Rail transit multi-line common corridor type combined construction structure

Abstract

The utility model discloses a rail transit multi-line common corridor type combined construction structure, which relates to the field of rail transit station engineering and comprises an elevated station, an underground station is arranged at the bottom of the elevated station, two ends of the elevated station are connected with elevated interval bridges, and underground shield tunnels are arranged at two ends of the bottom of the underground station. The elevated station platform adopts a side type, the underground station platform adopts an island type, the overall scale of the station can be reduced, good economical efficiency is achieved, under the condition that the using function of the station is not affected, the problem that the foundation structure of the elevated station and the elevated interval bridge conflicts with the structure of the underground station and the underground shield tunnel is solved, and meanwhile the service life of the elevated station and the underground shield tunnel is prolonged. The influence of later construction of elevated stations and elevated section bridges in a rail transit control protection area on existing lines is avoided, the construction time of the whole life cycle is effectively shortened, and the comprehensive utilization rate of land space is increased.

Description

Technical Field

[0001] The utility model relates to the field of rail transit station engineering, in particular to a rail transit multi-line common corridor type combined construction structure. Background Art

[0002] With the rapid development of rail transit construction in my country, low- and medium-capacity rail transit has been widely adopted due to its advantages such as strong passenger flow adaptability, cost-effectiveness, short construction period, and flexibility. Low- and medium-capacity rail transit is typically laid on elevated platforms and is widely used in domestic rail transit projects due to its high space utilization, minimal occupation of road green belts, minimal impact on road traffic, and convenient construction.

[0003] Currently, due to limited urban space, elevated and underground rail transit lines often need to be laid out in shared corridors. When constructing elevated rail transit for low- and medium-capacity rail transit, the infrastructure (suspension caps and pile foundations) of elevated stations and bridge sections conflict with subway stations and tunnel sections. If elevated or underground stations are designed to avoid these conflicts, their functionality is significantly reduced and their economic efficiency is poor.

[0004] On the other hand, rail transit stations and sections often have control and protection zones, restricting or prohibiting development and construction within certain areas, resulting in low land utilization. By combining elevated and underground lines in a shared corridor, the impact of later line construction on existing lines is minimized, and the number of approvals required for construction within subway protection zones is reduced, effectively shortening the construction period and enhancing the comprehensive utilization of land space.

[0005] Currently, no effective solutions have been proposed for the problems in related technologies. Utility Model Content

[0006] In response to the problems in the related technologies, the present invention proposes a rail transit multi-line common corridor combined construction structure to overcome the above-mentioned technical problems existing in the existing related technologies.

[0007] To this end, the specific technical solutions adopted in this utility model are as follows:

[0008] According to one aspect of the utility model, a rail transit multi-line common corridor combined construction structure is provided, including an elevated station, an underground station is arranged at the bottom of the elevated station, elevated section bridges are connected at both ends of the elevated station, and underground shield tunnels are arranged at both ends of the bottom of the underground station.

[0009] Furthermore, elevated station platforms are provided on both sides of the interior of the elevated station, and a plurality of elevated station piers are provided at the bottom of the elevated station, and the bottoms of the elevated station piers pass through the ground and are connected to the top of the underground station.

[0010] Furthermore, a longitudinal top girder of the subway station, which is matched with the pier columns of the elevated station, is provided at the top of the underground station, and the bottom of the longitudinal top girder of the subway station is connected with the frame columns of the underground station.

[0011] Furthermore, small force-transferring axillary angles are provided between both sides of the bottom of the longitudinal top girder of the subway station and the frame columns of the underground station.

[0012] Furthermore, a platform of the underground station is provided at the inner bottom of the underground station, a longitudinal bottom girder of the subway station is provided at the inner bottom of the platform of the underground station, and force-transferring axillary angles are provided between both sides of the longitudinal bottom girder of the subway station and the inner bottom of the underground station.

[0013] Furthermore, a number of pile caps of the underground station are provided at the bottom of the underground station, the bottom of the frame column of the underground station penetrates through the top of the platform of the underground station and the longitudinal bottom girder of the subway station and is connected with the pile caps of the underground station, and a number of station pile foundations are provided at the bottom of the pile caps of the underground station.

[0014] Furthermore, slightly expanded concrete is provided on both sides of the top of the pile caps of the underground station, a bearing for the elevated section bridge is provided at the bottom of the elevated section bridge, and both ends of the bearing for the elevated section bridge and one side of the top of the pier column of the elevated station are connected through end column corbels.

[0015] Furthermore, an end wall of the underground station is provided at the end of the underground station, reinforcement for the end of the underground station is provided outside the end wall of the underground station, a pier column for the elevated section bridge is provided at the bottom of one end of the elevated section bridge, and a number of pile foundations for the elevated section bridge are provided at the bottom of the pier column for the elevated section bridge.

[0016] Furthermore, the pier column for the elevated section bridge is a single-column T-shaped pier.

[0017] The beneficial effects of the present utility model are as follows:

[0018] 1. In the present utility model, the platform of the elevated station adopts a side platform, and the platform of the underground station adopts an island platform, which can reduce the overall scale of the station, has good economy, and solves the conflict problem between the foundation structures (pile caps, pile foundations) of the elevated station and the elevated section bridge and the underground station and the underground shield tunnel structure without affecting the use function of the station. At the same time, it avoids the impact on the existing line caused by the construction of the elevated station and the elevated section bridge in the rail transit control protection area in the later stage, effectively reduces the construction time of the whole life cycle, and enhances the comprehensive utilization rate of land space.

[0019] 2. The spacing between the pier columns of the elevated station and the frame columns of the underground station in the present utility model is consistent, and the column position eccentricity is strictly controlled, avoiding the stress concentration problem caused by the inconsistency between different structures and improving the stability and safety of the structure. Both the elevated station and the underground station adopt steel reinforced concrete columns filled with self-compacting concrete, and the size of the frame columns of the underground station is not less than that of the pier columns of the elevated station, ensuring the reliability of vertical force transfer.

[0020] 3. The top longitudinal beam of the subway station in the present utility model is set to protrude as a small bearing platform for the pier columns of the elevated station, and a small force transfer fillet is set at the intersection of the top longitudinal beam of the subway station and the frame columns of the underground station, ensuring the reliability of vertical force transfer. At the same time, the construction convenience and quality are improved. The bottom longitudinal beam of the subway station is set to turn up, avoiding too dense steel bars, thereby reducing the complexity of steel bar construction and enhancing the construction quality of the structure.

[0021] 4. The frame columns of the underground station in the present utility model are aligned with the center of the station pile foundation. The diameter and length of the station pile foundation are determined according to the bearing capacity calculation. At the same time, a group pile foundation and micro-expansion concrete backfill are adopted, ensuring the vertical force transfer capacity of the underground station bearing platform and the station pile foundation, and improving the bearing capacity and stability of the overall foundation. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0023] Figure 1 is a perspective view of a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model;

[0024] Figure 2 is an elevation view of a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model;

[0025] Figure 3 is a combined cross-sectional view of the elevated station and the underground station in a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model;

[0026] Figure 4 is a layout plan of the station pile foundation in a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model;

[0027] Figure 5 is a cross-sectional view of the positional relationship between the lower structure of the interval bridge and the underground shield tunnel in a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model;

[0028] Figure 6 It is a flow chart of a construction method for a multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model.

[0029] In the figure:

[0030] 1. Elevated station; 2. Underground station; 3. Elevated section bridge; 4. Underground shield tunnel; 5. Platform of elevated station; 6. Pier column of elevated station; 7. Top longitudinal beam of subway station; 8. Frame column of underground station; 9. Small force-transferring axillary angle; 10. Platform of underground station; 11. Bottom longitudinal beam of subway station; 12. Force-transferring axillary angle; 13. Cap of underground station; 14. Foundation pile of station; 15. Micro-expansion concrete; 16. Bearing of section bridge; 17. Bracket of end column; 18. End wall of underground station; 19. Reinforcement at the end of underground station; 20. Pier column of elevated section bridge; 21. Foundation pile of section bridge. Specific embodiments

[0031] To further illustrate each embodiment, the present utility model provides attached drawings, which are part of the disclosure of the present utility model. They are mainly used to illustrate the embodiments and can be combined with the relevant descriptions in the specification to explain the operation principle of the embodiments. With reference to these contents, those of ordinary skill in the art should be able to understand other possible implementation manners and the advantages of the present utility model. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0032] According to an embodiment of the present utility model, there is provided a multi-line shared corridor combined structure of rail transit and a construction method.

[0033] Now, the present utility model will be further described in conjunction with the attached drawings and specific embodiments. As Figures 1 - 5 shown, the multi-line shared corridor combined structure of rail transit according to an embodiment of the present utility model includes an elevated station 1. An underground station 2 is provided at the bottom of the elevated station 1. Elevated section bridges 3 are connected to both ends of the elevated station 1. Underground shield tunnels 4 are provided at both ends of the bottom of the underground station 2.

[0034] It should be explained that the overall engineering planning of the present utility model is: construction of the underground station 2 - construction of the elevated station 1 - reinforcement at both ends of the underground station 2 - construction of the structures of the elevated section bridges 3 on both sides - construction of the underground shield tunnel 4.

[0035] It should be explained that the span of the connecting section of the elevated section bridge 3 connecting to the elevated station 1 should preferably adopt a small-span layout to reduce the influence of the section bridge load on the station structure. In addition, the spatial requirements for the starting and receiving of the shield machine of the underground shield tunnel 4, such as turning around, steering, and translation, need to be satisfied.

[0036] It should be noted that the platform of elevated station 1 adopts a side platform, avoiding the problem of trumpet-shaped openings at both ends of an island platform, and the force transmission path of the vehicle load structure is reasonable with uniform internal force distribution. The platform 10 of the underground station adopts an island platform, avoiding the risk of small clear distance parallel operation in the shield tunnel section, and can avoid the pile foundation of elevated bridge 3 within the allowable curve radius of the line. At the same time, it reduces the scale of the underground station and has high economy. Elevated station 1 is a single-column steel-concrete composite frame structure system with low requirements for road conditions, and underground station 2 is a single-column double-span reinforced concrete frame structure system, reducing the scale of the underground station.

[0037] Preferably, elevated station platforms 5 are provided on both sides inside elevated station 1, and a number of elevated station piers 6 are provided at the bottom of elevated station 1, and the bottom of elevated station piers 6 penetrates the ground and is connected to the top of underground station 2.

[0038] Preferably, metro station top longitudinal beams 7 matching elevated station piers 6 are provided at the top of underground station 2, and underground station frame columns 8 are connected to the bottom of metro station top longitudinal beams 7.

[0039] Preferably, small force-transferring axillary angles 9 are provided between the two sides of the bottom of metro station top longitudinal beam 7 and underground station frame column 8.

[0040] Preferably, an underground station platform 10 is provided at the inner bottom of underground station 2, a metro station bottom longitudinal beam 11 is provided at the inner bottom of underground station platform 10, and force-transferring axillary angles 12 are provided between both sides of metro station bottom longitudinal beam 11 and the inner bottom of underground station 2.

[0041] Preferably, a number of underground station bearing platforms 13 are provided at the bottom of underground station 2, the bottom of underground station frame column 8 penetrates the top of underground station platform 10 and the top of metro station bottom longitudinal beam 11 and is connected to underground station bearing platform 13, and a number of station pile foundations 14 are provided at the bottom of underground station bearing platform 13.

[0042] Preferably, micro-expansion concrete 15 is provided on both sides of the top of underground station bearing platform 13, an interval bridge bearing 16 is provided at the bottom of elevated interval bridge 3, and both ends of interval bridge bearing 16 are connected to the top side of elevated station pier 6 through end column brackets 17.

[0043] Preferably, an underground station end wall 18 is provided at the end of underground station 2, an underground station end reinforcement 19 is provided outside underground station end wall 18, an elevated interval bridge pier 20 is provided at the bottom of one end of elevated interval bridge 3, and a number of interval bridge pile foundations 21 are provided at the bottom of elevated interval bridge pier 20.

[0044] Preferably, elevated interval bridge pier 20 is a single-column T-shaped pier.

[0045] According to another embodiment of the present utility model, as Figure 6 shown, a construction method for a multi-line shared corridor combined structure of rail transit is also provided. The construction method for the multi-line shared corridor combined structure of rail transit includes the following steps:

[0046] S1. Construct the retaining structure of the underground station foundation pit and the station pile foundation 14;

[0047] S2. Construct the slightly expanded concrete 15 between the caissons 13 of the underground station, the bottom slab, the caissons 13 of the underground station, part of the side walls, the bottom longitudinal beams of the underground station, and the force-transferring axillary angles 12;

[0048] S3. Construct the frame columns 8 of the underground station, the middle slab, the middle longitudinal beams, the top slab, the top longitudinal beams, and the small force-transferring axillary angles 9;

[0049] S4. Construct the pier columns 6 of the elevated station and backfill the soil covering the underground station;

[0050] It should be noted that both the pier columns 6 of the elevated station and the frame columns 8 of the underground station are steel reinforced concrete columns filled with self-compacting concrete. The longitudinal spacing between the pier columns 6 of the elevated station and the frame columns 8 of the underground station is the same, generally 9 - 12 m. The eccentricity of the upper and lower column positions is less than one-sixth of the short side of the frame column 8 of the underground station, and the eccentricity shall not exceed 50 mm. At the same time, the transverse dimension of the frame column 8 of the underground station is not less than that of the pier column 6 of the elevated station to ensure reliable force transfer. The top longitudinal beam 7 of the subway station is convex outward, 200 - 300 mm higher than the top slab, serving as a small caisson for the pier column 6 of the elevated station. A small force-transferring axillary angle 9 with a size of 200 - 300 mm is set at the intersection of the frame column 8 of the underground station and the top longitudinal beam 7 of the subway station to ensure reliable vertical force transfer.

[0051] S5. Construct the elevated station structure and the end column corbels 17;

[0052] S6. Construct the secondary structure of the platform slabs of the underground station and the elevated station 1, and construct the reinforcement of the underground station ends on both sides of the underground station;

[0053] It should be noted that the bottom longitudinal beam 11 of the subway station is set to turn up to avoid over-dense steel bars in the bottom longitudinal beam 11 of the subway station and the caissons 13 of the underground station. A force-transferring axillary angle 12 with a size of 600x300 is set at the connection between the bottom longitudinal beam 11 of the subway station and the caissons 13 of the underground station. The station pile foundation 14 under the caissons 13 of the underground station is changed to a multi-pile layout. Among them, it is required that the centroid of the pile group is aligned with the center of the frame column to ensure reliable vertical force transfer. The diameter of the station pile foundation 14 is 0.8 m - 1.2 m, and the pile length is determined according to calculations.

[0054] S7. Construct the pile caissons of the elevated section bridges 3 on both sides of the station;

[0055] It should be noted that the pile foundation of the station 14 adopts a group pile foundation with plum blossom pile arrangement, and an underground station cap 13 is set on it. The pile foundation of the station 14 extends into the underground station cap 13, and the underground station cap 13 and the bottom slab of the underground station 2 are poured. The elevated station 1 can be constructed by prefabrication and assembly, which shortens the construction period and has less impact on the ground traffic. The space between the underground station cap 13 and the waste groove of the foundation pit of the underground station cap 13 is backfilled with low-strength micro-expansion concrete 15 to avoid insufficient compactness of the backfill soil, which can be used as the support structure for the bottom slab of the underground station 2.

[0056] S8. Construct the underground shield tunnels 4 on both sides of the underground station;

[0057] It should be noted that the outer side of the station end beam is aligned with the outer side of the end column. The end column bracket 17 is externally hung on the station end beam and used as the support structure for the elevated section bridge 3. An interval bridge bearing 16 is set on it to connect with the superstructure of the elevated section bridge 3, avoiding eccentricity of the end beam and excessive size of the end column.

[0058] S9. Construct the pier columns 20 of the elevated section bridge;

[0059] S10. Construct the interval bridge bearings 16 on both sides of the elevated section and the co-located combined structure of the elevated section beam body is completed.

[0060] In summary, by means of the above technical solutions of the present utility model, the distance between the elevated station pier column 6 and the underground station frame column 8 of the present utility model is consistent, and the column position eccentricity is strictly controlled, avoiding the stress concentration problem caused by the inconsistency between different structures, and improving the stability and safety of the structure. Both the elevated station 1 and the underground station 2 adopt steel reinforced concrete columns filled with self-compacting concrete, and the size of the underground station frame column 8 is not less than that of the elevated station pier column 6, ensuring the reliability of vertical force transmission. The top longitudinal beam 7 of the subway station of the present utility model is externally convexly provided as a small cap of the elevated station pier column 6, and a small force-transferring axillary angle 9 is provided at the intersection of the top longitudinal beam 7 of the subway station and the underground station frame column, ensuring the reliability of vertical force transmission, while improving the construction convenience and quality. The bottom longitudinal beam 11 of the subway station is turned up to avoid over-dense steel bars, thereby reducing the complexity of steel bar construction and enhancing the construction quality of the structure. The underground station frame column 8 of the present utility model is aligned with the center of the pile foundation of the station 14. The diameter and length of the pile foundation of the station 14 are determined according to the bearing capacity calculation. At the same time, a group pile foundation and backfill with micro-expansion concrete 15 are adopted to ensure the vertical force transmission capacity of the underground station cap 13 and the pile foundation of the station 14, and improve the bearing capacity and stability of the overall foundation.

[0061] In the present utility model, unless otherwise clearly stipulated and defined, terms such as "installation", "setting", "connection", "fixation", "swivel connection" and the like shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral body; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements. Unless otherwise clearly defined, for those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0062] The above description is only the preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

Claims

1. A multi-line shared corridor combined structure for rail transit, including an elevated station (1), characterized in that, The bottom of the elevated station (1) is provided with an underground station (2). Both ends of the elevated station (1) are connected to elevated section bridges (3). Both ends of the bottom of the underground station (2) are provided with underground shield tunnels (4).

2. The multi-line shared corridor combined structure for rail transit according to claim 1, characterized in that, On both sides inside the elevated station (1), elevated station platforms (5) are provided. At the bottom of the elevated station (1), a number of elevated station pier columns (6) are provided, and the bottoms of the elevated station pier columns (6) penetrate the ground and are connected to the top of the underground station (2).

3. The multi-line shared corridor combined structure for rail transit according to claim 2, characterized in that, On the top of the underground station (2), metro station top longitudinal beams (7) matching the elevated station pier columns (6) are provided. At the bottom of the metro station top longitudinal beams (7), underground station frame columns (8) are connected.

4. A multi-line co-corridor combined structure for rail transit according to claim 3, characterized in that, Small force-transferring haunch angles (9) are provided between both sides of the bottom of the metro station top longitudinal beams (7) and the underground station frame columns (8).

5. The multi-line shared corridor combined structure for rail transit according to claim 4, characterized in that, On the inner bottom of the underground station (2), an underground station platform (10) is provided. On the inner bottom of the underground station platform (10), a metro station bottom longitudinal beam (11) is provided. Force-transferring haunch angles (12) are provided between both sides of the metro station bottom longitudinal beam (11) and the inner bottom of the underground station (2).

6. The multi-line shared corridor combined structure for rail transit according to claim 5, characterized in that At the bottom of the underground station (2), a number of underground station bearing platforms (13) are provided. The bottoms of the underground station frame columns (8) penetrate the top of the underground station platform (10) and the top of the metro station bottom longitudinal beam (11) and are connected to the underground station bearing platforms (13). At the bottom of each underground station bearing platform (13), a number of station pile foundations (14) are provided.

7. A multi-line shared corridor combined structure for rail transit according to claim 6, characterized in that, On both sides of the top of the underground station bearing platform (13), micro-expansive concrete (15) is provided. At the bottom of the elevated section bridge (3), an elevated section bridge bearing (16) is provided. The bottoms of the elevated section bridge bearings (16) and one side of the top of the elevated station pier columns (6) are connected by end column corbels (17).

8. A multi-line co-corridor combined structure for rail transit according to claim 7, characterized in that, At the end of the underground station (2), an underground station end wall (18) is provided. Outside the underground station end wall (18), underground station end reinforcement (19) is provided. At the bottom of one end of the elevated section bridge (3), an elevated section bridge pier column (20) is provided. At the bottom of the elevated section bridge pier column (20), a number of elevated section bridge pile foundations (21) are provided.

9. The multi-line shared corridor combined structure for rail transit according to claim 8, wherein, The elevated section bridge pier column (20) is a single-column T-shaped pier.

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