Subway rail top air duct, air duct vertical wall and end door beam connecting structure
Through the end-door steel beam connection structure combined with double-combined U-channel steel and rectangular steel plate, the omission and quality problems in the construction of the vertical wall and end-door beam of the subway track are solved, and stable rail top-door air duct transformation and shielding are achieved. Door installation improves construction quality and safety.
Patent Information
- Application Number
- CN202420582140.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-25
- Publication Date
- 2024-12-31
- Estimated Expiration
- 2034-03-25
AI Technical Summary
During subway construction, small concrete structural components such as rail top air duct vertical walls and end door beams are easily missed, resulting in difficulty in installing subsequent shield doors and affecting operational safety. The existing reinforcement method leads to structural damage, construction difficulty and quality difficult to ensure.
The end-door steel beam formed by combining double-composed U-channel steel and rectangular steel plates is connected by L-shaped steel plates and bolt components, and is filled with epoxy resin adhesive to form a stable connecting structure for rail top air duct vertical wall and end-door beam , ensure structural integrity and construction quality.
It provides a new method for the renovation of subway tracks, improves the flexibility and construction quality of screen door installation, avoids structural damage and quality hidden dangers, simplifies construction difficulty and ensures stability in later use.
Smart Images
Figure CN222276713U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the reconstruction of an existing air duct structure during the construction process of a subway, and in particular to a subway track top air duct, an air duct vertical wall and an end door beam connection structure. Background Art
[0002] Due to the complex process connection of subway construction and the changing operational needs in the later stage, small concrete structural components such as the vertical walls of the track-top air duct and the end door beams are easily missed in pouring, which makes it impossible to install the subsequent shield doors and affects operational safety.
[0003] At present, this type of problem is often solved by embedding reinforcement in the lower part of the existing track top air duct, which often brings the following problems: 1) The thickness of the existing track top air duct structure is relatively thin, and large-area embedding of reinforcement is very likely to cause secondary damage to the existing track top air duct structure, affecting the service life of the structure; 2) The vertical wall and end door beam of the track top air duct have a large clearance height from the platform slab, and the embedding and subsequent concrete pouring process are relatively difficult, and the construction quality is difficult to ensure; 3) After embedding reinforcement, the vertical wall and end door beam of the track top air duct are cast, and only rely on the pull-out resistance of the embedding glue to bear the dead weight of the vertical wall concrete and the wind pressure of the shielding door. The quality of the embedded reinforcement cannot be guaranteed, and there is a risk of overall falling or deformation and cracking. Utility Model Content
[0004] The technical problem to be solved by the utility model is that the above-mentioned disadvantages exist in the existing method of embedding reinforcement at the lower part of the rail top air duct.
[0005] The utility model is realized by the following technical solutions:
[0006] A subway track top air duct, air duct vertical wall and end door beam connection structure, including an air duct vertical wall formed by double-jointed first U-shaped channel steels, the air duct vertical wall is I-shaped, the double-jointed first U-shaped channel steels are relatively arranged, one of the first U-shaped channel steels is connected to a first rectangular steel plate, the first rectangular steel plate is connected to a double-jointed second U-shaped channel steel, the double-jointed second U-shaped channel steels are relatively arranged, and second rectangular steel plates are intermittently arranged at the upper and lower flange positions, and the double-jointed second U-shaped channel steel and the second rectangular steel plate form an end door steel.
[0007] As a possible design, an L-shaped steel plate is connected between the subway rail top air duct and the vertical wall of the air duct, the L-shaped steel plate is close to the vertical wall of the air duct, and the L-shaped steel plate and the first rectangular steel plate are connected by a bolt assembly.
[0008] As a possible design, the notches of the double-jointed first U-shaped channel steels are arranged relative to each other, and the two are connected by a third rectangular steel plate.
[0009] As a possible design, the L-shaped steel plate and the vertical wall of the air duct are welded.
[0010] As a possible design, the third rectangular steel plate is intermittently arranged with the lower flange of the double-jointed first U-shaped channel steel by welding.
[0011] As a possible design, adhesive is filled between the subway rail top air duct and the vertical wall of the air duct.
[0012] As a possible design, a plurality of first bolt reserved holes are provided on the L-shaped steel plate and the double-jointed U-shaped channel steel.
[0013] As a possible design, a plurality of second bolt reserved holes are provided on the end door steel.
[0014] As a possible design, the adhesive is epoxy resin.
[0015] As a possible design, the second bolt reserved holes are distributed along the length direction of the end door steel.
[0016] Compared with the prior art, the utility model has the following advantages and beneficial effects:
[0017] 1. The utility model provides a combination and connection method of a steel vertical wall under an existing concrete rail top air duct, which provides ideas for the reconstruction of the subway structural rail top air duct and enriches the reconstruction methods of the vertical wall of the existing concrete rail top air duct of the subway.
[0018] 2. The utility model provides a combination and connection method of the rear end door type steel beam, which makes the installation of the subway platform layer shield door more flexible and changesable, and improves the limitation of the installation position of the subway shield door.
[0019] 3. The utility model utilizes the post-construction of the track top air duct steel vertical wall and the post-construction of the end door steel beam to realize the combination of the existing concrete air duct vertical wall reconstruction and the shield door installation, thus enriching the subway structure track top air duct construction and shield door installation operation methods.
[0020] 4. The utility model discloses a subway track top air duct, air duct vertical wall and end door beam connection structure, which not only does not cause damage to the track top air duct structure, but also has low construction difficulty and guaranteed later quality. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] The drawings described herein are used to provide a further understanding of the embodiments of the present utility model, constitute a part of this application, and do not constitute a limitation of the embodiments of the present utility model. In the drawings:
[0022] Figure 1 This is a schematic diagram of the vertical wall connection of the rail top air duct in the embodiment;
[0023] Figure 2 for Figure 1 Schematic diagram of the A direction;
[0024] Figure 3 This is a schematic diagram of the end door beams after connection in the embodiment;
[0025] Figure 4 for Figure 3 Schematic diagram of the B direction;
[0026] Figure 5 Schematic diagram of the connection structure of the subway track top air duct, the air duct vertical wall and the end door beam in the embodiment;
[0027] Figure 6 It is a partial enlarged view of the connection between the vertical wall of the rail top air duct and the end door beam in the embodiment;
[0028] Figure 7 It is a partial enlarged view of the interface position of the end door beam and the end door column after being connected in the embodiment.
[0029] Marks and corresponding parts names in the attached drawings:
[0030] 1-bolt assembly, 2-L-shaped steel plate, 3-first U-shaped channel steel, 4-third rectangular steel plate, 5-second U-shaped channel steel, 6-first rectangular steel plate, 7-second rectangular steel plate, 8-adhesive, 9-end door steel, 10-subway rail top air duct, 11-air duct vertical wall. DETAILED DESCRIPTION
[0031] In order to make the purpose, technical solutions and advantages of the utility model more clearly understood, the utility model is further described in detail below in conjunction with embodiments and drawings. The schematic implementation methods of the utility model and their descriptions are only used to explain the utility model and are not intended to limit the utility model.
[0032] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.
[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined. The meaning of "several" is one or more, unless otherwise clearly and specifically defined.
[0034] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by the terms "up", "down", "front", "back", "left", "right", etc. are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.
[0035] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0036] At present, the rail top air duct structure is processed by lower reinforcement method, which has the following problems.
[0037] 1). The existing track top air duct structure is relatively thin, and large-area reinforcement planting can easily cause secondary damage to the existing track top air duct structure, affecting the service life of the structure;
[0038] 2). The clearance height between the vertical wall of the track top air duct and the end door beam and the platform slab is relatively large, which makes the process of planting reinforcement and later concrete pouring more difficult and the construction quality difficult to guarantee;
[0039] 3). After the reinforcement is planted, the vertical wall of the rail top air duct and the end door beam only rely on the pull-out resistance of the reinforcement glue to bear the deadweight of the vertical wall concrete and the wind pressure of the shielding door. The quality of the reinforcement cannot be guaranteed, and there is a risk of overall falling or deformation and cracking.
[0040] In response to the above problems, Figure 1-7 As shown, the utility model discloses a subway track top air duct 10, an air duct vertical wall 11 and an end door beam connection structure, including an air duct vertical wall 11 formed by double-jointed first U-shaped channel steels 3, the air duct vertical wall 11 is I-shaped, the double-jointed first U-shaped channel steels 3 are relatively arranged, one of the first U-shaped channel steels 3 is connected to a first rectangular steel plate 6, the first rectangular steel plate 6 is connected to a double-jointed second U-shaped channel steel 5, the double-jointed second U-shaped channel steels 5 are relatively arranged, and second rectangular steel plates 7 are intermittently arranged at the upper and lower flange positions, the double-jointed second U-shaped channel steel 5 and the second rectangular steel plate 7 form an end door steel 9, and the second rectangular steel plate 7 is used to increase the integrity of the structure.
[0041] The double U-shaped channel steels 3 are arranged opposite to each other, and the notches of the two U-shaped channel steels 3 are arranged opposite to each other, and the two form a cavity, which is welded together with the third rectangular steel plate 4 to form an integral air duct vertical wall 11. One end of the first rectangular steel plate 6 is connected to a first U-shaped channel steel 3 and a second U-shaped channel steel 5 at the same time, and the other end is connected to the existing concrete subway rail top air duct through the L-shaped steel plate 2.
[0042] As a possible implementation, Figure 1-7 As shown, an L-shaped steel plate 2 is connected between the subway rail top air duct and the vertical wall of the air duct. The L-shaped steel plate 2 is close to the vertical wall 11 of the air duct. The L-shaped steel plate 2 is connected to the first rectangular steel plate 6.
[0043] As a possible implementation, Figure 1-7 As shown, the two first U-shaped channel steels 3 are connected as a whole by the third rectangular steel plate 4, and the webs are reserved with several holes for bolt assemblies 1 to facilitate the installation of the shield door later. In actual application, one of the two webs of the U-shaped channel steel 3 can abut against the side wall of the end door steel.
[0044] As a possible implementation, Figure 1-7 As shown, in order to ensure the stability of the connection between the subway rail top air duct and the air duct vertical wall 11, the L-shaped steel plate 2 and the subway rail top air duct are connected by a bolt assembly 1, which is easy to disassemble and does not affect secondary use.
[0045] As a possible implementation, Figure 1-7 As shown, the connection structure also includes a third rectangular steel plate 4, and the third rectangular steel plate 4 is fixedly connected to the lower end of the double U-shaped channel steel 3, assembling the double U-shaped channel steel 3 into a whole, thereby increasing the overall structural stability of the air duct vertical wall 11.
[0046] Generally, the third rectangular steel plate 4 is fixedly connected to the double U-shaped channel steel 3 by welding.
[0047] As a possible implementation method, in order to further ensure the stability of the connection structure between the subway rail top air duct and the air duct vertical wall 11, as Figure 1-7 As shown, the double U-shaped channel steel 3 and the subway rail top air duct 10 are filled with adhesive 8. It should be noted that the adhesive needs to avoid the L-shaped steel plate 2 when filling. The adhesive 8 here can be an adhesive 8 commonly used in the art, such as modified epoxy resin.
[0048] In actual application, the second U-shaped channel steel 5 is welded to the second rectangular steel plate 7 to form an integral end door steel 9 .
[0049] In order to facilitate practical applications, Figure 1-7As shown, a plurality of first bolt pre-set holes are provided on the first U-shaped channel steel 3. A plurality of second bolt pre-set holes are provided on the end door steel 9. The first bolt pre-set holes and the second bolt pre-set holes provide conditions for the later installation of the platform screen door of the station.
[0050] The specific implementation methods described above further illustrate the purpose, technical solutions and beneficial effects of the utility model in detail. It should be understood that the above description is only the specific implementation method of the utility model and is not used to limit the protection scope of the utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the utility model should be included in the protection scope of the utility model.
Claims
1. A subway track top air duct, air duct vertical wall and end door beam connection structure, characterized in that: It includes a vertical wall of the duct formed by double-joined first U-shaped channel steels, the vertical wall of the duct is I-shaped, the double-joined first U-shaped channel steels are relatively arranged, one of the first U-shaped channel steels is connected to a first rectangular steel plate, the first rectangular steel plate is connected to a double-joined second U-shaped channel steel, the double-joined second U-shaped channel steels are relatively arranged, and second rectangular steel plates are intermittently arranged at the upper and lower flange positions, and the double-joined second U-shaped channel steel and the second rectangular steel plate form an end door steel.
2. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 1, characterized in that: An L-shaped steel plate is connected between the subway rail top air duct and the vertical wall of the air duct. The L-shaped steel plate is closely attached to the vertical wall of the air duct. The L-shaped steel plate and the first rectangular steel plate are connected by a bolt assembly.
3. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 1, characterized in that: The notches of the double-jointed first U-shaped channel steels are arranged opposite to each other, and the two are connected by a third rectangular steel plate.
4. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 2, characterized in that: The L-shaped steel plate is welded to the vertical wall of the air duct.
5. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 3, characterized in that: The third rectangular steel plate is intermittently arranged with the lower flange of the double-joined first U-shaped channel steel by welding.
6. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 1, characterized in that: Adhesive is filled between the subway rail top air duct and the air duct vertical wall.
7. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 2, characterized in that: A plurality of first bolt reserved holes are provided on the L-shaped steel plate and the double-jointed U-shaped channel steel.
8. The subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 1, characterized in that: A plurality of second bolt reserved holes are provided on the end door steel.
9. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 6, characterized in that: The adhesive is epoxy resin.
10. A subway track top air duct, air duct vertical wall and end door beam connection structure according to claim 8, characterized in that: The second bolt reserved holes are distributed along the length direction of the end door steel.