A tunnel underpass road construction section roadbed settlement monitoring system

Abstract

The utility model discloses a tunnel under -wear road construction section roadbed settlement monitoring system belongs to tunnel construction monitoring technical field. The system includes existing road, newly -built tunnel and road section pavement settlement deformation trend monitoring device, and the road section pavement settlement deformation trend monitoring device includes a plurality of road section pavement settlement deformation trend monitoring mechanism, and the road section pavement settlement deformation trend monitoring mechanism includes the case, sensing assembly, data acquisition transmission subassembly and power supply unit, sensing assembly is established on the guardrail of existing road, and a part of power supply unit is established in the case, and another part is established outside the case, and data acquisition transmission subassembly is established in the case. Install sensing assembly on the guardrail of existing road, install the case on the central reservation strip of existing road or install on the roadbed of both sides of existing road, and the installation of road section pavement settlement deformation trend monitoring device can not destroy the pavement structure of existing road.

Description

Technical Field

[0001] This utility model relates to a roadbed settlement monitoring system for tunnel underpass construction sections, belonging to the field of tunnel construction monitoring technology. Background Technology

[0002] During tunnel construction, it is inevitable that new tunnels will pass under existing highways. Tunnel construction can damage the overlying soil layer, leading to settlement and deformation of the existing highway subgrade. Ultimately, this may cause cracking and damage to the existing highway pavement structure, affecting the safe driving of vehicles on the existing highway. Therefore, it is essential to monitor the settlement and deformation of the existing highway subgrade during the construction of new tunnels.

[0003] For example, Chinese patent document CN206540539U discloses a roadbed settlement monitoring system, including a power supply, a control center, and a roadbed main body located on the ground. Inclinometer tubes are installed on the ground on both sides of the roadbed main body, and multiple observation piles are distributed on the slopes on both sides of the roadbed main body. A single-point settlement gauge and a hydraulic stratified settlement meter are installed on the top surface of the roadbed main body, and a profile settlement meter is installed at the bottom of the roadbed main body. An earth pressure cell is installed inside the roadbed main body. The power supply provides power to all the above instruments, and all the instruments are connected to the control center for data transmission. Multiple monitoring items are used to monitor the roadbed, comprehensively monitoring the condition of the roadbed soil.

[0004] However, before installing single-point settlement gauges and hydraulic stratified settlement meters, it is necessary to drill holes in the main body of the embankment in advance, which will damage the existing road surface structure. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a roadbed settlement monitoring system for tunnel underpass construction sections.

[0006] This utility model is achieved through the following technical solution: A roadbed settlement monitoring system for a tunnel underpass construction section includes an existing road, a newly constructed tunnel, and a road surface settlement and deformation trend monitoring device for the affected section. The newly constructed tunnel passes under the existing road. The road surface settlement and deformation trend monitoring device for the affected section includes several road surface settlement and deformation trend monitoring units, each corresponding to a specific unit mounted on the existing road guardrail. Each monitoring unit includes a housing, a sensing component, a data acquisition and transmission component, and a power supply component. The sensing component is mounted on the existing road guardrail, with a portion extending into the housing. A portion of the power supply component is located inside the housing, and another portion is located outside the housing. The data acquisition and transmission component is located inside the housing, connected to the sensing component extending into the housing, and electrically connected to the power supply component.

[0007] The sensing components are installed on the roadside guardrails or median guardrails of existing roads, and are located on the outer side of the roadside guardrails or the inner side of the median guardrails.

[0008] The sensing component covers the roadbed section affected by settlement along the longitudinal direction of the existing road, and both ends of the sensing component extend to the non-settlement-affected roadbed sections on both sides of the roadbed section affected by settlement.

[0009] The sensing component includes a sensing line, multiple fixed pulleys A and B. The multiple fixed pulleys A are fixedly installed at the bottom of the roadside guardrail or the central divider guardrail. The fixed pulleys B are fixedly installed on the inner wall of the housing. The end of the sensing line away from the housing is fixedly connected to the fixed pulley A away from the housing. The middle part passes through all the remaining fixed pulleys A and then goes around the fixed pulley B. A plumb bob is connected to the end of the sensing line near the fixed pulley B, and the plumb bob is located inside the housing.

[0010] The distance between two adjacent fixed pulleys A is no greater than 2m.

[0011] The data acquisition and transmission component includes a pull-wire displacement sensor, a data acquisition device A, and a wireless transmission module. The pull rope of the pull-wire displacement sensor is fixedly connected to the sensing wire extending into the chassis through a connector. The data acquisition device A is electrically connected to the pull-wire displacement sensor, and the wireless transmission module is electrically connected to the data acquisition device A.

[0012] The chassis is equipped with an alarm, which is electrically connected to the wireless transmission module via a relay located inside the chassis.

[0013] The power supply components include a battery, an external power interface, and a rectifier. The rectifier is electrically connected to the battery through a charge / discharge controller. The charge / discharge controller is electrically connected to the data acquisition instrument A, the wireless transmission module, and the alarm. The external power interface is electrically connected to the rectifier.

[0014] The chassis is also equipped with a solar panel, which is electrically connected to the charge and discharge controller.

[0015] It also includes a DCS system, which communicates with the wireless transmission module.

[0016] The beneficial effects of this utility model are as follows: the sensing components are installed on the guardrail of the existing road, and part of the power supply components are located inside the chassis and the other part is located outside the chassis. At the same time, the data acquisition and transmission components are located inside the chassis. The chassis can be installed on the central median of the existing road or on the roadbed on both sides of the existing road. Therefore, the installation of the road surface settlement and deformation trend monitoring device will not damage the road surface structure of the existing road, which helps to ensure the continuous and normal operation of the road surface settlement and deformation trend monitoring device and ensure the normal passage of vehicles on the existing road. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a plan view of the road surface settlement and deformation trend monitoring device of this utility model; Figure 3 This is a schematic diagram of the pavement settlement and deformation trend monitoring mechanism of this utility model. Figure 4 A schematic diagram illustrating the principle of determining the length of the roadbed section affected by settlement according to this utility model; Figure 5 This is a schematic diagram of the structure of the guardrail of this utility model after deformation.

[0018] In the diagram: 1-New tunnel, 2-Existing road, 21-Guardrail, 211-Roadside guardrail, 212-Median guardrail, 22-Subgrade section affected by settlement, 23-Subgrade section not affected by settlement, 3-Pavement settlement and deformation trend monitoring device for affected road sections, 31-Chassis, 32-Sensing component, 321-Induction wire, 322-Pulley A, 323-Pulley B, 324-Plumb bob, 33-Data acquisition and transmission component, 331-Wire displacement sensor, 332-Data acquisition instrument A, 333-Wireless transmission module, 334-Connector, 34-Power supply component, 341-Battery, 342-External power interface, 343-Rectifier, 344-Charge and discharge controller, 345-Solar panel, 35-Alarm, 36-Relay. Detailed Implementation

[0019] The technical solution of this utility model is further described below, but the scope of protection is not limited to what is described.

[0020] like Figures 1 to 5As shown, the present invention discloses a roadbed settlement monitoring system for a tunnel underpass construction section, comprising an existing road 2, a newly constructed tunnel 1, and a road surface settlement and deformation trend monitoring device 3. The newly constructed tunnel 1 passes under the existing road 2. The road surface settlement and deformation trend monitoring device 3 comprises several road surface settlement and deformation trend monitoring mechanisms, each corresponding to a guardrail 21 of the existing road 2. Each road surface settlement and deformation trend monitoring mechanism comprises a housing 31, a sensing component 32, a data acquisition and transmission component 33, and a power supply component 34. The sensing component 32 is installed on the guardrail 21 of the existing road 2, and part of the sensing component 32 extends into the housing 31. Part of the power supply component 34 is installed inside the housing 31, and another part is installed outside the housing 31. The data acquisition and transmission component 33 is installed inside the housing 31, connected to the sensing component 32 extending into the housing 31, and electrically connected to the power supply component 34. During the construction of the underpass section of the new tunnel 1, if the existing roadbed and pavement of the existing road 2 experience settlement, it will cause the guardrail 21 to deform due to settlement, resulting in bending deformation of the original alignment of the guardrail 21. Monitoring this bending deformation trend of the guardrail 21 allows for the determination of the deformation and deformation rate trend of the existing roadbed and pavement caused by the construction disturbance of the new tunnel 1. Therefore, this invention installs a sensing component 32 on the guardrail 21 of the existing road 2 directly above the new tunnel 1 to sense and report the bending deformation of the guardrail 21. Then, a data acquisition and transmission component 33 is connected to the sensing component 32 to collect the bending deformation value of the guardrail 21 and transmit the data.

[0021] The sensing component 32 is installed on the guardrail 21 of the existing road 2, and part of the power supply component 34 is located inside the housing 31 and the other part is located outside the housing 31. At the same time, the data acquisition and transmission component 33 is located inside the housing 31. The housing 31 can be installed on the central median of the existing road 2 or on the roadbed on both sides of the existing road 2. Therefore, the installation of the road surface settlement and deformation trend monitoring device 3 will not damage the road surface structure of the existing road 2, which helps to ensure the continuous and normal operation of the road surface settlement and deformation trend monitoring device 3 and ensure the normal passage of vehicles on the existing road 2.

[0022] The sensing component 32 is installed on the roadside guardrail 211 or the central divider guardrail 212 of the existing road 2, and is located on the outer side of the roadside guardrail 211 or the inner side of the central divider guardrail 212. In use, the outer side of the roadside guardrail 211 and the inner side of the central divider guardrail 212 refer to the side of the guardrail 21 away from the driving lane.

[0023] The sensing component 32 covers the subsidence-affected roadbed section 22 along the longitudinal direction of the existing road 2, and both ends of the sensing component 32 extend to the non-subsidence-affected roadbed sections 23 on both sides of the subsidence-affected roadbed section 22.

[0024] The subgrade section 22 affected by settlement refers to the section with a fracture angle calculated according to tunnel design specifications. The angle of failure is calculated based on soil mechanics. ,in The internal friction angle of the overlying rock and soil of the newly constructed tunnel 1 is selected. and The smaller value in the middle is used as the final fracture angle. Then, passing through the intersection of the positive and negative arches of the newly built tunnel 1, draw a horizontal line on each side of the newly built tunnel 1. Next, taking the intersection of the positive and negative arches on both sides of the newly built tunnel 1 as the starting point, and the horizontal lines drawn on both sides of the newly built tunnel 1 as the final rupture angle. The starting line is used to draw the two final fracture angles above the two horizontal lines. The range, two final fracture angles The area between the two intersections of the edge line and the existing road surface 2 is defined as the roadbed section 22 affected by settlement.

[0025] The rupture angle is calculated according to the formula in Appendix E of the "Railway Tunnel Design Code" (TB 10003-2016 J449-2016), depending on the type of the newly constructed tunnel. Alternatively, the rupture angle can be calculated using the formula in D.0.2-8 of the "Specifications for Design of Highway Tunnels" (JTG3370.1—2018). And calculate the rupture angle based on soil mechanics. Then, select the fracture angle under the most unfavorable condition. and breakage angle The smaller value in the middle is used as the final fracture angle. .

[0026] Next, the subgrade section 22 affected by settlement was determined using a graphical method, such as... Figure 4 As shown.

[0027] The enclosure 31 is installed on the central median of the non-settlement-affected roadbed section 23, or on the roadbed on both sides of the non-settlement-affected roadbed section 23, that is, it is installed and fixed in a position where the roadbed is stable and does not affect the safety of highway traffic.

[0028] The sensing component 32 includes a sensing wire 321, multiple fixed pulleys A322 and B323. The fixed pulleys A322 are fixedly mounted on the bottom of the roadside guardrail 211 or the central median guardrail 212. The fixed pulleys B323 are fixedly mounted on the inner wall of the housing 31. One end of the sensing wire 321, away from the housing 31, is fixedly connected to a fixed pulley A322 away from the housing 31. The middle portion passes through all the remaining fixed pulleys A322 and then wraps around the fixed pulley B323. A plumb bob 324 is connected to one end of the sensing wire 321 near the fixed pulley B323, and the plumb bob 324 is located inside the housing 31. In use, the sensing wire 321 is made of steel wire rope with a diameter of φ1.5~φ2.5. The weight of the plumb bob 324 is used to keep the sensing wire 321 taut. The weight of the plumb bob 324 should not be less than 120g, but can be selected according to the length of the sensing wire 321. The range of the draw-wire displacement sensor 331 is not less than 20cm, and the accuracy is not less than 0.5%FS. In the initial state, the draw-wire extending from the housing of the draw-wire displacement sensor 331 is connected to the sensing wire 321 via connector 334, and is at the same horizontal height as the sensing wire 321 between fixed pulleys B323 and A322. Figure 3 As shown.

[0029] The distance between two adjacent fixed pulleys A322 is no greater than 2m.

[0030] The data acquisition and transmission component 33 includes a pull-wire displacement sensor 331, a data acquisition instrument A332, and a wireless transmission module 333. The pull rope of the pull-wire displacement sensor 331 is fixedly connected to the sensing wire 321 that extends into the chassis 31 through a connector 334. The data acquisition instrument A332 is electrically connected to the pull-wire displacement sensor 331, and the wireless transmission module 333 is electrically connected to the data acquisition instrument A332.

[0031] An alarm 35 is provided on the chassis 31. The alarm 35 is electrically connected to the wireless transmission module 333 through a relay 36 located inside the chassis 31.

[0032] The power supply assembly 34 includes a battery 341, an external power interface 342, and a rectifier 343. The rectifier 343 is electrically connected to the battery 341 via a charge / discharge controller 344. The charge / discharge controller 344 is electrically connected to the data acquisition instrument A332, the wireless transmission module 333, and the alarm 35. The external power interface 342 is electrically connected to the rectifier 343. The battery 341, rectifier 343, and charge / discharge controller 344 are installed inside the chassis 31, while the external power interface 342 is located outside the chassis 31.

[0033] The chassis 31 is also equipped with a solar panel 345, which is electrically connected to the charge and discharge controller 344.

[0034] It also includes a DCS system, which is connected to the 333 wireless transmission module.

[0035] An external power source or a storage battery 341 can be used to power the electrical appliances in the road surface settlement and deformation trend monitoring device 3, and an external power source or a solar panel 345 can be used to charge the storage battery 341.

[0036] like Figure 5 As shown, during the construction of the underpass section of the new tunnel 1, if the roadbed and pavement of the existing road 2 settle, it will cause the roadside guardrail 211 or the central divider guardrail 212 to settle and deform, resulting in the bending deformation of the original alignment of the roadside guardrail 211 or the central divider guardrail 212. By monitoring the bending deformation trend of the roadside guardrail 211 or the central divider guardrail 212, it is possible to determine the deformation and deformation rate trend of the roadbed and pavement of the existing road 2 caused by the construction disturbance of the new tunnel 1. Based on this, the present invention uses the length of the pull line between the fixed pulley B323 and the fixed pulley A322 away from the housing 31 to sense and provide feedback on the bending deformation of the roadside guardrail 211 or the central divider guardrail 212. It also utilizes the characteristic that the length of the pull rope extending from the housing of the pull line displacement sensor 331 changes in synergy with the length of the pull line between the fixed pulley B323 and the fixed pulley A322 away from the housing 31, to collect the bending deformation value of the roadside guardrail 211 or the central divider guardrail 212. Then, the bending deformation value is transmitted to the DCS system via the pull line displacement sensor 331 and the wireless transmission module 333. Finally, the DCS system compares and analyzes the monitored value with the corresponding warning threshold to determine the deformation and deformation rate trend of the existing roadbed and pavement caused by the construction disturbance of the new tunnel 1. This provides a feasible solution for monitoring the settlement data of the existing roadbed and pavement of the existing road, ensuring the traffic safety of the existing road 2 and the construction safety of the new tunnel 1.

[0037] When the monitored value of the wire displacement sensor 331 is abnormal, the DCS system sends a control command to the relay 36 through the wireless transmission module 333. The relay 36 then activates the alarm 35 to sound an alarm.

Claims

1. A roadbed settlement monitoring system for tunnels passing under road construction sections, characterized in that: The system includes an existing road (2), a newly built tunnel (1), and a road surface settlement and deformation trend monitoring device (3) for the road section. The newly built tunnel (1) passes under the existing road (2). The road surface settlement and deformation trend monitoring device (3) for the road section includes several road surface settlement and deformation trend monitoring mechanisms that are installed one-to-one on the guardrail (21) of the existing road (2). The road surface settlement and deformation trend monitoring mechanism includes a chassis (31), a sensing component (32), a data acquisition and transmission component (33), and a power supply component (34). The sensing component (32) is installed on the guardrail (21) of the existing road (2), and part of the sensing component (32) extends into the chassis (31). Part of the power supply component (34) is installed inside the chassis (31), and another part is installed outside the chassis (31). The data acquisition and transmission component (33) is installed inside the chassis (31), connected to the sensing component (32) that extends into the chassis (31), and electrically connected to the power supply component (34).

2. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 1, characterized in that: The sensing component (32) is installed on the roadside guardrail (211) or the central divider guardrail (212) of the existing road (2), and is located on the outside of the roadside guardrail (211) or the inside of the central divider guardrail (212).

3. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 1, characterized in that: The sensing component (32) covers the subsidence-affected roadbed section (22) along the longitudinal direction of the existing road (2), and the two ends of the sensing component (32) extend to the non-subsidence-affected roadbed sections (23) on both sides of the subsidence-affected roadbed section (22).

4. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 2, characterized in that: The sensing component (32) includes a sensing line (321), multiple fixed pulleys A (322) and fixed pulleys B (323). The multiple fixed pulleys A (322) are fixedly installed at the bottom of the roadside guardrail (211) or the central divider guardrail (212). The fixed pulleys B (323) are fixedly installed on the inner wall of the housing (31). One end of the sensing line (321) away from the housing (31) is fixedly connected to the fixed pulley A (322) away from the housing (31). The middle part passes through all the remaining fixed pulleys A (322) and then passes over the fixed pulley B (323). A plumb bob (324) is connected to one end of the sensing line (321) near the fixed pulley B (323), and the plumb bob (324) is located inside the housing (31).

5. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 4, characterized in that: The distance between two adjacent fixed pulleys A (322) is no greater than 2m.

6. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 4, characterized in that: The data acquisition and transmission component (33) includes a pull-wire displacement sensor (331), a data acquisition instrument A (332), and a wireless transmission module (333). The pull rope of the pull-wire displacement sensor (331) is fixedly connected to the sensing wire (321) that extends into the chassis (31) through a connector (334). The data acquisition instrument A (332) is electrically connected to the pull-wire displacement sensor (331), and the wireless transmission module (333) is electrically connected to the data acquisition instrument A (332).

7. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 6, characterized in that: An alarm (35) is provided on the chassis (31), and the alarm (35) is electrically connected to the wireless transmission module (333) through a relay (36) located in the chassis (31).

8. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 7, characterized in that: The power supply component (34) includes a battery (341), an external power interface (342), and a rectifier (343). The rectifier (343) is electrically connected to the battery (341) through a charge and discharge controller (344). The charge and discharge controller (344) is electrically connected to the data acquisition instrument A (332), the wireless transmission module (333), and the alarm (35). The external power interface (342) is electrically connected to the rectifier (343).

9. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 7, characterized in that: The chassis (31) is also equipped with a solar panel (345), which is electrically connected to the charge and discharge controller (344).

10. The roadbed settlement monitoring system for tunnel underpass construction sections as described in claim 6, characterized in that: It also includes a DCS system, which is connected to the wireless transmission module (333) for communication.

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