Subway station transfer connection structure

Abstract

The utility model provides a subway station transfer connection structure, including deformation joint connecting structure and two subway transfer connection sections, two subway transfer connection sections are opposite interval setting along the longitudinal direction to form deformation joint structure, and deformation joint structure includes first deformation joint, second deformation joint and third deformation joint, and the third deformation joint is filled with sealing layer, and the wall surface of second deformation joint is coated with waterproof layer, and deformation joint connecting structure includes anti -seismic elasticity subassembly, installation recess, elastic rubber band and two aluminium alloy pedestals, and every aluminium alloy pedestal includes first connecting part, second connecting part and draw -in groove part. Such through elastic rubber band absorption displacement change, anti -seismic elasticity subassembly provides dynamic damping to reach the anti -seismic effect, thereby form the structure form of multistage buffer, and the anti -seismic buffer performance of transfer connection structure place is improved greatly, is applicable to the high load scene of subway station, and the waterproof layer and sealing layer form multilayer seepage barrier, solve the problem that waterstop is easy to age, joint leakage.

Description

Technical Field

[0001] This utility model relates to the field of subway transfer connection technology, and in particular to a subway station transfer connection structure. Background Technology

[0002] With the continuous advancement of urbanization and the constant improvement of the subway network layout, the construction of subway stations with multiple transfer lines has become a trend.

[0003] Three-line transfer stations have multiple transfer flows, large transfer volumes, and complex transfer flows. This leads to problems such as long construction cycles and non-adjustable existing methods for handling elevation differences between transfer stations. In addition, traditional transfer connection joints have poor seismic buffering performance, which can easily cause cracking of the expansion joint filling material below. Furthermore, the lack of anti-seepage measures leads to water seepage and easy aging of the connection joint.

[0004] Therefore, it is necessary to propose a subway station transfer connection structure to solve or at least alleviate the above-mentioned defects. Utility Model Content

[0005] The main purpose of this utility model is to provide a subway station transfer connection structure to solve the problem that the rigid connection used in the existing transfer station connection structure leads to stress concentration and poor buffering and seepage prevention performance.

[0006] To achieve the above objectives, this utility model provides a subway station transfer connection structure, including an expansion joint connection structure and two subway transfer connection sections, wherein the two subway transfer connection sections are arranged longitudinally at relative intervals to form an expansion joint structure; wherein,

[0007] The expansion joint structure is stepped and includes a first expansion joint, a second expansion joint and a third expansion joint arranged from top to bottom. The third expansion joint is filled with a sealing layer, the wall of the second expansion joint is coated with a waterproof layer, and the expansion joint connection structure is set in the first expansion joint.

[0008] The expansion joint connection structure includes a seismic elastic component, a mounting groove, an elastic rubber strip, and two longitudinally opposed aluminum alloy bases. Each aluminum alloy base includes a first connecting portion, a second connecting portion, and a slot portion.

[0009] The first connecting part and the second connecting part are arranged longitudinally at intervals and are respectively connected to the subway transfer connecting section through connecting parts. The two ends of the mounting groove are respectively connected to the two second connecting parts. A road surface layer is laid in the mounting groove. The seismic elastic component is connected between the two second connecting parts and its top end is connected to the mounting groove. The slot is located between the top end of the first connecting part and the mounting groove, and the slot is filled with the elastic rubber strip.

[0010] Preferably, the seismic-resistant elastic component includes a connecting base plate, a vertical shaft, a seismic-resistant spring, and fasteners. The connecting base plate is connected between the two second connecting parts. The top end of the vertical shaft is connected to the mounting groove. The bottom end of the vertical shaft passes downward through the connecting base plate and extends into the second deformation joint. The fasteners are connected to the bottom of the vertical shaft. The seismic-resistant spring is sleeved on the vertical shaft and connected between the fasteners and the connecting base plate.

[0011] Preferably, each of the metro transfer connection sections includes a road surface layer, a concrete subbase layer, and a structural layer arranged sequentially from top to bottom. The first expansion joint is formed between the road surface layers of two metro transfer connection sections, the second expansion joint is formed between the two concrete subbase layers, and the third expansion joint is formed between the two structural layers.

[0012] Preferably, both the road surface layer of the subway transfer connection section and the road surface layer in the installation groove include a granite surface layer and a bonding layer arranged sequentially from top to bottom.

[0013] Preferably, the fastener is a fastening nut, the bottom end of the vertical shaft has an external thread, the fastening nut is threaded onto the external thread, and the anti-vibration spring is connected between the connecting base plate and the fastening nut.

[0014] Preferably, the mounting groove includes an aluminum alloy center plate with two aluminum alloy side plates arranged opposite each other along the longitudinal direction. The two ends of the aluminum alloy center plate are respectively connected to two second connecting parts, and the aluminum alloy side plates are connected to the aluminum alloy center plate.

[0015] Preferably, the bottom end of the first connecting part extends longitudinally into the bonding layer and is connected to the concrete pad layer through a connector.

[0016] Preferably, the connector is a self-tapping screw.

[0017] Preferably, the sealing layer is made of polyurethane sealant.

[0018] Preferably, the thickness of the waterproof layer is 1.3mm to 1.7mm.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] This utility model provides a subway station transfer connection structure, including an expansion joint connection structure and two subway transfer connection sections. The two subway transfer connection sections are arranged longitudinally at relative intervals to form an expansion joint structure. The expansion joint structure is stepped and includes a first expansion joint, a second expansion joint, and a third expansion joint arranged sequentially from top to bottom. The third expansion joint is filled with a sealing layer, and the wall surface of the second expansion joint is coated with a waterproof layer. The expansion joint connection structure includes a seismic elastic component, a mounting groove, an elastic rubber strip, and two aluminum alloy bases. Each aluminum alloy base includes a first connecting part, a second connecting part, and a slot part. The first connecting part and the second connecting part are arranged longitudinally at intervals and are respectively connected to the subway transfer connection section through connectors. The two ends of the mounting groove are respectively connected to the two second connecting parts. A road surface layer is laid in the mounting groove. The seismic elastic component is connected between the two second connecting parts and its top end is connected to the mounting groove. The slot part is located between the top end of the first connecting part and the mounting groove, and the slot part is filled with an elastic rubber strip. By absorbing displacement changes through elastic rubber strips and providing dynamic damping through seismic elastic components, a multi-level buffer structure is formed. Combined with an aluminum alloy base to enhance the structural rigidity at the expansion joint, the seismic buffer performance at the transfer connection structure can be greatly improved. This is suitable for high-load scenarios in subway stations. The waterproof layer and sealing layer form a multi-layer seepage barrier, which can also solve the problems of easy aging and joint leakage of traditional waterstops. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model in an application scenario.

[0023] Figure 2 This is a schematic elevation view of the expansion joint connection structure in one embodiment of the present utility model;

[0024] Figure 3 This is a schematic elevation view of a subway transfer connection section in one embodiment of the present invention.

[0025] The purpose, features, and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings.

[0026] Explanation of icon numbers:

[0027] 10. Expansion joint connection structure; 110. Seismic elastic component; 111. Connecting base plate; 112. Vertical shaft; 113. Seismic spring; 114. Fastener; 120. Mounting groove; 121. Aluminum alloy center plate; 122. Aluminum alloy side plate; 130. Elastic rubber strip; 140. Aluminum alloy base; 141. First connecting part; 142. Second connecting part; 143. Slot; 20. Subway transfer connecting section; 210. Road surface layer; 211. Granite surface layer; 212. Bonding layer; 220. Concrete pad layer; 230. Structural layer; 30. Expansion joint structure; 310. First expansion joint; 320. Second expansion joint; 321. Waterproof layer; 330. Third expansion joint; 331. Sealing layer. Detailed Implementation

[0028] It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0030] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0031] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0032] Please see the appendix Figure 1-3This utility model provides an embodiment of a subway station transfer connection structure, including an expansion joint connection structure 10 and two subway transfer connection sections 20. The two subway transfer connection sections 20 are arranged longitudinally at relative intervals to form an expansion joint structure 30. First, it should be noted that "longitudinal" in this application refers to the extension direction along the subway station, and its specific structure is as follows:

[0033] The expansion joint structure 30 is stepped, comprising a first expansion joint 310, a second expansion joint 320, and a third expansion joint 330 arranged sequentially from top to bottom. The third expansion joint 330 is filled with a sealing layer 331, and the walls of the second expansion joint 320 are coated with a waterproof layer 321. The expansion joint connection structure 10 is disposed within the first expansion joint 310. The expansion joint connection structure 10 includes a seismic elastic component 110, a mounting groove 120, an elastic rubber band 130, and two longitudinally opposed aluminum alloy bases 140. Each aluminum alloy base 140 includes a first connecting part 141, a second connecting part 142, and... The slot portion 143; wherein, the first connecting portion 141 and the second connecting portion 142 are arranged longitudinally at intervals and are respectively connected to the subway transfer connecting section 20 through connectors, the two ends of the mounting groove 120 are respectively connected to the two second connecting portions 142, the mounting groove 120 is paved with a road surface layer 210, the seismic elastic component 110 is connected between the two second connecting portions 142 and its top end is connected to the mounting groove 120, the slot portion 143 is located between the top end of the first connecting portion 141 and the mounting groove 120, and the slot portion 143 is filled with the elastic rubber strip 130.

[0034] Specifically, the subway station transfer connection structure in this application includes an expansion joint connection structure 10 and two subway transfer connection sections 20. The subway transfer connection section 20 is the end connection of two subway transfer halls, and the two are spaced apart to form an expansion joint structure 30. During construction, part of the existing connection section can be removed to form an expansion joint form suitable for the expansion joint connection structure 10 of this application, namely, a stepped expansion joint structure 30, including a first expansion joint 310, a second expansion joint 320, and a third expansion joint 330 arranged sequentially from top to bottom, and the width of the three sections gradually decreases from top to bottom. Thus, the first expansion joint 310 is used for the installation and connection of the expansion joint connection structure 10; the wall surface of the second expansion joint 320 can be coated with a waterproof layer 321 to prevent seepage. This waterproof layer 321 can be made of polyethylene. The urethane waterproof coating can be applied directly to the wall surface without complex pretreatment, forming a seamless and complete waterproof membrane. It has excellent water resistance and impermeability, as well as high strength, high elongation, and high elasticity, which can adapt to the expansion and contraction of deformation joints. Its thickness can be coated from 1.3mm to 1.7mm. In a preferred embodiment of this application, the thickness of the waterproof layer 321 is 1.5mm, and those skilled in the art can select according to actual needs. The third deformation joint 330 is used to fill the sealing layer 331 to form a double-layer seepage prevention design. The sealing layer 331 can be made of polyurethane sealant, which has high tensile strength and elasticity. After curing, it can adapt to the deformation of dynamic joints and has good sealing performance. In this way, it forms a "rigid-flexible" barrier with the polyurethane waterproof coating, solving the problems of easy aging and joint leakage of traditional waterstops.

[0035] The expansion joint connection structure 10 includes a seismic elastic component 110, a mounting groove 120, an elastic rubber strip 130, and two longitudinally opposite aluminum alloy bases 140. The overall structure uses the aluminum alloy bases 140 as the main body to increase structural rigidity. The synergistic structure formed by the seismic elastic component 110 and the elastic rubber strip 130 creates a multi-level buffer mechanism, improving seismic resistance, and is particularly suitable for high-load scenarios such as subway stations. Furthermore, each aluminum alloy base 140 includes a first connecting part 141, a second connecting part 142, and... The first connecting part 141 and the second connecting part 142 are respectively used to connect with the subway transfer connecting section 20 to enhance the connection stability and integrity between the expansion joint connection structure 10 and the subway transfer connecting section 20. The first connecting part 141 and the second connecting part 142 are arranged longitudinally at intervals, so their connection via connectors ensures a uniform and stable connection of the entire aluminum alloy base 140. It is worth noting that the second connecting part 142 can also provide space for the mounting groove 120 and the seismic elastic component 110. Do not install; wherein, the mounting groove 120 is used to lay the road surface layer 210, thereby filling this gap, so as to form a road surface layer 210 with the same height and configuration as the subway transfer connection section 20, thereby improving the overall road surface and pedestrian comfort. The seismic elastic component 110 is connected between the two second connecting parts 142 and its top end is connected to the mounting groove 120. In this way, the vibration energy transmitted through the mounting groove 120 and the aluminum alloy base 140 can be absorbed by the contacting seismic elastic component 110, achieving the effect of buffering energy absorption and seismic resistance. The slot 143 is used for mounting the elastic rubber band 130. It is located on the top of the entire aluminum alloy base 140 so that after the elastic rubber band 130 is mounted, it is located between the top of the first connecting part 141 and the mounting groove 120. In this way, the elastic rubber band 130 fills the gap and can play its role in absorbing displacement changes. At the same time, it forms a continuous sealing band with the sealing layer 331 (polyurethane sealant). The rubber band adapts to structural deformation, and the sealant fills the gap, solving the leakage problem caused by material fatigue after long-term use.

[0036] In a preferred embodiment of this utility model, the anti-seismic elastic component 110 includes a connecting base plate 111, a vertical shaft 112, an anti-seismic spring 113, and a fastener 114. The connecting base plate 111 is connected between two second connecting parts 142. The top end of the vertical shaft 112 is connected to the mounting groove 120, and the bottom end of the vertical shaft 112 extends downward through the connecting base plate 111 and into the second deformation joint 320. The fastener 114 is connected to the bottom of the vertical shaft 112, and the anti-seismic spring 113 is sleeved on the vertical shaft 112 and connected between the fastener 114 and the connecting base plate 111.

[0037] It should be noted that the connecting base plate 111 is used to connect the two second connecting parts 142 to form a whole. The vertical shaft 112 is used for the installation of the anti-vibration spring 113 and the fastener 114. Its top end is connected to the mounting groove 120 and can be fixed with M10×100 countersunk machine screws @ 500mm, achieving a balance between lightweight and high load-bearing capacity, suitable for high-load scenarios in subways. In this way, it can absorb and transmit the vibration energy brought by the road surface layer 210 in the mounting groove 120. Its bottom end penetrates the connecting base plate 111 and extends into the second deformation joint 320, so that the fastener 114 can be installed at the bottom of the vertical shaft 112, thereby facilitating the connection of the anti-vibration spring 113 between the fastener 114 and the connecting base plate 111. When vibration occurs, the anti-vibration spring 113 is compressed between the connecting base plate 111 and the fastener 114, providing buffering force and bringing an adaptive vibration reduction effect.

[0038] In a preferred embodiment of the present invention, each of the subway transfer connection sections 20 includes a road surface layer 210, a concrete subbase layer 220, and a structural layer 230 arranged sequentially from top to bottom. The first expansion joint 310 is formed between the road surface layers 210 of the two subway transfer connection sections 20, the second expansion joint 320 is formed between the two concrete subbase layers 220, and the third expansion joint 330 is formed between the two structural layers 230.

[0039] It is important to note that the pavement layer 210 directly bears the load from the superstructure, distributing the weight evenly across the substructure and reducing pressure on the base course and subgrade. It also prevents rainwater and other moisture from seeping into the substructure, protecting the base course and subgrade from water erosion. The concrete subbase 220 distributes the load, provides a level foundation, protects against frost heave, and protects the foundation, ensuring the stability and durability of the pavement structure. The structural layer 230, typically the base course, provides load-bearing capacity and supports the load to ensure the stability of the entire road section. Therefore, during construction... After removing some existing connecting sections in advance to form a stepped expansion joint structure 30, the first expansion joint 310 is formed between the road surface layers 210 of the two subway transfer connecting sections 20, the second expansion joint 320 is formed between the two concrete subbase layers 220, the waterproof layer 321 is coated on the side walls between the concrete subbase layers 220 and the wall surface protruding from the top surface of the structural layer 230, the third expansion joint 330 is formed between the two structural layers 230, and the sealing layer 331 is filled between the two structural layers 230.

[0040] In a preferred embodiment of the present invention, the road surface layer 210 of the subway transfer connection section 20 and the road surface layer 210 in the installation groove 120 both include a granite surface layer 211 and a bonding layer 212 arranged sequentially from top to bottom.

[0041] It is worth noting that, considering the comfort and compatibility of the overall connection after the expansion joint connection structure 10 is installed, the road surface layer 210 in the subway transfer connection section 20 can be compared with the road surface layer 210 in the subway transfer connection section 20. That is, both include a granite surface layer 211 and a bonding layer 212 arranged from top to bottom. The thickness of the granite surface layer 211 in both is the same, while the top surface of the bonding layer 212 is flush (considering the aluminum alloy base 140, the thickness of the bonding layer 212 in the installation groove 120 is smaller). Among them, the granite surface layer 211 can omit the traditional mortar leveling layer to reduce the structural thickness, while the bonding layer 212 is usually used to increase the bonding force between the surface layers and prevent water penetration.

[0042] In a preferred embodiment of this utility model, the fastener 114 is a fastening nut, the bottom end of the vertical shaft 112 is formed with an external thread, the fastening nut is threaded onto the external thread, and the anti-vibration spring 113 is connected between the connecting base plate 111 and the fastening nut.

[0043] It is worth noting that the height of the fastener 114 can be adjusted by using a fastening nut and threaded connection, thereby adjusting the pre-compression deformation of the anti-vibration spring 113 to change the shock absorption and energy absorption effect of the anti-vibration spring 113. The specific compression amount can be set by those skilled in the art through actual road section tests.

[0044] Furthermore, the mounting groove 120 includes an aluminum alloy center plate 121 and two aluminum alloy side plates 122 arranged longitudinally opposite each other. The two ends of the aluminum alloy center plate 121 are respectively connected to the two second connecting parts 142, and the aluminum alloy side plates 122 are connected to the aluminum alloy center plate 121.

[0045] It should be noted that the installation groove 120 is formed by the aluminum alloy center plate 121, the two aluminum alloy side plates 122 and the two side walls, so that the road surface layer 210 is laid in it. During the laying, the installation groove 120 can also be used as a laying template to save molds. It is worth mentioning that the bottom of the aluminum alloy side plates 122 can be set in an inclined shape to match the shape of the aluminum alloy base 140.

[0046] Furthermore, the bottom end of the first connecting portion 141 extends longitudinally into the bonding layer 212 and is connected to the concrete pad layer 220 via a connector.

[0047] It should be understood that this increases the overall integrity of the connection between the first connecting part 141 and the bonding layer 212, and then connects it to the concrete pad layer 220 through the connector.

[0048] Furthermore, the connector is a self-tapping screw.

[0049] It should be noted that the pointed design of self-tapping screws allows them to be screwed directly into the materials being connected without the need for pre-drilling, greatly simplifying the installation process, improving installation efficiency, and providing high tensile strength and gripping force to prevent loosening.

[0050] The above are merely preferred embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A subway station transfer connection structure, characterized in that, This includes an expansion joint connection structure and two subway transfer connection sections, the two subway transfer connection sections being arranged longitudinally at relative intervals to form the expansion joint structure; wherein... The expansion joint structure is stepped and includes a first expansion joint, a second expansion joint and a third expansion joint arranged from top to bottom. The third expansion joint is filled with a sealing layer, the wall of the second expansion joint is coated with a waterproof layer, and the expansion joint connection structure is set in the first expansion joint. The expansion joint connection structure includes a seismic elastic component, a mounting groove, an elastic rubber strip, and two longitudinally opposed aluminum alloy bases. Each aluminum alloy base includes a first connecting portion, a second connecting portion, and a slot portion. The first connecting part and the second connecting part are arranged longitudinally at intervals and are respectively connected to the subway transfer connecting section through connecting parts. The two ends of the mounting groove are respectively connected to the two second connecting parts. A road surface layer is laid in the mounting groove. The seismic elastic component is connected between the two second connecting parts and its top end is connected to the mounting groove. The slot is located between the top end of the first connecting part and the mounting groove, and the slot is filled with the elastic rubber strip.

2. The subway station transfer connection structure according to claim 1, characterized in that, The seismic-resistant elastic component includes a connecting base plate, a vertical shaft, a seismic-resistant spring, and fasteners. The connecting base plate is connected between the two second connecting parts. The top end of the vertical shaft is connected to the mounting groove. The bottom end of the vertical shaft passes downward through the connecting base plate and extends into the second deformation joint. The fasteners are connected to the bottom of the vertical shaft. The seismic-resistant spring is sleeved on the vertical shaft and connected between the fasteners and the connecting base plate.

3. The subway station transfer connection structure according to claim 1, characterized in that, Each of the metro transfer connection sections includes a road surface layer, a concrete subbase layer, and a structural layer arranged sequentially from top to bottom. The first expansion joint is formed between the road surface layers of two metro transfer connection sections, the second expansion joint is formed between the two concrete subbase layers, and the third expansion joint is formed between the two structural layers.

4. The subway station transfer connection structure according to claim 3, characterized in that, The road surface layer of the subway transfer connection section and the road surface layer in the installation groove both include a granite surface layer and a bonding layer arranged sequentially from top to bottom.

5. The subway station transfer connection structure according to claim 2, characterized in that, The fastener is a fastening nut, the bottom end of the vertical shaft has an external thread, the fastening nut is threaded onto the external thread, and the anti-vibration spring is connected between the connecting base plate and the fastening nut.

6. The subway station transfer connection structure according to claim 1, characterized in that, The mounting groove includes an aluminum alloy center plate and two aluminum alloy side plates arranged opposite each other along the longitudinal direction. The two ends of the aluminum alloy center plate are respectively connected to two second connecting parts, and the aluminum alloy side plates are connected to the aluminum alloy center plate.

7. The subway station transfer connection structure according to claim 4, characterized in that, The bottom end of the first connecting part extends longitudinally into the bonding layer and is connected to the concrete pad layer through a connector.

8. The subway station transfer connection structure according to claim 7, characterized in that, The connector is a self-tapping screw.

9. The subway station transfer connection structure according to claim 1, characterized in that, The sealing layer is made of polyurethane sealant.

10. The subway station transfer connection structure according to claim 1, characterized in that, The thickness of the waterproof layer is 1.3mm to 1.7mm.

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