Anti-circulation structure for intercity railway underground continuous wall I-beam joint

Abstract

The utility model discloses a kind of for intercity railway underground continuous wall H-shaped steel joint anti-flow structure, it is related to underground engineering technical field, wherein, the anti-flow structure for the intercity railway underground continuous wall H-shaped steel joint includes anti-flow subassembly and pressure piece, the outside of two joints is provided with anti-flow subassembly;A part of anti-flow subassembly is connected with joint to form the adhesion part, another part of anti-flow subassembly extends from joint to the direction of departing from web plate and is obliquely arranged along the extension direction of web plate to the direction of departing from reinforcement cage;Pressure piece is tightly pressed to the side of adhesion part departing from flange plate.The utility model forms continuous sealing interface to block concrete flow by anti-flow subassembly, cooperates pressure piece to enhance sealing effect, can effectively prevent that concrete flow enters adjacent width section, keeps joint interface clean, to improve waterproof performance and structural strength, avoid to sandwich mud and sandwich slag defect, enhance the overall structural strength and durability of underground continuous wall.

Description

Technical Field

[0001] This utility model relates to the field of underground engineering technology, and in particular to an anti-flow-bypass structure for I-beam joints of underground continuous walls for intercity railways. Background Technology

[0002] Diaphragm walls, as an important support structure for deep foundation pits, are widely used in the construction of underground stations and tunnels in intercity railways due to their advantages such as high strength, high rigidity, and good water-stopping performance. In the construction of diaphragm walls, to ensure the integrity and continuity of the wall structure, a segmented construction method is usually adopted, with adjacent segments connected by I-beam joints to form a complete diaphragm wall system.

[0003] Currently, in the segmented construction of diaphragm walls, I-beams are first pre-embedded at the ends of the already poured sections. The flanges of the I-beams are then welded and fixed to the reinforcing cage of that section. Then, during the construction of adjacent sections, the reinforcing cage of the newly poured section is welded to the other flange of the I-beam, thus achieving structural connection between adjacent sections. This joint method effectively transfers loads and ensures the overall performance of the wall.

[0004] However, in actual construction, improper treatment of the joint interface formed by the welding of the I-beam flange and the reinforcing cage can cause subsequent concrete pouring to easily flow around the edge of the flange into adjacent sections that have already been constructed, resulting in an unclean joint interface and defects such as mud and slag inclusions. This not only affects the water-stopping effect of the joint and reduces the overall waterproof performance of the diaphragm wall, but may also weaken the structural strength at the joint, posing a threat to the safety and durability of the intercity railway underground project, and significantly falling short of the expected quality requirements of the project. Utility Model Content

[0005] The main purpose of this utility model is to propose an anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway, which aims to solve the problem in the prior art that subsequent concrete pouring bypasses the flange plate and enters the adjacent section, resulting in unclean joint interface, affecting water-stopping effect and structural strength.

[0006] To achieve the above objectives, this utility model proposes an anti-flow-bypass structure for I-beam joints of intercity railway underground continuous walls. The I-beam includes a web and two flanges. The two flanges are disposed on both sides of the web along its extension direction. The two flanges overlap with the reinforcing cage of the intercity railway underground continuous wall to form two joints. The anti-flow-bypass structure for the H-beam joint of the intercity railway underground continuous wall includes: The anti-flow-off assembly is provided on the outer side of both of the two joints; a part of the anti-flow-off assembly is connected to the joint to form a fitting part, and the other part of the anti-flow-off assembly extends from the joint in a direction away from the web and is inclined in a direction away from the reinforcing cage along the extension direction of the web. A pressing member is pressed against the side of the fitting portion opposite to the flange plate.

[0007] In one embodiment, the anti-flow component includes a first anti-slurry sheet and a second anti-slurry sheet. The first anti-slurry sheet is connected to the joint to form the fitting portion. The second anti-slurry sheet extends from the joint in a direction away from the web. One end of the second anti-slurry sheet along its extension direction is connected to the first anti-slurry sheet. The other end of the second anti-slurry sheet along its extension direction is inclined in a direction away from the reinforcing cage along the extension direction of the web.

[0008] In one embodiment, the first anti-grout sheet and the second anti-grout sheet are integrally formed.

[0009] In one embodiment, the thickness of both the first and second anti-grouting iron sheets is d, where d ≥ 0.5 mm.

[0010] In one embodiment, the first grout-stopping sheet is connected to the joint via a penetration weld.

[0011] In one embodiment, the penetration weld has a double-sided weld structure.

[0012] In one embodiment, the thickness of the penetration weld is D, where D ≥ 10 mm.

[0013] In one embodiment, the pressing member is a steel bar, which abuts against the side of the fitting portion opposite to the flange plate.

[0014] In one embodiment, the outer edges of the two flanges abut against and are welded to the ends of the reinforcing cage to form two joints.

[0015] In one embodiment, the length of the flange is L1, and the length of the joint is L2, where L2 < 0.5 * L1.

[0016] This invention's technical solution uses an anti-flow-around component to form a continuous sealed interface, blocking concrete flow around the joint. Combined with a pressure-retaining component to enhance the sealing effect, it effectively prevents concrete from flowing around into adjacent sections and causing contamination at the joint interface, ensuring cleanliness at the connection point between adjacent sections. This improves waterproofing performance and structural strength, offering advantages such as simple construction and high reliability, while avoiding defects like mud and slag inclusions. Simultaneously, the continuity and stability of the sealed interface improve the joint's water-stopping performance and enhance the overall structural strength and durability of the diaphragm wall. Attached Figure Description

[0017] 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.

[0018] Figure 1 A schematic diagram of an embodiment of the anti-flow-bypass structure for the I-beam joint of the underground continuous wall of an intercity railway provided by this utility model; Figure 2 for Figure 1 A magnified view of a portion of point A in the middle.

[0019] Explanation of icon numbers: 10. I-beam; 20. Reinforcing cage; 11. Web plate; 12. Flange plate; 100, Anti-flow component; 101, Fitting part; 200, Pressing part; 110, First anti-slurry sheet; 120, Second anti-slurry sheet.

[0020] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] 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 scope of protection of the present utility model.

[0022] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0023] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are 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 with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0024] Diaphragm walls, as an important support structure for deep foundation pits, are widely used in the construction of underground stations and tunnels in intercity railways due to their advantages such as high strength, high rigidity, and good water-stopping performance. In the construction of diaphragm walls, to ensure the integrity and continuity of the wall structure, a segmented construction method is usually adopted, with adjacent segments connected by I-beam joints to form a complete diaphragm wall system.

[0025] Currently, in the segmented construction of diaphragm walls, I-beams are pre-embedded at the ends of already poured sections. The flanges of the I-beams are welded to the reinforcing cage of that section. Then, during the construction of adjacent sections, the reinforcing cage of the newly poured section is welded to the other flange of the I-beam, thus achieving structural connection between adjacent sections. While this joint method can effectively transfer loads and ensure the overall performance of the wall, it has significant technical drawbacks in actual construction.

[0026] Specifically, due to improper treatment of the joint interface formed by the welding of the I-beam flange and the reinforcing cage, subsequently poured concrete can easily flow around the edge of the flange into adjacent sections that have already been constructed. This flow phenomenon leads to an unclean joint interface, resulting in quality defects such as mud and slag inclusions. More seriously, these defects not only affect the waterproofing effect of the joint and reduce the overall waterproofing performance of the diaphragm wall, but may also weaken the structural strength at the joint. For intercity railway projects, which have extremely high requirements for engineering quality and safety, these problems directly affect the service life and operational safety of the project.

[0027] While existing technologies have attempted various measures to prevent concrete bypass, they generally suffer from problems such as complex construction and inconsistent effectiveness. This is particularly true in large-span, deep-buried underground projects like intercity railways, where conventional bypass prevention measures often fall short of actual engineering requirements. Therefore, effectively preventing concrete bypass and ensuring clean joint interfaces has become a pressing technical challenge in the construction of diaphragm walls.

[0028] To solve this technical problem, this utility model proposes an anti-flow-bypass structure for I-beam joints of underground continuous walls in intercity railways.

[0029] Please see Figure 1 In one embodiment of this utility model, the I-beam 10 includes a web 11 and two flanges 12. The two flanges 12 are disposed on both sides of the web 11 along its extension direction. The two flanges 12 are respectively overlapped with the steel cage 20 of the intercity railway diaphragm wall to form two joints. The anti-flow-bypass structure for the I-beam joint of the intercity railway diaphragm wall includes an anti-flow-bypass component 100 and a pressing member 200. An anti-flow-bypass component 100 is disposed on the outer side of both joints. A part of the anti-flow-bypass component 100 is connected to the joint to form a fitting part 101. The other part of the anti-flow-bypass component 100 extends from the joint in a direction away from the web 11 and is inclined along the extension direction of the web 11 in a direction away from the steel cage 20. The pressing member 200 abuts against the side of the fitting part 101 away from the flanges 12.

[0030] It should be noted that the anti-flow-around component 100 refers to the sealing structure covering the outside of the joint, which can be made of metal sheet or composite material. Its fitting part 101 is fixed to the joint by welding or bolting. The inclined part extends parallel to the web plate 11 and is inclined towards the outside of the reinforcing cage 20 to guide the concrete flow away from the adjacent section. The pressure-retaining member 200 refers to the component that applies pressure to fix the fitting part 101. It can be made of steel bars or structural steel and is pressed against the fitting part 101 by mechanical extrusion or welding to prevent the anti-flow-around component 100 from shifting during the concrete pouring process.

[0031] More specifically, the fitting portion 101 of the anti-flow-bypass component 100 is tightly connected to the joint formed by welding the flange plate 12 of the I-beam 10 and the reinforcing cage 20. The inclined portion extends outward from the joint and is inclined along the extension direction of the web plate 11. After the concrete of the first poured section has solidified, the inclined portion of the anti-flow-bypass component 100 forms a continuous sealing interface, preventing the subsequently poured concrete from bypassing the flange plate 12 and entering the adjacent section. The pressure member 200 strengthens the connection strength between the anti-flow-bypass component 100 and the joint by pressing against the outside of the fitting portion 101, ensuring that the sealing interface remains stable under the pressure of concrete flow.

[0032] Compared with existing technologies, existing joints rely solely on the welded connection between the flange plate 12 and the reinforcing cage 20, without setting up a guiding structure to block the flow around the concrete, which makes it easy for concrete to intrude into adjacent sections. This application changes the direction of concrete flow by using the inclined part of the anti-flow component 100, and combines it with the pressure member 200 to fix the sealing interface, thereby fundamentally blocking the flow path.

[0033] The technical solution provided by this utility model uses the anti-flow component 100 to form a continuous sealed interface to block concrete flow around the joint. Combined with the pressure-retaining component 200, this enhances the sealing effect and effectively prevents concrete from flowing around into adjacent sections and causing contamination at the joint interface. This ensures the cleanliness of the connection between adjacent sections, thereby improving waterproofing performance and structural strength. It has the advantages of simple construction and high reliability, avoiding defects such as mud and slag inclusions. Simultaneously, the continuity and stability of the sealed interface improve the joint's water-stopping performance and enhance the overall structural strength and durability of the diaphragm wall.

[0034] Please continue reading. Figure 1 And see Figure 2 In an embodiment of this utility model, the anti-flow component 100 includes a first anti-slurry sheet 110 and a second anti-slurry sheet 120. The first anti-slurry sheet 110 is connected to the joint to form a fitting part 101. The second anti-slurry sheet 120 extends from the joint in a direction away from the web plate 11. One end of the second anti-slurry sheet 120 along its extension direction is connected to the first anti-slurry sheet 110. The other end of the second anti-slurry sheet 120 along its extension direction is inclined in a direction away from the reinforcing cage 20 along the extension direction of the web plate 11.

[0035] It should be noted that the first grout-stopping sheet 110 refers to the metal sheet welded to the flange plate 12 of the I-beam 10, which can be made of galvanized steel sheet. Its function is to form a rigid connection through welding, ensuring the fit with the joint, thereby forming an initial sealing layer during concrete pouring. The second grout-stopping sheet 120 refers to the metal sheet with an inclined extension section, which can be made of bent steel sheet. Its function is to guide the flow direction of concrete through the inclined angle, blocking the bypass path, and at the same time, to adapt to changes in pouring pressure by utilizing the ductility of the sheet.

[0036] More specifically, on the outer side of the joint formed by welding the flange plate 12 of the I-beam 10 to the reinforcing cage 20, the first grout-stopping sheet 110 is fixed to the flange plate 12 by welding, forming a planar contact portion 101 covering the outer side of the joint. One end of the second grout-stopping sheet 120 is welded to the edge of the first grout-stopping sheet 110, and the other end extends obliquely away from the reinforcing cage 20, forming a blocking surface at an acute angle to the direction of concrete flow. When pouring the first section of concrete, the contact portion 101 between the first grout-stopping sheet 110 and the flange plate 12 forms a rigid sealing interface, preventing concrete from penetrating in the vertical direction; the oblique section of the second grout-stopping sheet 120, through physical blocking and path guidance, prevents the subsequently poured concrete from bypassing the flange plate 12 and entering the adjacent section.

[0037] Compared to existing technologies, conventional 10-ton I-beam joints typically use a single grout-stopping plate or flexible material for sealing, which suffers from insufficient rigidity leading to seal failure, or the flexible material being prone to deformation causing flow around the concrete. This solution utilizes a split-type metal grout-stopping sheet structure, ensuring both a rigid connection and seal with the joint, and forming a directional barrier through an inclined extension section, effectively controlling the concrete flow path while maintaining structural stability. This application prevents concrete from flowing around into the 10-ton I-beam joint area of ​​adjacent sections, avoiding the generation of mud and slag inclusions, ensuring the cleanliness of the joint interface, thereby improving the waterproof performance and structural connection strength of the diaphragm wall joint.

[0038] In the embodiments of this utility model, the first anti-slurry sheet 110 and the second anti-slurry sheet 120 are integrally formed.

[0039] It should be noted that integral molding refers to forming a seamless, continuous structure between the first anti-slurry sheet 110 and the second anti-slurry sheet 120 through an overall processing technology, which can be achieved by stamping or bending processes. This feature enhances the structural integrity and sealing continuity of the anti-slurry component 100 by eliminating the connection gaps between the separate sheets.

[0040] More specifically, the first grout-stopping sheet 110 and the second grout-stopping sheet 120 are manufactured using an integral molding process, eliminating the need for welds or bolt connections at their joint. During construction, the first grout-stopping sheet 110 is welded and fixed to the flange plate 12 of the I-beam 10 joint, while the second grout-stopping sheet 120 extends along the inclined direction to the outside of the concrete pouring area. Because they are an integral structure, no additional welding or fixing is required at their connection point, directly forming a continuous sealing interface that effectively prevents concrete from bypassing the flow. This application ensures that the anti-flow-around component 100 maintains a stable sealing state during pouring, preventing concrete from bypassing the flange plate 12 and entering adjacent sections, thereby maintaining the cleanliness of the joint interface and avoiding the formation of defects such as mud or slag inclusions.

[0041] In the embodiments of this utility model, the thickness of the first anti-grout sheet 110 and the second anti-grout sheet 120 is both d, where d≥0.5mm.

[0042] It should be noted that thickness d refers to the vertical cross-sectional dimension of the metal sheet constituting the grout-stopping sheet. This can be achieved using cold-rolled steel or galvanized steel. Controlling the sheet thickness ensures the grout-stopping sheet has sufficient rigidity to resist the lateral pressure during concrete pouring. d ≥ 0.5 mm refers to the minimum thickness limit of the grout-stopping sheet, which can be achieved by selecting metal sheets that meet national standards. This thickness range balances material cost and structural strength requirements, achieving a sealing function while ensuring the grout-stopping sheet does not undergo plastic deformation.

[0043] More specifically, a grout-stopping sheet with a thickness of not less than 0.5 mm is installed on the outside of the joint formed by welding the flange plate 12 of the I-beam 10 and the reinforcing cage 20. Its mechanical strength is used to maintain the integrity of the sealing interface during concrete pouring. When the lateral pressure generated by the flowing concrete acts on the grout-stopping sheet, the metal sheet of the specified thickness can effectively resist deformation, avoiding interface cracking due to insufficient material thickness, thereby continuously blocking concrete flow. This application ensures that the grout-stopping sheet maintains its preset shape throughout the entire concrete pouring cycle, effectively blocking the concrete flow path and keeping the I-beam 10 joint interface clean, thereby improving the waterproof performance and structural reliability of the diaphragm wall joint.

[0044] In an embodiment of this utility model, the first anti-grout sheet 110 is connected to the joint through a penetration weld.

[0045] It should be noted that a full penetration weld refers to a weld where the base material is completely melted during the welding process to form a continuous and uniform weld. This can be achieved using a double-sided welding process, where the weld penetration depth covers the contact surface between the sheet metal and the joint, ensuring a gap-free connection. The joint refers to the connection between the flange plate 12 of the I-beam 10 and the reinforcing cage 20 formed by welding. This can be achieved using lap welding to form a stable structural connection.

[0046] More specifically, during the welding process between the flange plate 12 of the I-beam 10 and the reinforcing cage 20 to form a joint, a first grout-stopping sheet 110 is placed on the outside of the joint. The first grout-stopping sheet 110 is welded to the joint with full thickness using a penetration welding process, creating a seamless, sealed connection between the sheet and the joint. During welding, the weld completely penetrates the contact surface between the sheet and the joint, eliminating any potential gaps. This ensures the connection strength between the first grout-stopping sheet 110 and the joint, while simultaneously forming a continuous sealing interface that prevents subsequently poured concrete from seeping into adjacent sections through the gap between the joint and the sheet. This application ensures the reliability of the connection between the grout-stopping sheet and the joint, effectively preventing concrete from flowing around into adjacent sections. The continuity of the sealing interface avoids the generation of mud or slag inclusions, thereby ensuring the cleanliness of the diaphragm wall joint and improving waterproofing performance and structural strength.

[0047] In the embodiments of this utility model, the penetration weld has a double-sided weld structure.

[0048] It should be noted that a double-sided weld structure refers to a welding configuration where the welds are distributed on both sides of the joint. This can be achieved using a symmetrical welding process, where simultaneous welding on both sides creates a fusion zone that penetrates the joint. This structure improves the integrity of the weld cross-section and avoids stress concentration or incomplete fusion defects caused by welding on one side.

[0049] More specifically, during the connection process between the anti-flow-around component 100 and the joint, a double-sided weld structure is applied to the welding operation between the first grout-stopping sheet 110 and the flange plate 12. During welding, the operator performs penetration welding on both the inner and outer sides of the flange plate 12, ensuring that the weld metal completely penetrates the contact surface between the flange plate 12 and the grout-stopping sheet. The welds on both sides form symmetrical fusion zones, ensuring a full-section connection between the grout-stopping sheet and the flange plate 12. This welding method effectively eliminates gaps or incomplete welds that may occur with unilateral welding, ensuring that the connection strength between the anti-flow-around component 100 and the joint meets design requirements. This application can significantly improve the connection reliability between the anti-flow-around component 100 and the joint, prevent the grout-stopping sheet from detaching due to insufficient welding strength during concrete pouring, ensure the integrity of the continuous sealing interface, and thus effectively block the concrete flow-around path.

[0050] In the embodiments of this utility model, the thickness of the penetration weld is D, where D≥10mm.

[0051] It should be noted that the thickness of a penetration weld refers to the effective fusion depth of the weld perpendicular to the welding direction. This can be achieved using a double-sided welding process, where the weld pool fully penetrates the base material by controlling the welding current and electrode movement speed. This thickness directly affects the tensile strength and sealing performance of the weld. When the thickness reaches 10 mm or more, it can effectively resist the lateral pressure generated during concrete pouring, preventing interface cracking due to insufficient weld strength.

[0052] More specifically, during the welding process between the flange plate 12 of the I-beam 10 and the reinforcing cage 20, a continuous and uniform penetration weld is formed through double-sided welding. After welding, the fusion depth of the weld is controlled to be above 10 mm, ensuring sufficient load-bearing capacity in the weld cross-section. During subsequent concrete pouring, this thickness of weld can withstand the impact force generated by the concrete flow, preventing the formation of flow-around channels due to localized cracking of the weld, thereby maintaining the integrity of the sealing interface between the anti-flow-around component 100 and the joint. This application ensures the connection strength between the anti-flow-around component 100 and the joint, preventing concrete flow around and damaging the sealing interface, thus maintaining the cleanliness of the joint area. This technical method effectively solves the problem of concrete leakage caused by insufficient weld strength, providing a guarantee for the waterproof performance and structural reliability of the underground continuous wall joint.

[0053] In an embodiment of this utility model, the pressing member 200 is a steel bar, which abuts against the side of the fitting part 101 away from the flange plate 12.

[0054] It should be noted that the pressure-retaining component 200 refers to the component used to apply pressure to the anti-flow-bypass assembly 100. Specifically, it can be implemented using reinforcing bars. The rigid support of the reinforcing bars ensures a tight contact between the anti-flow-bypass assembly 100 and the I-beam 10 joint. Reinforcing bars as the pressure-retaining component 200 have the advantages of being readily available and inexpensive. At the same time, their surface roughness can enhance the friction between them and the anti-flow-bypass assembly 100, preventing displacement during construction.

[0055] More specifically, the reinforcing bars are continuously arranged along the length of the mating part 101, and their diameter can be selected according to the thickness of the flange plate 12, for example, using reinforcing bars with a diameter of 12-20mm. The reinforcing bars are fixed to the reinforcing cage 20 by welding or binding. During the concrete pouring process, the reaction force generated by the reinforcing bars presses the anti-flow-around component 100 tightly against the surface of the flange plate 12 of the I-beam 10 joint, preventing gaps from forming between the anti-flow-around component 100 and the joint due to the lateral pressure of the concrete. After the concrete of the first poured section has hardened, the reinforcing bars still maintain the constraint on the anti-flow-around component 100, ensuring that the sealing interface remains intact during the construction of subsequent sections. This application effectively solves the problem of concrete flow-around caused by poor contact between the anti-flow-around component 100 and the I-beam 10 joint, ensuring that the sealing interface remains stable throughout the entire pouring cycle, thereby avoiding the formation of mud and slag inclusion defects and improving the waterproof performance and structural reliability of the joint.

[0056] In an embodiment of this utility model, the outer edges of the two flange plates 12 are respectively abutted against and welded to the ends of the reinforcing cage 20 to form two joints.

[0057] The outer edge refers to the edge region of the flange plate 12 away from the web plate 11. This can be achieved through machining or cutting to create a flat end face, maximizing the contact area with the end of the reinforcing cage 20. Tightening refers to applying pressure to ensure a tight fit between the outer edge of the flange plate 12 and the end of the reinforcing cage 20. This can be achieved using clamps or temporary fixing devices to pre-tighten and eliminate gaps in the contact surfaces. Welding refers to connecting the flange plate 12 and the end of the reinforcing cage 20 into a single unit using molten metal. This can be achieved using arc welding or gas shielded welding to create a continuous weld seam, enhancing structural stability.

[0058] More specifically, after the outer edge of the flange plate 12 and the end of the reinforcing cage 20 are pressed together to eliminate the gap at the contact surface, a continuous weld is formed along the contact line using a welding process. This operation creates a rigid connection between the flange plate 12 and the reinforcing cage 20, eliminating the risk of displacement caused by assembly errors or construction vibrations. During the welding process, molten metal fills the microscopically uneven areas of the contact surface, forming a gapless sealing interface that blocks the flow path of concrete.

[0059] As a specific implementation, before welding, the outer edge of the flange plate 12 and the end of the reinforcing cage 20 can be derusted, for example by grinding with a grinding wheel or chemical cleaning to remove the oxide layer, in order to improve the weld bonding strength. After welding, the weld can be subjected to non-destructive testing, such as ultrasonic testing or magnetic particle testing, to verify the weld continuity. This application effectively solves the problem of concrete flow around the joint interface of the I-beam 10 caused by gaps. The clamping operation ensures that the flange plate 12 and the end of the reinforcing cage 20 are in close contact, and the continuous sealed interface formed by welding prevents concrete from seeping into adjacent sections, keeps the joint interface clean, avoids defects such as mud or slag inclusions, and improves the structural integrity and waterproof performance of the underground continuous wall joint.

[0060] In an embodiment of this utility model, the length of the flange plate 12 is L1, the length of the joint is L2, and L2 < 0.5 * L1.

[0061] It should be noted that the length L1 of the flange plate 12 refers to the total length of the flange plate 12 of the I-beam 10 along its extension direction. This length can be achieved by adjusting the model of the I-beam 10 or by custom processing, to provide sufficient contact area for the reinforcing cage 20. The length L2 of the joint refers to the longitudinal length of the lap area formed by welding the flange plate 12 and the reinforcing cage 20. This length can be achieved by controlling the welding range, to limit the proportion of the lap area along the length of the flange plate 12, and to reduce the risk of concrete bypassing due to an excessively large welding area.

[0062] More specifically, when the I-beam 10 and the reinforcing cage 20 are welded to form a joint, the length of the joint is controlled to be within half the length of the flange plate 12, so that the welding area is concentrated in the middle area of ​​the flange plate 12, while the two ends of the flange plate 12 retain unwelded free sections. During the construction of the end of the first-cast section of the diaphragm wall, the free sections cooperate with the anti-flow-around component 100 to form a continuous sealed interface, preventing the subsequently poured concrete from flowing around the unwelded areas at both ends of the flange plate 12 into the adjacent section. This application effectively reduces the probability of concrete flowing around into the adjacent section, avoids the decrease in water-stopping performance of the joint interface due to mud or slag inclusions, and reduces the impact of welding thermal stress on the flatness of the flange plate 12, ensuring the structural integrity and waterproof performance of the diaphragm wall joint.

[0063] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A flow-avoidance prevention structure for I-beam joints in underground continuous walls of intercity railways, characterized in that, The I-beam includes a web and two flanges. The two flanges are disposed on both sides of the web along its extension direction. The two flanges are respectively lapped with the steel cage of the intercity railway underground continuous wall to form two joints. The anti-flow-bypass structure for the H-beam joint of the intercity railway underground continuous wall includes: The anti-flow-off assembly is provided on the outer side of both of the two joints; a part of the anti-flow-off assembly is connected to the joint to form a fitting part, and the other part of the anti-flow-off assembly extends from the joint in a direction away from the web and is inclined in a direction away from the reinforcing cage along the extension direction of the web. A pressing member is pressed against the side of the fitting portion opposite to the flange plate.

2. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 1, characterized in that, The anti-flow component includes a first anti-slurry sheet and a second anti-slurry sheet. The first anti-slurry sheet is connected to the joint to form the fitting part. The second anti-slurry sheet extends from the joint in a direction away from the web. One end of the second anti-slurry sheet along its extension direction is connected to the first anti-slurry sheet. The other end of the second anti-slurry sheet along its extension direction is inclined in a direction away from the reinforcing cage along the extension direction of the web.

3. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 2, characterized in that, The first and second anti-grouting iron sheets are integrally formed.

4. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 2, characterized in that, The thickness of both the first and second anti-grouting iron sheets is d, where d ≥ 0.5 mm.

5. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 2, characterized in that, The first anti-grout sheet is connected to the joint via a penetration weld.

6. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 5, characterized in that, The penetration weld has a double-sided weld structure.

7. The anti-flow-bypass structure for the I-beam joint of the underground continuous wall of intercity railway as described in claim 5, characterized in that, The thickness of the penetration weld is D, where D ≥ 10 mm.

8. The anti-flow-bypass structure for I-beam joints of diaphragm walls in intercity railways as described in any one of claims 1 to 7, characterized in that, The pressing member is a steel bar, which is pressed against the side of the fitting portion away from the flange plate.

9. The anti-flow-bypass structure for I-beam joints of diaphragm walls in intercity railways as described in any one of claims 1 to 7, characterized in that, The outer edges of the two flanges abut against the ends of the reinforcing cage and are welded to form two joints.

10. The anti-flow-bypass structure for I-beam joints of diaphragm walls in intercity railways as described in any one of claims 1 to 7, characterized in that, The length of the flange is L1, and the length of the joint is L2, where L2 < 0.5 * L1.

Images