground transportation hubs by predicting risk parameters, correcting risk parameters through construction physical factors, and generating differentiated waterproofing construction strategies based on the risk levels classified by risk assessment.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A method for controlling waterproofing construction in an integrated air-rail-ground transportation hub includes the following steps: acquiring historical waterproofing risk data for waterproofing nodes; predicting risk parameters based on historical waterproofing risk data and engineering experience; correcting the risk parameters through construction physical factors to obtain risk correction parameters; conducting risk assessments for each waterproofing node based on the risk correction parameters and integrating them to obtain a comprehensive risk value; classifying node waterproofing levels based on the comprehensive risk value; generating differentiated waterproofing construction strategies based on node waterproofing levels; and adjusting engineering experience parameters based on construction feedback data.

[0007] In a preferred embodiment, the risk parameters include multi-source dynamic spectral density, relative displacement of the second deformation, and failure-related impact.

[0008] In a preferred embodiment, the step of predicting risk parameters based on historical waterproofing risk data and engineering experience includes: predicting multi-source dynamic spectral density based on multi-source vibration data from historical waterproofing cases; predicting the first relative displacement of deformation based on finite element analysis of historical waterproofing cases, and calculating engineering experience parameters by combining the measured displacement; adjusting the prediction parameters according to the engineering experience parameters to obtain the second relative displacement of deformation; and predicting the amount of collateral impact of failure based on the repair costs caused by waterproofing failure in historical waterproofing cases.

[0009] In a preferred embodiment, the step of correcting the risk parameters through construction physical factors includes: obtaining meteorological statistics on the construction period and construction area to determine the predicted temperature change value during the construction phase; calculating the predicted relative deformation caused by temperature change based on the predicted temperature change value and the thermal expansion characteristics of the waterproof joint structural material, as a temperature correction item; obtaining construction organization plan and residual construction statistics of similar historical projects to determine the construction residual displacement ratio parameter; calculating the predicted residual displacement based on the second relative deformation displacement, as a residual correction item; and superimposing the temperature correction item and the residual correction item into the second relative deformation displacement to obtain the third relative deformation displacement.

[0010] In a preferred embodiment, the step of assessing the risk of each waterproofing node based on the risk correction parameters and fusing them to obtain a comprehensive risk value includes: normalizing the risk correction parameters to obtain a risk parameter score, and determining the relative weight of the risk correction parameters using the analytic hierarchy process; and weighting and summing the risk parameter scores and relative weights of each waterproofing node to obtain a comprehensive risk value.

[0011] In a preferred embodiment, the step of classifying the waterproofing level of a node based on a comprehensive risk value includes: determining a first-level threshold and a second-level threshold using a statistical method based on the comprehensive risk value; determining the waterproofing level of the node as level three when the comprehensive risk value is less than the second-level threshold; determining the waterproofing level of the node as level two when the comprehensive risk value is not less than the second-level threshold and is less than the first-level threshold; and determining the waterproofing level of the node as level one when the comprehensive risk value is not less than the first-level threshold.

[0012] In a preferred embodiment, generating differentiated waterproofing construction strategies based on the node's waterproofing level includes: when the node's waterproofing level is Level 1, extracting a reinforcement waterproofing construction strategy from a preset waterproofing construction strategy library; when the node's waterproofing level is Level 2, extracting a general waterproofing construction strategy from the preset waterproofing construction strategy library; and when the node's waterproofing level is Level 3, extracting a material reduction waterproofing construction strategy from the preset waterproofing construction strategy library.

[0013] In a preferred embodiment, adjusting the engineering experience parameters based on construction feedback data includes: extracting the measured value of the third deformation relative displacement from the acquired construction feedback data, constructing a displacement deviation index; and calibrating the engineering experience parameters based on the displacement deviation index.

[0014] In a preferred embodiment, the reinforced waterproofing construction strategy includes: waterproofing construction using a four-fold combination of embedded waterstop, external waterstop, sealing caulking, and injectable grouting pipe; the deformation capacity of the waterstop is not less than twice the relative displacement of the third deformation; and within the construction range on both sides of the preset waterproofing node, the steel reinforcement ratio is increased and crack-resistant steel mesh is added.

[0015] The technical effects and advantages of the integrated air-rail-ground transportation hub waterproofing construction control method of the present invention are as follows: This invention obtains historical waterproofing risk data for waterproofing nodes, predicts risk parameters based on this data and engineering experience, ensuring the relevance and accuracy of subsequent risk assessments. It corrects these risk parameters by incorporating construction physical factors, resulting in corrected risk parameters that enhance the accuracy of risk assessments and the reliability of the project. Furthermore, it assesses the risk of each waterproofing node based on these corrected risk parameters, merging them to obtain a comprehensive risk value, making the causes of risk measurable and comparable. Finally, it classifies waterproofing levels for nodes based on these comprehensive risk values ​​and generates differentiated waterproofing construction strategies according to these levels, improving the adaptability of the construction strategies. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a waterproofing construction control method for an integrated air-rail-ground transportation hub, provided as an embodiment of the present invention. Detailed Implementation

[0017] 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.

[0018] Example 1, Figure 1 This invention presents a waterproofing construction control method for an integrated air-rail-ground transportation hub, comprising the following steps: S1. Obtain historical waterproofing risk data for waterproofing nodes, predict risk parameters based on historical waterproofing risk data and engineering experience, and correct risk parameters through construction physical factors to obtain risk correction parameters. S2, based on the risk correction parameters, perform a risk assessment on each waterproofing node and merge them to obtain a comprehensive risk value; S3 classifies the waterproofing level of nodes based on the comprehensive risk value, generates differentiated waterproofing construction strategies according to the waterproofing level of nodes, and adjusts the engineering experience parameters based on construction feedback data.

[0019] This embodiment obtains historical waterproofing risk data for waterproofing nodes, predicts risk parameters based on this data and engineering experience, ensuring the relevance and accuracy of subsequent risk assessments. It corrects these risk parameters by adjusting construction physical factors, resulting in corrected risk parameters that improve the accuracy of risk assessments and the reliability of the project. Risk assessments are then performed on each waterproofing node based on these corrected risk parameters, and a comprehensive risk value is obtained, making the causes of risk measurable and comparable. Finally, waterproofing levels are assigned to nodes based on the comprehensive risk value, and differentiated waterproofing construction strategies are generated according to these levels, enhancing the adaptability of the construction strategies.

[0020] S1. Obtain historical waterproofing risk data for waterproofing nodes, predict risk parameters based on historical waterproofing risk data and engineering experience, and correct risk parameters through construction physical factors to obtain risk correction parameters.

[0021] In this embodiment S1, the waterproof joint includes an expansion joint joint, a post-pouring strip joint, and a through-wall pipe joint.

[0022] In this embodiment, the risk parameters include multi-source dynamic spectral density, relative displacement of the second deformation, and failure-related impact.

[0023] It should be noted that the S1 integrated air-rail-ground scenario includes an integrated hub structure formed by the three-dimensional convergence of the above-ground development building, the high-speed railway mainline, the urban rail transit station hall, and the ground road system within the same spatial node.

[0024] In this embodiment, the step of predicting risk parameters based on historical waterproofing risk data and engineering experience includes: S101, based on multi-source vibration data from historical waterproofing cases, multi-source dynamic spectral density is predicted; S102, the first deformation relative displacement is predicted by finite element analysis of historical waterproofing cases, and the engineering experience parameters are calculated by combining the measured displacement. S103, adjust the prediction parameters according to engineering experience parameters to obtain the second deformation relative displacement; S104, based on the predicted repair costs caused by waterproofing failures in historical waterproofing cases, the amount of collateral impact of the failure is obtained.

[0025] It should be noted that the first deformation relative displacement in S102 is used to quantitatively describe the relative displacement trend of the two sides of the waterproof node belonging to different construction blocks under long-term load and settlement, which is an important cause of waterproof structure failure.

[0026] It should be noted that the repair costs mentioned in S104 include the number of operating entities experiencing operational disruptions, the predicted duration of operational disruptions for a single entity, and direct repair costs; the operating entities include high-speed rail operating entities, urban rail operating entities, and above-ground development property operating entities.

[0027] In this embodiment S101, the specific formula for calculating the multi-source dynamic spectral density is as follows:

[0028] In the formula, For multi-source dynamic spectral density, The power sources are numbered, including power sources for high-speed rail operation, vibration sources for subway operation, power sources for motor vehicles on ground roads, and power sources for electromechanical equipment in buildings above. For the number of power sources, For the first Power source at waterproof nodes The acceleration power spectral density function at that point, This is the upper limit of the integration frequency. This is the lower limit of the integral frequency. The frequency variable represents the vibration.

[0029] It should be noted that the acceleration power spectral density function is obtained by fast Fourier transform based on the measured data of the acceleration sensors deployed on site.

[0030] In this embodiment S102, the specific formula for calculating the first relative displacement of deformation is as follows:

[0031] In the formula, The first deformation relative displacement is predicted. Waterproof joint The predicted deformation value for construction block A is as follows: Waterproof joint Predicted deformation values ​​for adjacent construction block B.

[0032] In this embodiment S102, the specific formula for calculating the engineering experience parameters is as follows:

[0033] In the formula, These are engineering experience parameters. Measured displacement in historical waterproofing construction cases.

[0034] In this embodiment S104, the specific formula for calculating the cascading impact of the failure is as follows:

[0035] In the formula, This refers to the collateral impact of the failure. This refers to the number of operating entities whose operations have been interrupted. For the predicted duration of operational disruption for a single entity, As the baseline interruption duration, For direct repair costs, Indirect operating losses, This is the baseline cost.

[0036] It should be noted that the purpose of adding 1 to the number of operating entities whose operations are interrupted in the formula for calculating the collateral impact of failure is to ensure that there is a base multiplier greater than 1, quantify the inherent attributes of the collateral impact event of failure, and avoid the collateral impact value being too biased when the number of operating entities whose operations are interrupted is 1, thus underestimating the collateral impact of failure caused by waterproofing issues.

[0037] It should be noted that the calculation formula for the cascading impact of a failure considers the number of operating entities, the predicted duration of operational interruption for each entity, and the direct repair costs. The number of operating entities reflects the scale of the impact, and the proportion of the predicted downtime of a single entity reflects the duration of the impact. Together, they reflect the degree of impact of the waterproofing problem on the failure of the operating entities. The combination of direct repair costs and indirect operational losses quantifies the objective cost of operational failure; Therefore, by combining the extent of the collateral impact and objective losses of node failure on the operating entity, we can comprehensively and profoundly depict the collateral impact of waterproof node failure in the complex system of integrated hub.

[0038] In this embodiment, the correction of risk parameters through construction physical factors includes: S105, Obtain meteorological statistics on the construction period and construction area, and determine the predicted temperature change value during the construction phase; S106. Based on the predicted temperature change value and the thermal expansion characteristics of the waterproof node structural material, calculate the predicted relative deformation caused by the temperature change as a temperature correction term. S107, Obtain the construction organization plan and statistical data of residual construction in similar historical projects, and determine the residual displacement ratio parameters. S108, Calculate the predicted residual displacement based on the relative displacement of the second deformation, and use it as a residual correction term; S109, the temperature correction term and the residual correction term are superimposed on the second relative deformation displacement to obtain the third relative deformation displacement.

[0039] In this embodiment S106, the specific formula for calculating the predicted relative deformation caused by the temperature change is as follows:

[0040] In the formula, The predicted relative deformation caused by temperature changes. The coefficient of linear expansion of the structure where the waterproof joint is located. The equivalent action length in the direction of relative deformation sensitivity. These are predicted values ​​for temperature changes during the construction phase.

[0041] It should be noted that the equivalent action length in the relative deformation sensitive direction is the equivalent action length determined along the relative deformation sensitive direction of the waterproof node. It is used to characterize the effective range of the relative displacement affecting the waterproof node and is determined based on the geometric dimensions, structural arrangement, or structural form of the adjacent structural units of the node.

[0042] In this embodiment S108, the specific formula for calculating the predicted residual construction displacement is as follows:

[0043] In the formula, This is the predicted amount of residual displacement during construction. This refers to the percentage parameter of residual displacement during construction. This represents the relative displacement of the second deformation.

[0044] In this embodiment S109, the specific formula for calculating the third deformation relative displacement is as follows:

[0045] In the formula, This represents the relative displacement of the third deformation.

[0046] S2, based on the risk correction parameters, performs a risk assessment on each waterproof node and merges them to obtain a comprehensive risk value.

[0047] In this embodiment, the step of assessing the risk of each waterproofing node based on the risk correction parameter and fusing them to obtain a comprehensive risk value includes: S201, normalize the risk correction parameters to obtain risk parameter scores, and determine the relative weights of the risk correction parameters through the analytic hierarchy process. S202, the risk parameter scores of each waterproof node are weighted and summed with their relative weights to obtain the comprehensive risk value.

[0048] It should be noted that the normalization process and analytic hierarchy process in S201 are existing technical means, and will not be described in detail in this embodiment.

[0049] In this embodiment S202, the formula for calculating the comprehensive risk value is as follows:

[0050] In the formula, For the comprehensive risk value, , , These are the risk parameter scores obtained after normalizing the risk correction parameters. , , These are the relative weights corresponding to the risk correction parameter scores.

[0051] S3 classifies the waterproofing level of nodes based on the comprehensive risk value, generates differentiated waterproofing construction strategies according to the waterproofing level of nodes, and adjusts the engineering experience parameters based on construction feedback data.

[0052] In this embodiment, the step of classifying the waterproofing level of nodes based on comprehensive risk values ​​includes: S301, based on the comprehensive risk value, the first-level threshold and the second-level threshold are determined by statistical methods; S302, when the comprehensive risk value is less than the second-level threshold, the waterproof level of the node is determined to be level three; S303, when the comprehensive risk value is not less than the second-level threshold and less than the first-level threshold, the waterproof level of the node is determined to be level two; S304. When the comprehensive risk value is not less than the first-level threshold, the waterproof level of the node is determined to be level one.

[0053] In this embodiment S302, the following is satisfied: At that time, the waterproofing level of the joint was level three; In this embodiment S303, the following is satisfied: At that time, the waterproofing level of the joint was level two; In this embodiment S304, the following is satisfied: At that time, the waterproofing level of the joint was Grade 1.

[0054] in, The first-level threshold, The second-level threshold, For all composite risk values The mean, For all composite risk values The standard deviation.

[0055] In this embodiment, the generation of differentiated waterproofing construction strategies based on the waterproofing level of the nodes includes: S305, when the waterproofing level of the node is Level 1, the reinforcement waterproofing construction strategy is extracted from the preset waterproofing construction strategy library; S306, when the waterproofing level of the node is level 2, extract the ordinary waterproofing construction strategy from the preset waterproofing construction strategy library; S307 When the waterproofing level of the node is level three, extract the material reduction waterproofing construction strategy from the preset waterproofing construction strategy library.

[0056] In this embodiment S305, the reinforcement and waterproofing construction strategy includes: Waterproofing construction is carried out through a four-fold combination of embedded waterstop, external waterstop, sealing and caulking, and injectable grouting pipe. The deformation capacity of the waterstop is not less than twice the relative displacement of the third deformation. Within the construction area on both sides of the pre-designed waterproof node, increase the steel reinforcement ratio and add crack-resistant steel mesh.

[0057] In this embodiment S307, the subtractive waterproofing construction strategy includes: To prevent foundation leakage, the amount of waterproofing material should be reduced, and waterproofing materials with reduced durability should be selected. Remove the additional waterproof layer.

[0058] It should be noted that the subtractive waterproofing construction strategy in S307 should meet the minimum waterproofing design requirements of the construction standard to ensure that it does not affect the normal basic waterproofing function.

[0059] In this embodiment, adjusting engineering experience parameters based on construction feedback data includes: S308, extract the measured value of the third deformation relative displacement from the acquired construction feedback data, and construct the displacement deviation index; S309, calibrate engineering experience parameters based on displacement deviation index.

[0060] In this embodiment S309, the specific formula for calculating the displacement deviation index is as follows:

[0061] In the formula, For displacement deviation index, This is the measured value of the relative displacement of the third deformation. This represents the predicted relative displacement of the third deformation.

[0062] In this embodiment S309, the calibration calculation formula is as follows:

[0063] In the formula, These are the calibrated engineering experience parameters. These are engineering experience parameters. This is the preset update parameter.

[0064] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0065] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, in the form of a computer program product.

[0066] Those skilled in the art will recognize that the modules and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0067] In addition, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0068] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0069] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for controlling the waterproofing construction of an integrated air-rail-ground transportation hub, characterized in that, Includes the following steps: Obtain historical waterproofing risk data for waterproofing nodes, predict risk parameters based on historical waterproofing risk data and engineering experience, and correct risk parameters through construction physical factors to obtain risk correction parameters; Each waterproofing node is risk-assessed based on the risk correction parameters, and the combined risk value is obtained. The waterproofing level of each node is determined based on the comprehensive risk value. Differentiated waterproofing construction strategies are generated according to the waterproofing level of each node, and engineering experience parameters are adjusted based on construction feedback data.

2. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 1, characterized in that, The risk parameters include multi-source dynamic spectral density, relative displacement of the second deformation, and the amount of cascading effects of failure.

3. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 2, characterized in that, The risk parameters predicted based on historical waterproofing risk data and engineering experience include: Multi-source dynamic spectral density is predicted based on multi-source vibration data from historical waterproofing cases. The first deformation relative displacement was predicted by finite element analysis of historical waterproofing cases, and the engineering empirical parameters were calculated by combining the measured displacement. The prediction parameters are adjusted based on engineering experience parameters to obtain the second deformation relative displacement. The associated impact of the failure is predicted based on the repair costs caused by waterproofing failures in historical waterproofing cases.

4. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 3, characterized in that, The method of correcting risk parameters through construction physical factors includes: Obtain meteorological statistics on the construction period and construction area to determine the predicted temperature changes during the construction phase; Based on the predicted temperature change value and combined with the thermal expansion characteristics of the waterproof node structural material, the predicted relative deformation caused by the temperature change is calculated as a temperature correction term. Obtain construction organization plans and statistical data on residual construction from similar historical projects to determine the proportion parameters of residual construction displacement. The predicted residual displacement during construction is calculated based on the relative displacement of the second deformation, and used as a residual correction term. The temperature correction term and the residual correction term are superimposed on the second relative deformation displacement to obtain the third relative deformation displacement.

5. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 4, characterized in that, The risk assessment of each waterproofing node based on the risk correction parameter, and the resulting comprehensive risk value, includes: The risk correction parameters are normalized to obtain risk parameter scores, and the relative weights of the risk correction parameters are determined by the analytic hierarchy process. The risk parameter scores and relative weights of each waterproofing node are weighted and summed to obtain the comprehensive risk value.

6. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 5, characterized in that, The method of classifying the waterproofing level of nodes based on comprehensive risk values ​​includes: Based on the comprehensive risk value, the first-level threshold and the second-level threshold are determined by statistical methods. When the overall risk value is less than the second-level threshold, the waterproofing level of the node is determined to be level three; When the comprehensive risk value is not less than the second-level threshold and less than the first-level threshold, the waterproofing level of the node is determined to be level two. When the overall risk value is not less than the first-level threshold, the waterproofing level of the node is determined to be level one.

7. The method for waterproofing construction control of an integrated air-rail-ground transportation hub according to claim 6, characterized in that, The differentiated waterproofing construction strategy based on the waterproofing level of each node includes: When the waterproofing level of the node is Level 1, a reinforcement waterproofing construction strategy is extracted from the preset waterproofing construction strategy library. When the waterproofing level of the node is level 2, a common waterproofing construction strategy is extracted from the preset waterproofing construction strategy library; When the waterproofing level of the node is level three, the material reduction waterproofing construction strategy is extracted from the preset waterproofing construction strategy library.

8. The method for waterproofing construction control of an integrated air-rail-ground transportation hub according to claim 7, characterized in that, The adjustment of engineering experience parameters based on construction feedback data includes: The measured values ​​of the third deformation relative displacement are extracted from the obtained construction feedback data to construct a displacement deviation index; The engineering experience parameters are calibrated based on the displacement deviation index.

9. The waterproofing construction control method for integrated air-rail-ground transportation hubs according to claim 8, characterized in that, The reinforcement and waterproofing construction strategy includes: Waterproofing construction is carried out through a four-fold combination of embedded waterstop, external waterstop, sealing and caulking, and injectable grouting pipe. The deformation capacity of the waterstop is not less than twice the relative displacement of the third deformation. Within the construction area on both sides of the pre-designed waterproof node, increase the steel reinforcement ratio and add crack-resistant steel mesh.

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