Rail transit and municipal tunnel co-construction structure

Abstract

The utility model provides a kind of rail transit and municipal tunnel co-construction structure, comprising: track component, the track component includes box girder, pier column one, pier column two cross beam and support, compared with prior art, the utility model has the beneficial effects as follows: by increasing track component and tunnel component, track component is located above tunnel component setting, tunnel component is divided into municipal tunnel joint construction section and municipal tunnel transition section, and municipal tunnel joint construction section and municipal tunnel transition section are interval setting, pier column one and pier column two are set above municipal tunnel joint construction section and are fixedly connected with the box girder in track component by support, only in municipal tunnel joint construction section in the construction of track component and tunnel component is co-constructed, and the diameter and quantity of the joint construction section pile foundation column set below municipal tunnel joint construction section are greater than transition section pile foundation column, provide reinforced stable support, can solve the problem that rail transit bridge structure and municipal tunnel structure share route.

Description

Technical Field

[0001] This utility model belongs to the technical field of rail transit bridge structure, and specifically relates to a structure for the joint construction of rail transit and municipal tunnels. Background Technology

[0002] In modern road design, the increasing number of vehicles often means that the number of roads on the ground cannot meet the traffic demand. Therefore, the construction of rail transit and tunnel systems is necessary to develop elevated and underground driving areas, increasing the driving space within the same available area. Due to planning, economic, and aesthetic factors, rail transit bridges and municipal tunnels sometimes cannot be completely avoided, requiring shared routes and joint construction. When rail transit bridges and municipal tunnels must share routes due to objective constraints (i.e., located in the same spatial corridor, possibly overlapping, parallel, or intersecting), a series of complex problems arise due to significant differences in their structural characteristics, load types, construction methods, and operational requirements.

[0003] In summary, we hope to propose a new structure to solve the aforementioned technical problems. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a structure for the co-construction of rail transit and municipal tunnels, and to solve the problems mentioned in the background technology.

[0005] This utility model is achieved through the following technical solution: a structure for the co-construction of rail transit and municipal tunnels, comprising: a track assembly, the track assembly including a box girder, a first pier, a second pier, a crossbeam and a support, the support is fixedly connected below the box girder, the first pier is fixedly connected to the right side below the support, the second pier is fixedly connected to the left side below the support, a crossbeam for enhancing the support strength is fixedly connected between the first pier and the second pier, and a tunnel assembly is fixedly connected below both the first pier and the second pier;

[0006] The tunnel assembly includes a combined municipal tunnel section, a municipal tunnel transition section, combined section pile foundation columns, and transition section pile foundation columns. A set of municipal tunnel transition sections are fixedly connected to both the front and rear sides of the combined municipal tunnel section. Several sets of transition section pile foundation columns are fixedly connected below the municipal tunnel transition sections. Several combined section pile foundation columns are fixedly connected below the combined municipal tunnel section.

[0007] As a preferred embodiment, a set of guardrails is fixedly connected to both the left and right sides above the box girder. A sound barrier for reducing sound transmission is fixedly connected to the end of the guardrail away from the center of the track assembly. The sound barrier set on the outside diffuses and blocks the sound of the track vehicle.

[0008] In a preferred embodiment, a contact wire is fixedly connected to one end of the guardrail near the center of the track assembly, and a set of track seats is fixedly connected to both the left and right sides above the box girder. A low-voltage cable trough is provided on the side of the track seat away from the center of the track assembly.

[0009] In a preferred embodiment, the track seat is provided with a high-voltage cable trough on the side near the center of the track assembly, and the first and second piers are fixedly installed above the combined section of the municipal tunnel. The cables in the track area are arranged in an orderly manner through the low-voltage cable trough and the high-voltage cable trough.

[0010] In a preferred embodiment, both the combined municipal tunnel section and the municipal tunnel transition section are composed of an upper top slab, a lower bottom slab, a right side web 1, and a left side web 2.

[0011] In a preferred embodiment, the pile foundation columns of the combined section and the pile foundation columns of the transition section are all uniformly distributed. The diameter and number of the pile foundation columns of the combined section are larger than those of the pile foundation columns of the transition section. The pile foundation columns of the combined section and the pile foundation columns of the transition section are located below the combined section and the transition section of the municipal tunnel to provide stable support at the bottom.

[0012] As a preferred embodiment, the connection between the combined municipal tunnel section and the transition section of the municipal tunnel serves as the boundary for the bridge abutment.

[0013] As a preferred embodiment, the lower outer sides of the first and second piers are provided with a design ground line area.

[0014] After adopting the above technical solution, the beneficial effects of this utility model are:

[0015] 1. By adding track components and tunnel components, the track components are set above the tunnel components. The tunnel components are divided into a combined municipal tunnel section and a transition section, which are set alternately. Pier 1 and Pier 2 are set above the combined municipal tunnel section and are fixedly connected to the box girder in the track components through supports. In the construction of the track components and tunnel components, they are only co-constructed in the combined municipal tunnel section. The diameter and number of pile foundation columns set below the combined municipal tunnel section are larger than those in the transition section, providing enhanced stability support and solving the problem of the shared route between the rail transit bridge structure and the municipal tunnel structure. Attached Figure Description

[0016] 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 these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of a rail transit and municipal tunnel co-construction structure according to the present invention.

[0018] Figure 2 This is a schematic diagram of the upper structure of the track component in a co-construction structure of rail transit and municipal tunnel according to the present invention.

[0019] Figure 3 This is a schematic diagram of the lower structure of the track component in a co-construction structure of rail transit and municipal tunnel according to the present invention.

[0020] Figure 4 This is a bottom view schematic diagram of the tunnel component in a co-construction structure of rail transit and municipal tunnels according to the present invention.

[0021] Figure 5 This is a cross-sectional schematic diagram of a tunnel component in a co-construction structure for rail transit and municipal tunnels according to this utility model.

[0022] In the diagram, 100-track assembly, 101-guardrail, 102-sound barrier, 103-contact wire, 104-support, 105-weak current cable trough, 106-track seat, 107-box girder, 108-pier 1, 109-pier 2, 110-crossbeam, 111-design ground line area;

[0023] 200-Tunnel components, 201-Municipal tunnel combined section, 202-Combined section pile foundation column, 203-Transition section pile foundation column, 204-Bridge abutment boundary, 205-Municipal tunnel transition section;

[0024] 201a - Top plate, 201b - Bottom plate, 201c - Web plate one, 201d - Web plate two. Detailed Implementation

[0025] 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.

[0026] Please see Figures 1-5 As the first embodiment of this utility model:

[0027] A co-construction structure for rail transit and municipal tunnels includes: a track assembly 100, which includes a box girder 107, a first pier 108, a second pier 109, a crossbeam 110, and a support 104.

[0028] A support 104 is fixedly connected below the box girder 107. A pier 108 is fixedly connected to the right side below the support 104. A pier 209 is fixedly connected to the left side below the support 104. A crossbeam 110 for enhancing the support strength is fixedly connected between the pier 108 and the pier 209. A tunnel component 200 is fixedly connected below both the pier 108 and the pier 209.

[0029] The tunnel component 200 includes a municipal tunnel combined section 201, a municipal tunnel transition section 205, combined section pile foundation columns 202, and transition section pile foundation columns 203. A set of municipal tunnel transition sections 205 are fixedly connected to both the front and rear sides of the municipal tunnel combined section 201. Several sets of transition section pile foundation columns 203 are fixedly connected below the municipal tunnel transition sections 205. Several combined section pile foundation columns 202 are fixedly connected below the municipal tunnel combined section 201.

[0030] A set of guardrails 101 are fixedly connected to both the left and right sides above the box girder 107. A sound barrier 102 for reducing sound transmission is fixedly connected to one end of the guardrail 101 away from the center of the track assembly 100. The sound barrier 102 set on the outside diffuses and blocks the sound of the track vehicle.

[0031] A contact wire 103 is fixedly connected to one end of the guardrail 101 near the center of the track assembly 100. A set of track seats 106 are fixedly connected to both the left and right sides above the box girder 107. A low-voltage cable trough 105 is provided on the side of the track seat 106 away from the center of the track assembly 100.

[0032] The track seat 106 is equipped with a high-voltage cable trough on the side near the center of the track assembly 100. Pier 1 108 and Pier 2 109 are fixedly installed above the municipal tunnel combined section 201. The cables in the track area are arranged in an orderly manner through the low-voltage cable trough 105 and the high-voltage cable trough.

[0033] Both the combined municipal tunnel section 201 and the transition section 205 of the municipal tunnel are composed of an upper top slab 201a, a lower bottom slab 201b, a right side web slab 1 201c, and a left side web slab 201d.

[0034] Several combined section pile foundation columns 202 and transition section pile foundation columns 203 are uniformly distributed. The diameter and number of combined section pile foundation columns 202 are larger than those of transition section pile foundation columns 203. The combined section pile foundation columns 202 and transition section pile foundation columns 203 are located below the combined section 201 and transition section 205 of the municipal tunnel to provide stable support at the bottom.

[0035] The connection between the combined municipal tunnel section 201 and the transition section 205 of the municipal tunnel is the bridge abutment boundary 204.

[0036] Design ground line area 111 is provided on the outer side of the lower end of pier 108 and pier 209.

[0037] Specifically, in the construction of the track structure and tunnel structure of this utility model, the track assembly 100 is set above the designed ground line area 111, and the tunnel assembly 200 is set below the designed ground line area 111. The lower end of the track assembly 100 has two piers, 108 and 109, which pass through the designed ground line area 111 and are located underground. Piers 108 and 109 are fixedly set above the combined municipal tunnel section 201. Piers 108 and 109 are connected to the box girder 1 via supports 104. 07 is fixedly connected below, and a crossbeam 110 is set between pier 108 and pier 219 to enhance the support strength. Secondly, the joint construction section pile foundation column 202 and the transition section pile foundation column 203 are set below the joint construction section 201 and the transition section 205 of the municipal tunnel to provide stable support at the bottom. The diameter and number of the joint construction section pile foundation column 202 are larger than those of the transition section pile foundation column 203, providing reinforced support in the joint construction section, thereby solving the problem of the rail transit bridge structure and the municipal tunnel structure sharing the route.

[0038] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A co-construction structure for rail transit and municipal tunnels, comprising: The track assembly (100) is characterized in that: the track assembly (100) includes a box girder (107), a first pier (108), a second pier (109), a crossbeam (110), and a support (104); A support (104) is fixedly connected below the box girder (107). A pier (108) is fixedly connected to the right side below the support (104). A pier (109) is fixedly connected to the left side below the support (104). A crossbeam (110) for enhancing the support strength is fixedly connected between the pier (108) and the pier (109). A tunnel component (200) is fixedly connected below both the pier (108) and the pier (109). The tunnel assembly (200) includes a municipal tunnel combined section (201), a municipal tunnel transition section (205), combined section pile foundation columns (202), and transition section pile foundation columns (203). A set of municipal tunnel transition sections (205) are fixedly connected to both the front and rear sides of the municipal tunnel combined section (201). Several sets of transition section pile foundation columns (203) are fixedly connected below the municipal tunnel transition section (205). Several combined section pile foundation columns (202) are fixedly connected below the municipal tunnel combined section (201).

2. The co-construction structure of rail transit and municipal tunnel as described in claim 1, characterized in that: A set of guardrails (101) is fixedly connected to both the left and right sides above the box girder (107). A sound barrier (102) for reducing sound transmission is fixedly connected to one end of the guardrail (101) away from the center of the track assembly (100).

3. The co-construction structure of rail transit and municipal tunnel as described in claim 2, characterized in that: The guardrail (101) is fixedly connected to a contact wire (103) at one end near the center of the track assembly (100). A set of track seats (106) is fixedly connected to both the left and right sides above the box girder (107). A low-voltage cable trough (105) is provided on the side of the track seat (106) away from the center of the track assembly (100).

4. The co-construction structure of rail transit and municipal tunnel as described in claim 3, characterized in that: The track seat (106) is provided with a high-voltage cable trough on the side near the center of the track assembly (100), and the first pier (108) and the second pier (109) are fixedly installed above the combined section (201) of the municipal tunnel.

5. The co-construction structure of rail transit and municipal tunnel as described in claim 4, characterized in that: The combined municipal tunnel section (201) and the transition section of the municipal tunnel (205) are both composed of an upper top plate (201a), a lower bottom plate (201b), a right side web plate one (201c), and a left side web plate two (201d).

6. The co-construction structure of rail transit and municipal tunnel as described in claim 1, characterized in that: The pile foundation columns (202) of the combined section and the pile foundation columns (203) of the transition section are all uniformly distributed. The diameter and number of the pile foundation columns (202) of the combined section are larger than those of the pile foundation columns (203) of the transition section.

7. The co-construction structure of rail transit and municipal tunnel as described in claim 6, characterized in that: The connection between the combined municipal tunnel section (201) and the transition section of the municipal tunnel (205) is the bridge abutment boundary (204).

8. The co-construction structure of rail transit and municipal tunnel as described in claim 7, characterized in that: The lower outer sides of the piers 1 (108) and pier 2 (109) are provided with a design ground line area (111).

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