Fabricated structure of underground subway station crossing road

Abstract

The utility model discloses a fabricated structure of an underground subway station traversing a road, which is divided into two parts: 1) excavating after the underground excavation section, covered by the road, of the subway station is subjected to novel reinforcement, and 2) excavating after the underground excavation section of the subway station below the road is reinforced and excavated. And assembling construction of the fabricated subway station in different modes of the underground excavation section and the open excavation section is carried out. The upper supporting part of the station bottom plate and the lower end of the station side wall as well as the upper supporting part of the station side wall and the corresponding end part of the station top plate are assembled and connected through a concave-convex matching connecting structure; the concave-convex matching connecting structure comprises a supporting convex part and a matching concave part; a rail is arranged on the supporting protruding part corresponding to the underground excavation section, and a wheel structure matched with the rail is arranged in the matched concave part. The underground excavation section and the open excavation section are combined for construction, the problem that traditional five components are difficult to combine with one another is avoided, and the problem that an assembly type station highly depends on large gantry crane equipment is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of subway station construction, in particular to an assembled structure of an underground subway station crossing a highway. Background Art

[0002] With the increasing number of subway constructions, it is inevitable that subway stations or subway stations and entrances and exits are separated and blocked by roads to form street tunnels (large underground spaces). Regardless of whether the tunnel is constructed by open cut or open cut (covered excavation), the road must be enclosed and closed to relieve traffic. Especially when constructing the pile foundation of the tunnel (with a special space underneath covered by the road), the road is occupied for a long time, which often fails to meet the owners' requirements for long road occupation time.

[0003] The existing subway open cut assembly structure determines the assembly location and construction is highly dependent on heavy lifting equipment to lift it into place. Fig.17 As shown, it consists of five components, ABCDE, especially components DE and C, which are difficult to wedge into each other at the same time, and there is a problem of mutual combination; generally, prefabricated stations in subway stations are constructed by open excavation. Because the prefabricated components are large in size and heavy in weight, they need to be hoisted from top to bottom to the assembly section after open excavation, and are highly dependent on tower cranes to hoist them to the first assembly site. In addition, open excavation generally requires support while digging, and multiple supports will inevitably affect the lowering of large components of the station.

[0004] For example, a method for assembling a prefabricated subway station with an open-cut pile support system disclosed in Chinese patent CN113062354A includes the following steps: step 1: excavate in layers to the designed pit bottom elevation, and set up multiple internal supports; step 2: assemble the bottom plate, assemble it ring by ring, and tension and lock it; step 3: backfill the fat troughs and inverts on both sides of the bottom plate, and after the fat troughs are backfilled to the designed strength, remove the fourth support; step 4: increase the density of the third support along the longitudinal direction of the foundation pit, assemble the first-loop center column and the middle longitudinal beam, and install the assembly trolley; step 5: assemble the first-loop side wall blocks; step 6: assemble the left top plate and the right top plate of the first ring by means of the assembly trolley; step 7: assemble the first-loop middle plate by means of the assembly trolley, and construct the top support device behind the side wall at the middle plate position; step 8: remove the second and third supports that affect the assembly of the second-loop components, and assemble the subsequent side wall blocks, the left top plate, the right top plate and the middle plate; the existing open-cut scheme is highly dependent on heavy-duty lifting equipment for lifting, which affects the assembly efficiency. Moreover, the existing technologies at home and abroad cannot meet the requirements of space reinforcement construction of dark excavation and subway stations with relatively large space, and there is no precedent for prefabricated construction technology of dark excavation sections of subway stations at home and abroad. Utility Model Content

[0005] In view of the deficiencies in the prior art, the utility model provides a space reinforcement excavation and assembly structure for an underground subway station crossing a highway, which can realize concealed excavation assembly construction and is beneficial to the assembly construction of the underground subway station crossing the highway.

[0006] In order to solve the above technical problems, the technical solution adopted by the utility model is:

[0007] The utility model can solve the problem of reinforced excavation of underground subway station sections on highways; form a large underground space by excavating the underground section of the subway station, and carry out the assembled structure of the subway station and its construction method. The specific contents of the utility model are:

[0008] An assembled structure of an underground subway station crossing a highway comprises a station floor, a station roof and a pair of station side walls arranged between the floor and the roof, a station middle plate is arranged between the pair of station side walls, a lower support portion is arranged at the edge of the station floor, an upper support portion is arranged at the top of the station side wall, the lower support portion of the station floor and the lower end of the station side wall, and the upper support portion of the station side wall and the corresponding end of the station roof are all assembled and connected by a concave-convex matching connection structure, the concave-convex matching connection structure comprises a supporting protrusion and a matching concave portion; a sleeper is pre-embedded on the supporting protrusion corresponding to the dark excavation section, a rail is installed on the sleeper, and a special "wheel structure" matching the rail is pre-embedded in the matching concave portion.

[0009] The supporting convex part and the matching concave part of the concave-convex matching connection structure correspond to the open-cut section in a trapezoidal matching structure. The trapezoidal concave-convex connection structure of the open-cut section does not have a square convex part that is narrow at the top and wide at the bottom, and the concave part at the top is wide at the bottom and narrow at the top. The "trapezoidal connection structure" facilitates the vertical lifting and installation of the segmented side walls and segmented top plates of the open-cut section from top to bottom. Reduce the gap of the "concave-convex joint".

[0010] The rails are arranged on the supporting protrusions through sleepers.

[0011] The concave-convex fitting connection structure is provided with a pre-buried grouting pipe, and after assembly, grouting and solidification are carried out through the grouting pipe to form an integral structure.

[0012] The station floor is a floor structure cast at the construction site, and the station floor has pre-embedded anchor cables with corrugated pipes, reserved anchor cable holes on the sides (reserved anchor cable length to the top of the side wall), reserved anchor rod holes on the sides, and horizontally penetrating floor plates with sleeve anchor cables; the floor plate sleeve anchor cable bundles the anchor cables through the pre-embedded anchor cable holes on the sides of the station floor and remain at the top of the side wall; after the side wall and the floor are assembled, the anchor cable holes reserved in the side walls are bundled and tensioned to the top of the side walls.

[0013] The inner side of the station side wall of the dark excavation section is provided with a groove, the end of the station middle plate is wedged into the groove of the side wall, and the groove bottom in the groove and the lower part of the end of the station middle plate are connected by a concave-convex connection matching structure; the middle plate of the dark excavation section station is provided with a rail top air duct connected with the middle plate anchor rod;

[0014] A middle plate backing plate is provided at the (upper) end of the middle plate of the open-cut section station, and the reserved anchor holes of the middle plate backing plate are consistent with the reserved anchor holes of the side wall. The open-cut section hoists the segmented middle plate to the side wall reserved side wall flange middle plate bridging plate, and then the reserved anchor holes of the middle plate backing plate are anchored and connected with the reserved anchor holes of the side wall; the station middle plate is provided with rail top air ducts and middle plate anchor rods for consolidation, middle plate reserved anchor cable holes, longitudinal anchor rods, longitudinal anchor cable reserved holes, and middle plate and side wall flange plate anchor rod holes; the longitudinal anchor rods are used for tensioning and consolidation between middle plate sections, and are continuously lengthened for consolidation with the next middle plate section. The reserved holes for the longitudinal anchor cables of the segmented middle plate are lengthened until they penetrate the entire middle plate. After the middle plate is fully penetrated, the bundled anchor cables are inserted through the longitudinal anchor cable holes. The bundled ends of the anchor cables of the middle plate of the dark excavation section are inserted through the "bridge-type reinforcement structure "connecting beam" reserved anchor cable holes" to tension the anchor cables of the reinforcement structure of the dark excavation section ends and then grouting is injected into the anchor cable holes of the middle plate;

[0015] The station roof is provided with a roof sleeve anchor cable and segmented anchor bolt holes that penetrate horizontally; the segmented roofs are longitudinally anchored, and a total sleeve anchor cable hole is reserved longitudinally on the roof to tension and consolidate the total anchor cable of the roof. The horizontal pre-buried anchor cable of the roof passes through the reserved hole of the side wall to the reserved hole of the bottom plate for tension and consolidation.

[0016] A column structure is provided between the station middle plate and the station bottom plate in the open cut section.

[0017] Compared with the prior art, the utility model has the following advantages:

[0018] The prefabricated structure of the underground subway station crossing the highway is reasonably designed. It is constructed by combining dark excavation and open excavation. The prefabricated structure adopts a new concave-convex connector structure to avoid the difficulty of combining the traditional five components. It overcomes the high dependence of prefabricated stations on large gantry crane equipment and solves the problem of being unable to lift above the dark excavation. The new reinforcement makes the station's dark excavation assembly section above the excavation section, reducing the upper excavation area and facilitating the construction of the assembly station. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The following is a brief description of the contents and symbols in the drawings of this specification:

[0020] Figure 1 This is the assembly structure diagram of the dark excavation section of the utility model.

[0021] Figure 1-1 This is a structural diagram of the utility model in which the middle plate and side wall of the concealed excavation section are assembled in a similar overlapping manner to the open excavation section.

[0022] Figure 2 This is the assembly structure diagram of the open-cut section of the utility model.

[0023] Figure 3 It is a schematic diagram of the relationship between the station and the highway of the utility model and a top view of the bridge structure and the ground-connected wall on both sides of the dark excavation end.

[0024] Figure 4 This is an enlarged view of the (bridge-shaped) reinforcement structure (and ground-connected wall) on both sides of the end of the dark excavation section of the utility model.

[0025] Figure 5 This is a vertical view of the bridge-type reinforcement structure on both sides of the end of the dark excavation section of the utility model.

[0026] Figure 6 This is a structural diagram of the "convex-concave connection" of various components of the dark-excavation station of the utility model.

[0027] Figure 7 This is a structural diagram of the "convex-concave connection" of various components of the open-cut section station of the utility model.

[0028] Figure 8 It is a schematic diagram of the bottom plate of the underground excavation section station of the utility model.

[0029] Fig. 9 It is a schematic diagram of the middle plate of the dark excavation section of the utility model.

[0030] Fig.10 It is a schematic diagram of the top plate of the dark excavation section of the utility model.

[0031] Figure 11-1 It is a schematic diagram of the side wall of the dark excavation section (the side wall and the middle plate are connected in a groove type) of the utility model.

[0032] Figure 11-2 It is a schematic diagram of the side wall of the dark excavation section (the side wall and the middle plate are overlapped and connected) of the utility model.

[0033] Fig.12 It is a schematic diagram of the connection between the middle plate and the side wall of the dark excavation section of the utility model.

[0034] Fig.13 For this utility model Fig.12 Schematic diagram of the structure and base plate connection.

[0035] Fig.14 For this utility model Fig.13 Schematic diagram of the structure and top plate connection.

[0036] Fig.15 This is a structural diagram of the middle plate of the open-cut section of the utility model.

[0037] Fig.16 This is a structural diagram of the open-cut section middle plate and side wall after consolidation.

[0038] Fig.17 It is an open cut and assembled structure for the existing subway.

[0039] In the figure:

[0040] 1. Station side wall T, 2. Station floor W, 3. Station middle plate, 4. Station roof O, 5. Sleepers, 6. Rails, 7. Rail top air duct, 8. Wheels, 9. Grouting pipe, 10. Anchor hole, 11. Side wall flange middle plate lap plate, 12. Middle plate backing plate, 13. Rail top air duct and middle plate anchor, 14. Middle plate reserved anchor hole, 15. Longitudinal anchor hole, 16. Longitudinal anchor hole, 17. Middle plate and side wall flange plate anchor hole, 18. Concave part, 19. Top plate with corrugated pipe anchor cable, 20. Bottom plate with corrugated pipe anchor cable, 21. Side reserved anchor hole, 22. Side reserved anchor hole, 23. Mid-span bridge side pier pile foundation, 24. Mid-span 1. Ground connection wall between the side pier and the main pier, 25. Pile foundation of the main pier of the mid-span bridge, 26. Ground connection wall between the mid-span bridge and the single-span double-cantilever bridge below, 27. Pile foundation of the single-span double-cantilever bridge below and ground connection wall between pile foundations, 28. Columns, 29. Column piers, 30. Longitudinal and transverse beams, 31. Column top supports, 32. Consolidation anchor rods, 33. Upper reinforced concrete interlayer, 34. Upper tensioned anchor cable layer, 35. Mid-span bridge deck structure, 36. Lower tensioned anchor cable layer of the single-span cantilever bridge deck system, 37. Upper reinforced concrete interlayer of the single-span cantilever bridge deck system, 38. Lower top-supported arch bridge, 39. Lower single-span double-cantilever arch bridge deck structure, 40. Dark excavation station section under the highway. DETAILED DESCRIPTION

[0041] The specific implementation of the utility model will be further explained in detail below through the description of embodiments with reference to the accompanying drawings.

[0042] like Figures 1 to 16 As shown, the assembled structure of the underground subway station crossing the highway; Figure 1 As shown: Figure 1 The assembled structure diagram of the dark excavation section of the utility model is as follows: the assembled structure includes a station floor 2, a station roof 4, and a pair of station side walls 1 arranged between the floor and the roof, a station middle plate 3 is arranged between the pair of station side walls, an upper support portion is arranged at the edge of the station floor, and an upper support portion is arranged at the top of the station side wall. The upper support portion of the station floor and the lower end of the station side wall, and the upper support portion of the station side wall and the corresponding end of the station roof are connected by a "convex-concave matching connection structure" as shown in FIG. Figure 6 As shown: the concave-convex matching connection structure includes a supporting protrusion (rail sleeper 5) and a matching concave portion 18; the supporting protrusion 5 corresponding to the dark excavation section is provided with a rail 6, and the matching concave portion 18 is provided with a wheel 8 structure matching the rail. (The wheel 8 is firmly welded to the upper prefabricated structure steel bar through the wheel axle, and is buried in the upper prefabricated structure. The lower rail sleeper 5 and the reinforced rail component are pre-buried in the lower structure in advance)

[0043] The utility model optimizes the traditional five components ABCDE into a three-component construction of WTO, which is simple and firm to construct. The special concave connection between the station floor 2 (W) and the station side wall 1 (T), and the side wall 1 (T) and the station roof 4 (O) is used to avoid the difficulty of combining the traditional five components. The connection between the subway floor W and the side wall T, and the side wall T and the roof O is similar to the relationship between the subway track and the subway car wheel "concave and convex new connector" Figure 6 It not only overcomes the high dependence of prefabricated stations on large gantry crane equipment, but also solves the problem of being unable to lift above the dark excavation; the top plate 4 (O) "arch bridge" design reduces the excavation area above, which is also conducive to the construction of prefabricated stations.

[0044] like Figure 1 With Figure 1-1 The only difference is the connection method of the middle plate and side wall;

[0045] like Figure 2 Shown: Different from Figure 1 Yes, Figure 2 This is the assembly structure diagram of the open-cut section of the station (the open-cut section of the station outside the highway): the connection method between the bottom plate 2 of the open-cut section and the side wall 1, and the side wall 1 and the top plate 4 is a "trapezoidal concave-convex connection structure": the lower convex part is "narrow at the top and wide at the bottom"; the upper concave part 18 is "narrow at the top and wide at the bottom", which is conducive to the open-cut section crane to lift the components from above to the components below. The open-cut section uses a crane to directly lift the middle plate onto the side wall flange middle plate slat 11, and the side wall flange middle plate slat reserved holes are anchored with the middle plate reserved holes and the middle plate backing plate 12 reserved holes. The middle plate backing plate 12 reserved holes are anchored with the side wall reserved holes 10. The middle plate transverse reserved holes 14 are aligned with the side wall reserved holes, and the anchor cables passing through the middle plate and the side wall reserved holes are tensioned and then grouted. Before the construction of the middle plate, the column pier 29 of the vehicle standing is hoisted in, and the reserved holes of the column pier 29 are fixed with the pre-embedded bolts during the pouring of the bottom plate. The prefabricated column 28 with the top support 31 is hoisted in and in the column pier hole. Then the middle plate with the embedded longitudinal and transverse beams 30 is installed on the column top support with the column. The consolidation anchor rods 32 are fixed with the reserved holes of the column top support with the column and the reserved holes of the middle plate with the longitudinal and transverse beams. The segmented rail top air duct and the segmented middle plate are also fixed with anchor cables through the reserved holes. Figure 1 As shown in the figure, the middle plate and side wall of the dark excavation section are wedged into the junction of the dark excavation end and the open excavation through a "new concave-convex connector" in a manner similar to "wheel", "wedge" and "railway". Similarly, the segmented rail top air duct and the segmented middle plate are also consolidated through the reserved holes for anchor rods.

[0046] like Figure 3As shown, the station is an "I"-shaped station with shield hoisting shafts at both ends. The section from MN to HG of the station is covered by the east-west highway between L1 and L2, forming a dark-cut section from MM to GH. Dark-cut sections are required, and semi-assembled. The dark-cut sections from MM to GH are excavated after new reinforcement, dark-cut sections from MN to GH are excavated, and the rest are open-cut. Pile foundation construction is adopted for the open-cut sections AM and BN, and crown beam construction is carried out on the top of the piles. Crane rails are installed above the crown beam for hoisting of components in the open-cut section. Reinforcement structures are set on the outside of the standard sections ABCD, AB and CD.

[0047] In such Figure 3 Outside L1 and L2 on both sides of the highway, outside AC and BD of the station, LECS and FPKD rectangular three-way pile foundation plus rotary jet pile retaining structure, near the highway side LE and FP side, mixing pile soil reinforcement, from the ground down to the bottom of the station floor, the width is 2 meters outside the lower pedestal, the upper pedestal width is 2 meters outside, the depth is to the bottom of the station floor, three-axis mixing concrete is used to mix the soil, the strength can meet the self-stabilization safety needs of the pedestal construction soil and meet the excavation construction requirements, after the construction of the other three directions of "LESC" and "FPDK", the mid-bearing bridge side pier pile foundation 23, the mid-bearing bridge main pier pile foundation 25, and the single-hole double-cantilever bridge pile 27 pile foundation construction. The pile foundation is 1 meter wide on the SC and DK sides. It is convenient to construct the longitudinal anchor cable of the ground-connected wall and the longitudinal reinforced concrete partition.

[0048] A ground-connected wall is constructed between the pile foundations, and a sleeve is longitudinally spot-welded in the steel bars of the ground wall. Both ends of the sleeve are sealed with tape. When excavating to the mid-bearing pedestal, a mid-bearing reinforcement bridge across the station is constructed. The mid-bearing bridge deck structure bridge deck system 35 includes an upper reinforced concrete interlayer 33 and an upper tensioned anchor cable layer 34. The upper reinforced concrete interlayer 33 is selected to be constructed from the L2 side to the opposite side (L1 side) 10 cm below the highway cushion layer, and an anchor cable reinforcement layer is constructed to the opposite side. The opposite side L1 side receives the anchor cable sent from the L2 side, and both sides pass through the upper-bearing bridge deck system through the sleeve. When the burning strength of the double-bearing upper-bearing bridge deck system meets the tensioning requirements, tensioning is performed. A reinforced bridge-shaped structure 33 is formed with the tensioned anchor cable layer 34 as the tensioning stiffness reinforcement layer and reinforced concrete as the water-stop layer structure. Similarly, the deck system of the single-span double-side cantilever bridge constructed below includes an anchor tensioning layer 36 and a reinforced concrete interlayer structure layer 37 to form a double-layer horizontal reinforced bridge-shaped structure that crosses the highway vertically. The LECS and FPKD three-party enclosure structures are excavated, and the exposed grouting pipes of the ground connection wall 24 between the side pier and the main pier of the mid-span bridge and the ground connection wall 26 between the mid-span bridge and the single-span double-cantilever bridge below are removed and sealed at the moment. A steel bar and anchor cable composite structure is constructed longitudinally from the highway L2 side to the highway L1 side, with the anchor cable close to the highway side, forming a three-line vertical anchor cable and concrete composite reinforcement structure between the ground connection wall 24 between the side pier and the main pier of the mid-span bridge and the pile foundation 25 of the main pier of the mid-span bridge, and the pile foundation of the single-span double-cantilever bridge below and the ground connection wall 27 between the pile foundations. The upper part is a mid-span bridge, and the inner side of the main pier below the mid-span bridge is a single-hole double-cantilever bridge. Both bridges span the standard section of the subway station, close to the L1 and L2 sides of the highway respectively. The decks of the mid-span bridges on both sides are tensioned by sleeve-threaded anchor cables, and form a longitudinally reinforced bridge structure with the reinforced concrete structure above the anchor cables. The dark excavation section is connected to the bridge deck hanger below through the single-hole double-cantilever arch bridge deck structure below, so that the mid-span arch ribs can support the lower excavation when it is empty. The mid-span arch ribs bear the support force through the pile foundation 25 of the main pier of the mid-span bridge.

[0049] Figure 3 It is a schematic diagram of the relationship between the station and the highway of the utility model and a top view of the bridge structure and the ground-connected wall on both sides of the dark excavation end; Figure 4It can be seen from the figure that from the outside to the inside, they are the pile foundation 23 of the side pier of the mid-span bridge, the ground-connected wall 24 between the side pier and the main pier of the mid-span bridge, the ground-connected wall 26 between the mid-span bridge and the single-span double-cantilever bridge below, and the ground-connected wall 27 between the pile foundations of the single-span double-cantilever bridge below. Among them, the ground-connected wall 24 between the side piers and the main pier of the mid-span bridge, the ground-connected wall 26 between the mid-span bridge and the single-span double-cantilever bridge below, and the ground-connected wall 27 between the pile foundations of the single-span double-cantilever bridge below are anchored with cables and reinforced concrete to form a mixed vertical reinforcement layer, wherein the anchor cables are tensioned with the anchor cables of the reinforced ground-connected wall on the opposite side to resist the vertical soil side pressure, and the reinforced concrete reinforcement layer forms a vertical water-stop curtain layer. The upper and lower bridge deck structures and part of the "portal ring beam" between the two main piers of the single-span double-cantilever bridge are also reinforced with anchor cables and concrete interlayers, forming three layers of anchor cables and reinforced concrete structure reinforcement on the top, and together with the vertical three layers of anchor cables and reinforced concrete reinforcement structure, a three-layer closed new reinforcement system is formed. The bottom plate is uniformly cast on-site. The components of the standard section AB to CD of the station adopt a new "concave-convex" connection. Among them, the components between the dark excavation section MN to GH adopt a "concave-convex" type in which wheels and track structures are arranged respectively to transport the assembled components to the required locations. For other non-dark excavation sections of the station, lifting equipment can be used to directly lift the upper recessed structure of the "concave-convex" structure and connect it with the convex (trapezoidal) structure below.

[0050] Figure 4 and Figure 5 Can be combined with Figure 5It is a bridge-shaped reinforcement structure across the subway dark excavation section at the end of the subway dark excavation. The dark excavation station section 40 under the highway is the subway dark excavation section. The single-hole double-cantilever bridge pile foundations and the ground-connected walls 27 between the pile foundations, the ground-connected walls 26 between the mid-span bridge and the single-hole double-cantilever bridge below, the pile foundations 25 of the main pier of the mid-span bridge, the ground-connected walls 24 between the side piers of the mid-span bridge and the main pier, and the pile foundations 23 of the side piers of the mid-span bridge are all reinforcement structures of the dark excavation section. Through the three ground-connected walls, namely the ground-connected walls 24 between the side piers of the mid-span bridge and the main pier, the ground-connected walls 26 between the mid-span bridge and the single-hole double-cantilever bridge below, and the pile foundations of the single-hole double-cantilever bridge below and the ground-connected walls 27 between the pile foundations, the anchor cables and reinforced concrete composite structure are constructed towards the side wall of the same structure at the other end of the dark excavation section, and the pile foundations of the end bridge-shaped structure pile foundation group are relied on to resist the lateral earth pressure. The underground excavation section is laterally reinforced and laterally waterproofed, the upper reinforced concrete interlayer 33 and the upper tensioned anchor cable layer 34 in the upper mid-span arch bridge deck structure 35, and the lower tensioned anchor cable layer 36 of the single-span cantilever bridge deck system and the upper reinforced concrete interlayer 37 of the single-span cantilever bridge deck system in the upper bridge deck structure 39 of the lower single-span double cantilever bridge are tensioned and consolidated with anchor cables on the opposite side of the same bridge-shaped reinforcement structure, and the double-layer anchor cable tensioning force is converted into the upper and lower bridge pile foundation force in the reinforced concrete structure above the anchor cable: the upper mid-span bridge deck is converted into the main bridge pier and pile foundation through the upper arch rib, and the arch rib is connected to the lower single-span double cantilever bridge deck, and part of the anchor cable tensioning force of the lower single-span double cantilever 36 is borne by the upper bridge arch rib. The upper reinforced concrete interlayers 33 and 34 and the tensioned anchor cable layer above the upper mid-span arch bridge deck structure 35, as well as the tensioned anchor cable layer 36 below the single-span cantilever bridge deck system and the upper reinforced concrete interlayer 37 above the single-span cantilever bridge deck system in the upper bridge deck structure 39 of the lower single-span double-cantilever bridge, are tensioned and consolidated with anchor cables to the same bridge-shaped reinforcement structure on the opposite side, and in the reinforced concrete structure above the anchor cables, the tensioned force of the double-layer anchor cables is converted into the force of the upper and lower bridge pile foundations: the upper mid-span bridge deck is converted into the main piers and pile foundations through the upper arch ribs, and the arch ribs are connected to the lower single-span double-cantilever bridge deck, part of the tensioned force of the anchor cables of the lower single-span double-cantilever 36 is borne by the upper arch ribs, and part is supported by the lower bridge structure, and the lower upper-span arch bridge 38 structure is borne by the bridge pile foundations on both sides. The double-layer bridge deck anchor cable tensioning structure completes the rigid reinforcement above the dark excavation section, and the reinforced concrete structure above the anchor cable completes the dark excavation section "bridge deck system" to form the "water stop layer" structure above the dark excavation section. After the reinforced concrete reinforcement strength above the dark excavation and on both sides meets the tensioning conditions, tensioning is carried out. After the anchor cable hole grouting strength reaches the required strength of the concrete grade after tensioning, the dark excavation station section 40 below the dark excavation section highway is excavated.

[0051] The dark-cut tunnel to be excavated may also be under the highway across the station. The subway station has a large space and there is no shield and jacking working surface equipment large enough to solve the problem of dark-cut tunnels under the highway. On the other hand, the highway is not allowed to occupy the road for a long time. For the excavation of the subway station, this new reinforcement will come into being. After the successful reinforcement of this new type, excavation is carried out. Although the dark excavation is carried out after reinforcement, the station space is large, and the excavator can still carry out normal excavation without affecting the excavation efficiency. Excavation can be carried out through the two ends of the station. After the excavation is completed, the standard section of the station (between AB and CD) is assembled. The prefabricated components of the station can be hoisted under the dark excavation end GE and HF, and the prefabricated components are pushed into the station "standard section" (between MN and GH) after the reinforcement excavation is completed.

[0052] The supporting convex part and the matching concave part of the concave-convex matching connection structure are trapezoidal matching structures corresponding to the open-cut section. The assembly structure of the open-cut section does not need to be configured with a rail wheel structure, and can be directly assembled by hoisting equipment.

[0053] After the reinforced excavation is completed, the assembly components can be hoisted through the standard section end working surface. The through space is conducive to loading and transporting special large space segments. Moreover, the reinforced excavation is stable and the lack of horizontal support is more conducive to the assembly construction of special large spaces. The reinforced structure is firm, and the construction is green, environmentally friendly and fast. The end reinforcement construction is carried out within the protection range of the protruding enclosure structure, which is safer.

[0054] The reinforcement structure of the standard section of the subway station includes a construction anchor tensioning stiffening layer and a reinforced concrete interlayer. Similarly, the inner layer is composed of the inner closed reinforcement layer consisting of the pedestal and the ground-connected wall between the connecting beam between the pedestals and the pile foundation under the pedestal. The semi-circular arch structure between the piers on both sides and the main arch legs on both sides and the ground-connected wall between the pile foundation under the lower pedestal form the middle closed reinforcement structure. The three-layer reinforcement structure is based on the three-layer reinforcement structure on both sides of the opening. The anchor tension is applied on the opening side, and the adjacent reinforced concrete reinforcement interlayer forms three reinforcement layers. The connecting beam between the caps of the single-hole double-cantilever bridge is tensioned with anchor cables through the two caps, and the bridge deck box girder is tensioned with the bridge piers through the main and side arch legs. A part of the arc arch structure between the bridge box girder and the bridge piers on both sides is tensioned with anchor cables, and the other part of the anchor cable is arranged on the outer side of the cap to reserve sleeves for tensioning the caps on both sides, forming a stable and rigid anchor cable reinforcement structure. The three-layer water tension reinforcement support is supported by the overall reinforcement structure of the bridge ends on both sides. The two sets of vertical reinforcement structures on both sides of the hole are combined into a complete overall reinforcement to reinforce the special large space below.

[0055] After the dark excavation section is fully reinforced and the Xiagai section of the subway station under the highway is excavated, the standard section of the subway is assembled. The upper and lower connecting structures of the open excavation section are designed as a "trapezoidal" structure. In order to facilitate the crane to easily wedge the upper concave into the lower "convex" structure, the assembly is quick.

[0056] The rails are arranged on the supporting protrusions through sleepers. A groove is arranged on the inner side of the station side wall in the dark excavation section, and the end of the station middle plate is wedged into the groove of the side wall. The groove bottom in the groove and the lower part of the end of the station middle plate 3 are connected by a concave-convex matching structure. A column structure is arranged between the station middle plate and the station bottom plate in the open excavation section.

[0057] A pre-buried grouting pipe 9 is provided at the concave-convex fitting connection structure, and after assembly, grouting and solidification are performed through the grouting pipe to form an integral structure.

[0058] The station floor is a cast-in-place floor structure, with side reserved anchor holes 21, side reserved anchor rod holes 22, and horizontally penetrating floor sleeve anchor cables 20 embedded in the station floor. The end of the station middle plate is provided with a middle plate backing plate 12, and the station middle plate is provided with a rail top air duct and middle plate anchor rod 13, middle plate reserved anchor cable holes 14, longitudinal anchor rod 15, longitudinal anchor cable reserved holes 16, and middle plate and side wall flange plate anchor rod holes 17. The station top plate is provided with a horizontally penetrating top plate sleeve anchor cable 19.

[0059] New convex-concave connection joint: the lower part is a convex structure, the lower part is a convex structure including a lower support body, supporting the upper sleeper and rail, the upper part is a concave structure, the upper concave structure includes the white space in the figure, including the upper pre-buried "wheel structure", with a grouting pipe pre-buried, the new convex-concave structure uses a crane outside the dark excavation space with the help of an assembly trolley to transport the lower track of the upper concave structure, and the upper and lower convex-concave new rails and wheels to the assembly position, and after assembly, grouting is carried out through the upper and left grouting pipes, and the upper and lower joints of the left and right sides block the grouting slurry above. When prefabricating the upper concave part and the left and right sides of the lower convex part, the roughening treatment is carried out when the concrete strength has not reached the final setting. In order to assemble and integrate the new and old concrete.

[0060] The chamfered bottom plate is cast on site. The bottom plate includes the end chamfer bend 50cm high from the side wall. The bottom plate has pre-embedded corrugated pipe anchor cables extending from the end pre-embedded anchor cables with reserved holes for passing through, reserved to the upper position of the side wall, and reserved anchor holes at the end, which are consistent with the reserved anchor holes in the side wall, so as to facilitate the timely anchor tension consolidation when connected to the upper side wall. A raised track is reserved on the top, and the track height and position plus the height of the "wheel" set in the upper "concave" part of the rail fit well, so that after the upper and lower "concave and convex structures" are assembled, the reserved space of the upper and lower structures is controlled within the design range.

[0061] The middle plate of the concealed excavation section: is connected to the side wall using a "concave-convex connection method" in order to allow the middle plate to be wedged into the side wall; the connector between the side wall and the middle plate of the concealed excavation section is connected to the bottom plate through a "concave-convex connection" and then to the top plate through a "concave-convex connection"; the bottom plate and side wall of the open excavation section of the concealed excavation section, and the "concave-convex" between the bottom and top plates of the side wall are of a "wheel and rail" type structure, which is assembled at the outer end of the concealed excavation channel using a crane and an assembly trolley, and the "concave-convex" "wheel and rail" structure is used to roll the upper structure to the assembly position for assembly with the help of the external force of the assembly trolley and the winch.

[0062] The middle plate 3 and the track top air duct 7 of the open cut section are uniformly prefabricated off-site, and a "7"-shaped middle plate chamfered rectangle is set on the left and right upper parts to facilitate consolidation with the side wall. Anchor rod consolidation, reserved anchor rod holes 10 with the side wall 1 and the side wall flange middle plate lap plate 11, used for consolidation during assembly; a "7-shaped" rectangle is reserved above the middle plate, and a tensioning hole is reserved for the side wall. The track top air duct below the middle plate is cast with the middle plate together with the steel plate, and tensioned and consolidated with the middle plate. The end of the embedded anchor cable in the middle plate is reserved for tensioning with the side wall, and reserved for connection with the anchor rod of the flange lap plate below the side wall; the bottom plate of the open cut section and the side wall, the bottom and top plates of the side wall The "concave and convex" design is "trapezoidal", which is convenient for lifting from top to bottom in the open-cut section and saves "wheels and rails". Columns are designed to support the middle plate in the open-cut section. The lower end of the column is arranged on the bottom plate through the column pier 29. A column top support 31 is designed above the column 28. Above the column top support are the middle plate longitudinal and transverse beams 30. The columns, column top supports, and middle plate longitudinal and transverse beams are all prefabricated off-site, and anchor rods are reserved for consolidating the pulling holes with anchor rods 32. Tensioning consolidation is carried out during assembly.

[0063] The bottom plate W and side wall T, and the side wall T and top plate O of the open cut section are connected by a "concave-convex" connection method. Because the open cut section is hoisted by a tower crane, the "concave-convex" structure is a "trapezoidal" structure above and below, which is convenient for the upper part to be wedged into the lower part. The middle plate is overlapped between the middle plate and the side wall, and the side wall flange plate is anchored with the side wall and the side wall flange plate. It is also convenient for hoisting from above.

[0064] The utility model provides a construction method for an assembled structure of an underground subway station crossing a highway, including dark excavation section construction and open excavation section construction:

[0065] Construction of underground excavation section:

[0066] The station floor is cast on site, and the station side walls, station middle plate and station roof are prefabricated off-site. The chamfered wall of the station floor and the top of the station side wall are pre-embedded with protruding rail structures. When the side walls and roof are prefabricated, the lower end of the side wall and the lower part of the edge of the roof are pre-fabricated with concave structures, and the wheel structure is pre-embedded in the concave structure; (the main shaft of the wheel structure is firmly welded to the embedded structural steel bars, the thickness and strength of the main shaft of the wheel structure must meet the requirements of the upper load, and the number of wheels can be increased when necessary. The steel plate above the main shaft of the wheel structure increases the area reinforced with the upper concrete), the longitudinal rings of each component are connected by vertebral connection and tightened with fine-turned threaded steel, positioning shear pins are set in the mortise and tenon, and the ring blocks are fine-tuned with screw rods and jacks: fine-rolled threaded steel is passed through the longitudinal direction, and water-swelling rubber waterstop strips are used between the longitudinal rings and the ring ends. They are set in the middle of the construction joint and water-swelling waterstop strips. The construction joints between the horizontal bottom plate and the side wall, the side wall and the top plate, and the side wall and the middle plate in the dark excavation section are replaced with a central PVC water stop. The underground waterproofing of the bottom plate consists of two parts: structural self-waterproofing and joint waterproofing;

[0067] There are two ways to connect the inverted wall and the middle plate of the dark-cut section station: one is that the side wall and the middle plate of the station are of a concave-convex matching structure. This type of connection structure between the middle plate and the side wall needs to wait until all the side plugs are fully assembled and reinforced, and each section of the side wall is reinforced: this structure needs to be assembled in advance in the dark head open control section, and the middle plate is inserted into the groove of the side wall by using the open-cut section crane, assembly trolley and winch, and each section of the middle plate is pulled to the designated position one by one through the concave-convex structure of the middle plate and the side wall through the wheel track.

[0068] The other connection method between the middle plate and the side plug of the station in the dark excavation section is the same as the connection method between the middle plate and the side wall of the open control section; the end of the middle plate is provided with a prefabricated middle plate backing plate and a prefabricated flange plate middle plate of the station side wall; the middle plate is also hoisted into the prefabricated flange plate middle plate of the side wall by a crane at the end of the dark excavation section; the prefabricated middle plate backing plate is used to be consistent with the reserved anchor holes of the station side wall for anchor consolidation. This connection method is that each section of the middle plate and the side walls on both sides are assembled at the dark excavation end at the same time, and the middle plate and the side wall are pulled to the designated position by the assembly trolley and the winch through the "concave and convex connection" between the side wall and the bottom plate. After the longitudinal anchor rods are consolidated between each section of the side wall, the long anchor rods are connected, and the reserved longitudinal anchor cable holes are connected to the long hole pipes. Similarly, the middle plate is also anchored between the longitudinal middle plates, and the reserved longitudinal anchor cable holes are connected to the long hole pipes and the long longitudinal anchor rods. Prepare for the next section of longitudinal circulation until the longitudinal assembly is completed.

[0069] The advantages of the "concave-convex" connection between the middle plate and the side wall in the dark excavation section are that the middle plate and the side wall are firmly overlapped, and the connection between the middle plate end and the side wall is fully and reliably stressed, so no columns are required in the dark excavation section. The disadvantage of the overlap connection structure between the middle plate and the side wall of the open excavation section station is that the operation of inserting the middle plate into the side wall groove at the dark excavation end is less complicated.

[0070] There are two ways to connect the inverted wall and the middle plate of the dark-cut section station: one is that the side wall and the middle plate of the station are of a concave-convex matching structure. This type of connection structure between the middle plate and the side wall needs to wait until all the side plugs are fully assembled and reinforced, and each section of the side wall is reinforced: this structure needs to be assembled in advance in the dark head open control section, and the middle plate is inserted into the groove of the side wall by using the open-cut section crane, assembly trolley and winch, and each section of the middle plate is pulled to the designated position one by one through the concave-convex structure of the middle plate and the side wall through the wheel track.

[0071] The other connection method between the middle plate and the side plug of the station in the dark excavation section is the same as the connection method between the middle plate and the side wall of the open control section; the end of the middle plate is provided with a prefabricated middle plate backing plate and a prefabricated flange plate middle plate of the station side wall; the middle plate is also hoisted into the prefabricated flange plate middle plate of the side wall by a crane at the end of the dark excavation section; the prefabricated middle plate backing plate is used to be consistent with the reserved anchor holes of the station side wall for anchor consolidation. This connection method is that each section of the middle plate and the side walls on both sides are assembled at the dark excavation end at the same time, and the middle plate and the side wall are pulled to the designated position by the assembly trolley and the winch through the "concave and convex connection" between the side wall and the bottom plate. After the longitudinal anchor rods are consolidated between each section of the side wall, the long anchor rods are connected, and the reserved longitudinal anchor cable holes are connected to the long hole pipes. Similarly, the middle plate is also anchored between the longitudinal middle plates, and the reserved longitudinal anchor cable holes are connected to the long hole pipes and the long longitudinal anchor rods. Prepare for the next section of longitudinal circulation until the longitudinal assembly is completed.

[0072] The advantages of the "concave-convex" connection between the middle plate and the side wall in the dark excavation section are that the middle plate and the side wall are firmly overlapped, and the connection between the middle plate end and the side wall is fully and reliably stressed, so no columns are required in the dark excavation section. The disadvantage of the overlap connection structure between the middle plate and the side wall of the open excavation section station is that the operation of inserting the middle plate into the side wall groove at the dark excavation end is less complicated.

[0073] The station center plate is assembled between a pair of station side walls to form an integrated structure. The integrated structure is assembled by assembling a trolley to match the concave structure at the lower end of the station side wall and the protruding structure of the bottom plate chamfer wall. The bottom plate is first cast on site until the bottom plate chamfer wall. When the bottom plate chamfer wall is cast, the sleepers and embedded parts required for installing the rails are pre-embedded. When the strength of the bottom plate chamfer wall meets the requirements for installing the rails, the rails are installed; the wheel structure in the concave structure (the wheel structure is pre-fabricated when the side wall reinforcement is prefabricated) is also laid on the bottom plate chamfer wall of the open-cut section outside the dark-cut section. The purpose is to use the excavation hole to conceal the sleepers and rails. A middle plate with the same length and position as the dark-cut section is reserved in the open-cut section at the end of the opening. The "convex-concave matching connection structure" can be used to lift the segmented side wall into the chamfered wall rails of the open-cut section and the dark-cut section with the help of the open-cut section crane; the segmented top plate can also be lifted to the open-cut section side wall outside the dark-cut section with the help of the open-cut section crane. The wheels of the segmented side wall and the chamfered rails of the bottom plate are similar to "train wheels and rails". The segmented side wall (similar to a train) is pulled to the specified position through the front winch and the assembled trolley; the segmented side wall is longitudinally consolidated with prefabricated reserved anchor cable holes and anchor rod holes. The anchor cable holes and anchor rod holes reserved with the bottom plate are transversely consolidated. The same process is used to complete the "convex-concave" new type of connection between the dark-cut section side wall and the bottom plate, solving the problem of the dark-cut section being unable to be hoisted. After all the side walls and the bottom plate are connected by the "convex and concave" new type, check that the reserved anchor cables when the bottom plate is cast-in-place pass through the reserved anchor cable holes on the outside of the side wall, and pass through the bundle to the top of the side wall to tension and consolidate the side wall and the bottom plate. When the side wall is prefabricated, longitudinal anchor cable holes are reserved, and the entire dark excavation section side wall anchor cables are passed through to perform longitudinal tension and consolidation of the dark excavation section. After tensioning, grouting is injected into the hole to complete the installation of the side wall and the bottom plate. The middle plate reserved on the inner side of the prefabricated side wall is wedged into a horizontal groove at the corresponding position of the side wall and the middle plate. When the side wall pre-groove is made, sleepers and rails are embedded at the bottom of the dark groove. The end of the middle plate connected to the side wall is a "7" shaped structure. Similarly, the middle plate is prefabricated in sections to embed "wheels" and rails that match the side wall grooves. Similarly, the middle plate length position of the open cut section is reserved at the outer end of the dark excavation section. The same "concave-convex structure" as the dark excavation is used to hoist the middle plate. The middle plate wheels are inserted into the side wall grooves by the assembly trolley and the open cut section crane. The rails are also pulled to the designated position by the assembly trolley and the front winch. Anchor rods and anchor cable holes are reserved for the segmented middle plate. The anchor rods are longitudinally consolidated between the middle plate segments. The overall anchor cable holes are reserved for tensioning and consolidation.

[0074] After all the side wall and middle plate connectors and the bottom plate are installed, use the horizontal reserved holes between the middle plate and the side wall to pass the anchor cable, tension and consolidate the side wall and the middle plate, and seal the gap between the middle plate and the side wall with grouting. The installation of the top plate and side wall of the dark excavation section is the same as the installation of the side wall and the bottom plate of the dark excavation section. A section of the top plate with the same length and position as the dark excavation section is reserved in the open excavation section at the end of the dark excavation hole. The top plate is hoisted to the open excavation section at the end of the dark excavation hole, and the same "convex-concave matching connection structure" as the dark excavation section is reserved;

[0075] Further confirm the height and position of the sleepers above the side walls, install the rails after installing the pads, so that the height of the sleepers matches the wheels on the top plate; use the assembly trolley to pull the station top plate to the specified position; the assembly trolley is divided into integral assembly trolleys, such as when assembling the side walls, the integral assembly trolley is used, and when assembling the middle plate and the top plate, the separated assembly trolley can pre-embed the running track in the bottom plate and the middle plate. Similarly, the connection between the top plate and the side wall is similar to the new "concave and convex" connection method between the side wall and the bottom plate.

[0076] The anchor cables retained on both sides of the bottom plate are inserted through the reserved anchor cable holes in the side walls to the top of the side walls, and the anchor cables pre-buried from the bottom plate through the outside of the two side walls to the top of the side walls are tensioned to increase the integrity of the bottom plate and the side walls; when the side walls and the bottom plate are installed, the reserved anchor rod holes of the bottom plate and the side walls are timely inserted with bundled anchor rods for tensioning and consolidation; the top plate pre-buried anchor cables with corrugated pipes are inserted through the reserved anchor cable holes at both ends, and another reserved anchor cable hole is reserved for the bottom plate. After the top plate is installed, they are tensioned and consolidated with the bottom plate through the reserved anchor cable holes on the outside of the side walls; the top plate is reserved with longitudinal anchor rod holes and anchor cable holes, and the longitudinal anchor rods are used for tensioning when the top plate is assembled, and the reserved anchor cables are tensioned and consolidated after all the top plates are assembled;

[0077] Open cut construction:

[0078] The station floor of the open-cut section is cast on site, and the station side walls, station middle plate and station roof are prefabricated off-site. The chamfered wall of the station floor and the top of the station side wall are prefabricated with convex parts. When the side walls and roof are prefabricated, the lower end of the side wall and the lower part of the roof edge are prefabricated with concave parts. The convex parts and concave parts are matched with the trapezoidal structure; the lower convex part is narrow at the top and wide at the bottom, and the upper concave part is wide at the bottom and narrow at the top. The "trapezoidal connection structure" facilitates the vertical lifting and installation of the segmented side walls and segmented roof of the open-cut section from top to bottom. Reduce the gap of "convex-concave joints";

[0079] The station center plate is assembled between a pair of station side walls to form an integrated structure. The concave part at the lower end of the side wall of the integrated structure is matched with the convex part at the edge of the bottom plate by a crane, and then the concave part at the lower edge of the station top plate is matched with the convex part at the top of the side wall by a crane. The open-cut section center plate and side wall, as well as the top plate and side wall can take advantage of the convenient lifting conditions of the open-cut section. When the open-cut section side wall is prefabricated, the side wall flange center plate is preset, and when the center plate is prefabricated, the center plate backing plate is preset; in the open-cut section, the center plate with the backing plate is hoisted to the side wall flange center plate, and the embedded holes of the center plate backing plate are anchored with the embedded holes at the corresponding positions of the side wall, which is quick and convenient.

[0080] The utility model has a reasonable design of the prefabricated structure of the underground subway station crossing the highway and the construction method thereof. The construction method adopts a combination of dark excavation section and open excavation section. The prefabricated structure adopts a new concave-convex connector structure, which avoids the problem that the traditional five components are difficult to combine with each other, overcomes the high dependence of the prefabricated station on large gantry crane equipment, and solves the problem that lifting cannot be performed above the dark excavation. The new reinforcement makes the excavation section above the dark excavation assembly section of the station similar, reduces the upper excavation area, and is conducive to the construction of the assembly station.

[0081] The specific construction method of this utility model:

[0082] The bottom plate is cast on site, with a chamfered structure. The end of the bottom plate extends 50cm beyond the inverted wall, and sleepers are set on the top of the side wall. The sleepers are pre-embedded with the pads of the rails, and the reserved holes are fixed with the rail screws. The bottom plate is pre-embedded with corrugated pipe anchor cables 20 and the pre-embedded anchor cable holes 21 at the end. The other end is reserved to the top of the side wall. The pre-embedded anchor rod 22 holes at the end are aligned with the pre-embedded holes 22 in the side wall to facilitate fixing when assembling the bottom plate and the side wall. The bottom plate is pre-embedded with assembly trolley pads and anchor screw holes;

[0083] The side wall, the middle plate and the top plate are prefabricated off-site. When the side wall is prefabricated, enough concave parts 18 are left to facilitate assembly with the bottom plate 2, the protruding parts of the sleepers 5 and the rails 6, and the wheels 8 are pre-embedded in the concave parts of the side wall. The height and position of the rails and sleepers below are fully considered. Grouting pipes 9 are pre-embedded in the right corner of the sleepers 5 to prepare for grouting in the gap between the bottom plate and the side wall after assembly. When grouting, close the template at the gap between the bottom of the side wall and the bottom plate to connect the two into a whole. Note that the parts filled with grouting liquid during pouring or prefabrication are drilled and roughened, in order to allow the new grouting liquid passing through the grouting liquid 9 to be tightly connected with it. Make the bottom plate and the side wall better connected as a whole. The side wall is pre-buried with longitudinal anchor holes 15 and anchor cable holes 16 for tensioning during assembly. The pre-buried anchor holes 10 and 14 in the middle plate should be consistent with the middle plate holes. There are two situations for connecting with the middle plate. One is that the side wall flange support structure 11 is set in the non-dig section to facilitate the support of the lifting middle plate. The side wall flange middle plate 11 steel bars are tied together with the side wall, and the steel bar model is strengthened to meet the middle plate support needs. On the other hand, in the digging section, the middle plate is set to be placed on part of the side wall to ensure that the middle plate end is sufficiently supported, because the middle plate in the digging section has to bear the small assembly trolley of the middle plate. The small assembly trolley of the middle plate needs to pull the top plate on the middle plate through the "wheels and rails" transportation with the side wall. In addition to strengthening the reliable connection between the middle plate end and the side wall, the middle plate must be tensioned horizontally with the side wall, and the middle plates must be tensioned longitudinally to ensure that the middle plate can meet the weight of the assembly trolley and above.

[0084] The dark excavation section reserves a connection space with the middle plate, and sleepers are set in the reserved space. The height and position of the sleepers and rails must match the position of the wheels on the middle plate. At the same time, holes for tensioning anchor rods on the middle plate are reserved, and grouting holes are pre-buried above the reserved space to meet the needs of filling grout after assembly with the middle plate. Similarly, the filling interface is drilled and roughened in advance to meet the connection needs between the side wall and the middle plate.

[0085] The middle plate and the lower rail top air duct 7 are prefabricated together, and the two are tensioned vertically with anchor cables or anchor rods. The middle plate is prefabricated with anchor holes 15 and anchor cable holes 16 longitudinally, and the anchor holes are set in the middle and on both sides for consolidation during longitudinal assembly. The anchor cables are set in the middle of the rail top air duct. After all the middle plates are assembled, they are tensioned and consolidated with the "connecting beams" of the two end reinforcement structures to strengthen the support of the middle plate.

[0086] The "7"-shaped structural support plate above the two ends of the middle plate is reserved with anchor holes 10 for the side wall, and anchor holes 11 for the side wall flange support below the middle plate are reserved for tensioning and consolidation when assembled with the side wall. The middle plate is pre-embedded with assembly trolley pads and anchor screw holes for controlling and pulling the top plate when assembling it. The assembly trolley is divided into two types: the bottom plate and the middle plate. The bottom plate assembly trolley assembles the side wall and the middle plate connector at the opening, controls and pulls the side wall and the middle plate connector to the specified position, and after the side wall and the middle plate are installed, the vertical anchor cables of the side wall and the bottom plate are tensioned, and the bottom plate assembly trolley of the dark excavation section is withdrawn. When the dark excavation end is excavated and reinforced, the opening bridge connecting beam is reserved. The connecting beam and the reserved tensioning hole are consistent with the middle plate elevation. The longitudinal anchor cables of the middle plate are reserved through the tensioning holes of the "connecting beam" at both ends and through the sleeve. When the concrete strength of the connecting beam meets the tensioning conditions, the middle plate is longitudinally tensioned. The transverse anchor cables of the middle plate should also be tensioned.

[0087] It meets the requirements of the middle plate installation assembly trolley for top plate control and traction assembly.

[0088] After all the side walls and middle plate connectors are installed with the bottom plate, the height and position of the sleepers above the side walls are further confirmed. After installing the pads, the rails 6 are installed to make the sleeper height match the top plate wheels 8. The anchor cables retained on both sides of the bottom plate are inserted through the reserved anchor cable holes in the side walls to the top of the inverted wall. The anchor cables pre-buried from the bottom plate through the outside of the double side walls to the top of the side walls are tensioned to increase the integrity of the bottom plate and the side walls. This provides a solid overall support foundation for the subsequent installation of the top plate.

[0089] When the side wall and the bottom plate are installed, the reserved anchor holes of the bottom plate and the side wall are timely inserted with bundled anchor rods for tensioning and consolidation. The top plate is pre-embedded with corrugated pipe anchor cables and bundled with reserved anchor cable holes 22 at both ends, and another reserved anchor cable hole 21 is reserved to the bottom plate. After the top plate is installed, it is tensioned and consolidated with the bottom plate through the reserved anchor cable holes on the outer side of the side wall. The top plate has reserved longitudinal anchor rod holes and anchor cable holes. The longitudinal anchor rods are used for tensioning when the top plate is assembled, and the reserved anchor cables are tensioned and consolidated after all the top plates are assembled. A grouting pipe is pre-buried above the reserved recessed part of the top plate to fill the space left when the top plate is connected to the side wall. Similarly, the interface with the grouting body is drilled and roughened during prefabrication, so that the top plate and the side wall can be fully connected after assembly.

[0090] The open-cut section of the station is also connected by a concave-convex connection method. The concave-convex connection can be optimized into a "trapezoidal" concave-convex structure, which is convenient for the upper concave body to be hoisted into the lower convex body structure, making it easier to assemble. In addition, the lower rails can be removed or not installed, and the upper concave part does not need to be installed with wheels. The upper concave part is wedge-shaped into the lower convex "trapezoidal" by open-cut cooking, saving rails and light vehicles, and quick installation.

[0091] The middle plate is also divided into open cut section and dark cut section. When the dark cut section middle plate is assembled, it is connected to the side wall by running between the wheels and the track from the end of the side wall. The two ends of the middle plate are overlapped on the side wall to increase the support of the two ends of the middle plate. The purpose is to meet the requirements of the middle plate end support when the middle plate assembly trolley and the top plate are pulled. The open cut section is hoisted by the upper traveling crane. There is no need for the middle plate assembly trolley and load requirements. The open cut section middle plate can be directly placed on the side wall flange plate 11, and the anchor bolt consolidation is performed through the reserved anchor bolt 12 holes for pulling against the side wall.

[0092] Longitudinal anchor cable holes are reserved in the middle plate of the dark excavation section. All longitudinal anchor cables of the dark excavation section and the open excavation section are tensioned through the anchor cable holes to the end "connecting beam". Part of the gravity of the middle plate of the dark excavation section is borne by the end, part is decomposed by the longitudinal anchor cable and borne by the open excavation section column, and the other part is tensioned by all anchor cables of the standard section through the end "connecting beam" and converted into the end pile foundation. The dark excavation section also increases the horizontal tension of the middle plate and the side wall anchor cables, so the dark excavation section does not set columns and longitudinal and transverse beams. The middle plate is supported by the two ends and the horizontal and longitudinal anchor cables. The dark excavation section considers the forces when assembling the trolley and the top plate. According to the design needs, the "concave and convex" wheels and rail structures of the middle plate and the side wall can be considered to allow part of the middle plate to extend into the side wall to increase the lap support of the end middle plate. After all the middle plates of the dark excavation section are assembled outside the dark excavation section entrance with the help of an assembly trolley and a crane, the transportation of the "concave-convex" upper structure is completed with the help of the thrust of the electric assembly trolley and the pulling force of the winch in front of the assembly trolley.

[0093] The bottom plate and middle plate of the concealed section are pre-buried with trolley rail bolt holes for installing and assembling the trolley. The open-cut section retains column holes and column steps. The open-cut section is equipped with columns, column top supports and longitudinal and transverse beams. The size of the columns not only takes into account the structural bearing capacity of the open-cut section, but also takes into account the pressure decomposition of the tension force of the anchor cables passing through the middle plate of the concealed section.

[0094] The above is only an explanation of the preferred embodiments of the present invention. The above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0095] The utility model is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the concept and technical solution of the utility model, or the concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. An assembled structure of an underground subway station crossing a highway, characterized in that: It includes a station floor, a station roof and a pair of station side walls arranged between the floor and the roof, a station middle plate is arranged between the pair of horizontal station side walls, an upper support portion is arranged at the chamfered wall edge of the station floor, an upper support portion is arranged at the top of the station side wall, the upper support portion of the station floor and the lower end of the station side wall, the upper support portion of the station side wall and the lower support portion corresponding to the lower end of the station roof, and the side wall of the dark excavation section and the middle plate are all assembled and connected by a concave-convex matching connection structure, the concave-convex matching connection structure includes a supporting protrusion and a matching concave portion; a rail structure is pre-embedded on the supporting protrusion corresponding to the dark excavation section, and a wheel structure matching the rail is arranged in the matching concave portion.

2. The assembled structure of an underground subway station crossing a highway as claimed in claim 1, characterized in that: The rail structure is arranged on the supporting protrusion through the embedded component sleeper.

3. The assembled structure of an underground subway station crossing a highway as claimed in claim 1, characterized in that: A groove is provided on the inner side of the side wall of the station in the dark excavation section, and the end of the middle plate of the station dark excavation section is wedged into the groove of the side wall. The bottom of the groove and the lower part of the end of the middle plate of the station are connected through a concave-convex matching structure.

4. The assembled structure of an underground subway station crossing a highway as claimed in claim 1, characterized in that: The end of the station middle plate of the open-cut section is provided with a prefabricated middle plate backing plate and a prefabricated middle plate lap plate of the station side wall flange plate; the prefabricated middle plate backing plate is consistent with the reserved anchor rod holes of the station side wall, and the station middle plate of the dark-cut section is connected with the station side wall through a "concave-convex" type. Like the middle plate of the open-cut section, the transverse anchor cable holes of the middle plate and the side wall anchor cable holes are prefabricated in the same position, and the station middle plate is provided with a rail top air duct and middle plate anchor rods, reserved transverse anchor cable holes in the middle plate, longitudinal anchor rods, reserved longitudinal anchor cable holes, and anchor rod holes between the middle plate and the side wall flange plates.

5. The assembled structure of an underground subway station crossing a highway as claimed in claim 1, characterized in that: The station roof is provided with an anchor cable with a corrugated pipe which runs through the roof transversely.

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