CN117845664A

CN117845664A - Integral vibration reduction structure of shield tunnel and construction method

Info

Publication number: CN117845664A
Application number: CN202410171250.5A
Authority: CN
Inventors: 贾永刚; 吴帆; 程雯; 贾思程; 鲁卫东
Original assignee: Beijing Urban Construction Design and Development Group Co Ltd
Current assignee: Beijing Urban Construction Design and Development Group Co Ltd
Priority date: 2024-01-02
Filing date: 2024-02-06
Publication date: 2024-04-09

Abstract

The invention relates to an integral vibration reduction structure of a shield tunnel and a construction method thereof, comprising non-vibration reduction pipe pieces and vibration reduction pipe pieces, wherein the pipe piece structure of the vibration reduction pipe pieces and a ballast bed structure are of a prefabricated integral structure; the non-vibration reduction tube pieces and the vibration reduction tube pieces are spliced to form a closed shield tunnel tube ring; the vibration reduction pipe piece comprises a vibration reduction pipe piece body, wherein one circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential groove, the other circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential protruding pin, the positions, the shapes and the sizes of the circumferential groove and the circumferential protruding pin are matched, the positions of the circumferential protruding pins are distributed according to a triangle, and therefore the horizontal plane calibration is achieved between two adjacent vibration reduction pipe pieces in a mode of correspondingly connecting the circumferential protruding pins and the circumferential grooves. According to the invention, the duct piece structure and the ballast bed structure are prefabricated into an integral structure, so that various diseases caused by gaps of the ballast bed are effectively avoided; the horizontal planes of the adjacent vibration reduction segments are rapidly calibrated through the triangular distribution of the annular grooves and the annular convex pins.

Description

Integral vibration reduction structure of shield tunnel and construction method

Technical Field

The invention relates to the technical field of shield tunnels, in particular to an integral vibration reduction structure of a shield tunnel and a construction method.

Background

The ballast bed is an important component of a track system and is mainly used for supporting the sleeper, uniformly transmitting huge pressure on the upper part of the sleeper to an underlying structure, fixing the sleeper position, preventing the sleeper from moving longitudinally or transversely, and reducing and absorbing impact and vibration transmitted by a wheel track, thus providing good drainage performance.

The existing shield tunnel structure construction comprises segment assembly and ballast bed construction. After each excavation of the shield machine is completed, the prefabricated segment blocks are grabbed by the shield segment assembling machine and assembled into a tube ring in sequence. The plurality of tube rings are connected to form a tube sheet structure. After the tunnel is communicated, pouring concrete on the bottom of the duct piece structure for multiple times to form a track bed structure, namely, firstly pouring a substrate, and then, performing the steps of self-compacting concrete pouring, preparation of an isolation layer, pouring a ditch, paving a precast slab and the like. Obviously, the standard of each pouring of the existing shield tunnel structure construction method needs to be checked, the construction process is complex, and the construction period is long.

Meanwhile, as the duct piece structure and the ballast bed structure are two independent pouring systems, no connecting piece exists between the duct piece structure and the ballast bed structure. In the long-term operation of tunnels, the ballast bed structure and the tunnel structure are easy to generate stripping faults under the action of vibration load of trains. After the ballast bed is stripped, vibration load is aggravated, interval drainage is easily caused to flow into stripping cracks and infiltrate into the bottom of the ballast bed, and the defects such as crack slurry pumping, ballast bed void, seam damage, gap damage and the like are further caused under the action of train vibration. These diseases directly affect the stability of driving and the operation safety of subways, and are important potential safety hazards.

For example, patent application publication No. CN115595827a discloses a ballastless track structure with large displacement adjustment in a tunnel, which comprises a track plate fixedly arranged on an inverted arch of the tunnel, two rows of track sleepers are transversely arranged on the track plate at intervals, the track plate is of a prefabricated frame structure, and positioning grooves are arranged at the positions of the track sleepers; the rail sleeper block is an independent prefabricated component, and the middle part and the lower part of the main body of the rail sleeper block are nested in the positioning groove on the rail plate; the track slab and the sleeper block are detachably mounted on the tunnel inverted arch through connecting members, and the lower ends of the connecting members are connected with the tunnel inverted arch in an anchoring mode. In the invention, the track slab and the tunnel inverted arch are of a split structure, and the sleeper block and the track slab are also detachably arranged, so that a large number of gaps exist in the track structure. Under the action of vibration, the cracks are easy to cause diseases such as crack slurry, ballast bed void, seam injury, gap injury and the like.

For another example, patent application publication No. CN108914715a discloses an assembled ballastless track structure for a vibration-damping section and an assembling method, the assembled ballastless track structure including a prefabricated sleeper plate or a prefabricated track plate, a cast-in-place layer, a vibration-damping layer, a track lower foundation and a connection filling portion; the prefabricated sleeper plates or the prefabricated track plates are longitudinally arranged at intervals, and the transverse two ends of each prefabricated sleeper plate or each prefabricated track plate in the interval area are respectively assembled and connected with each other through longitudinal connecting pieces; and in part or all of the spacing areas, adopting a reinforced concrete structure as a connection filling part, so that the connection filling part and the prefabricated sleeper slab or the prefabricated track slab form an assembled integral structure, and the prefabricated sleeper slab or the prefabricated track slab form the same stressed long slab unit structure body. Obviously, in the invention, after the prefabricated sleeper slab is arranged on the foundation at the lower part of the track, a certain distance is reserved between the prefabricated sleeper slab and the foundation, then coarse adjustment and fine adjustment are carried out on the prefabricated sleeper slab, and concrete with corresponding thickness is poured in the space between the prefabricated sleeper slab and the foundation, so that a cast-in-situ layer of the ballastless track structure is formed. Such a casting method makes the prefabricated sleeper plate and the lower foundation of the rail integrally connected, but has only a reinforcing effect. Because the pouring structures of different layers are still layered, the cast-in-situ layer, the lower foundation of the track and the prefabricated sleeper slab do not belong to a completely integrated structure with consistent density, and gaps can appear among the cast-in-situ layer, the lower foundation of the track and the prefabricated sleeper slab under the action of vibration to cause diseases.

For another example, the patent application with publication number CN115928511a discloses a high-grade vibration-damping track structure suitable for integrated comprehensive development of a standing city, which is arranged at a station of a circular section tunnel or a rectangular section tunnel, and comprises a base plate, a vibration-damping pad, a vibration-damping track structure, a fastener and a steel rail which are sequentially arranged from bottom to top; a longitudinal ballast bed groove is reserved in the middle of the base plate, and a central water groove is reserved in the center of the base plate and communicated with the ballast bed groove; the vibration-damping pad is paved along the inner bottom surface groove surface and the side surface groove surface of the ballast bed groove and is a rubber elastomer material composite layer; the vibration reduction track structure is a structure that a double sleeper 3 connected by a steel truss 4 is buried in a floating track bed plate to form an integral connection; the vibration reduction track structures are embedded in the track bed groove and separated from the vibration reduction pad by the transparent plastic layer, the tops of the vibration reduction track structures are exposed out of the track bed groove, a pair of limiting baffle tables are transversely arranged between two adjacent vibration reduction track structures to limit, and the steel rail is connected to the double-block sleeper through a fastener. Obviously, the vibration reduction track structure and the track bed are of split type structures, and diseases such as crack slurry-casting and mud-pumping, track bed void, joint damage, off-joint damage and the like are easy to occur under the long-term vibration effect.

In view of the defects, the invention provides the integral vibration reduction structure of the shield tunnel and the construction method thereof, which integrate experiences and achievements of related industries for a long time, can greatly and effectively reduce the vibration of the operation of a train of the shield tunnel structure to the surrounding environment, solve the defect that a ballast bed is separated from a tunnel structure, strengthen the longitudinal overall rigidity and deformation resistance of the shield tunnel, and prolong the service life of the shield tunnel structure.

Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, since the applicant has studied a lot of documents and patents while making the present invention, the text is not limited to details and contents of all but it is by no means the present invention does not have these prior art features, but the present invention has all the prior art features, and the applicant remains in the background art to which the right of the related prior art is added.

Disclosure of Invention

In the technical scheme of the shield tunnel integral vibration reduction structure provided by the prior art, a track bed structure and a duct piece structure are two independent pouring systems. Even set up the layer of pouring between railway roadbed structure and section of jurisdiction structure, also can be because the layer of pouring is different with the pouring density of railway roadbed structure or section of jurisdiction structure to connect the reason that has the gap through the connecting piece and lead to easily appearing peeling off the disease under train vibration load effect. After the ballast bed structure is stripped, vibration load is increased, and interval drainage is easily caused to flow into stripping cracks and infiltrate into the bottom of the ballast bed. The defects of crack slurry pumping, ballast bed void, joint damage, gap damage and the like are further caused under the action of train vibration, the stability of driving and the operation safety of subways are directly influenced, and the method is a great potential safety hazard.

The prior art has generally improved the assembly relationship of the ballast bed structure and the duct piece structure in order to enhance the vibration damping capability of the track system. For example, patent document with publication number CN112239969a discloses a prefabricated vibration damping track system, including a plurality of segments that connect gradually, a plurality of segments form closed ring, still include a plurality of prefabricated track boards that connect gradually, a plurality of prefabricated track boards are along the annular arrangement of closed ring internal surface, be provided with from the compact concrete layer between segment and the prefabricated track board, set up the spacing recess with from compact concrete layer lower surface looks adaptation on the segment, be provided with the isolation layer between segment and the compact concrete layer, set up the through-hole with from compact concrete layer upper surface looks adaptation on the prefabricated track board, be provided with vibration damping cushion between prefabricated track board and the compact concrete layer. The ballast bed structure and the duct piece structure in the technical scheme are still assembled and connected through the self-compacting concrete layer, the ballast bed structure and the duct piece structure also belong to two independent pouring systems, the assembling speed between the ballast bed structure and the duct piece structure is increased only through the self-compacting concrete layer, and the defect that gaps exist due to the fact that connecting pieces are arranged between the ballast bed structure and the duct piece structure can not be overcome basically. The prefabricated track slabs in this solution can also be hoisted during the laying assembly and operation during construction to achieve maintenance repair, whereby the monolithic damping structure is significantly different from the present invention.

In order to overcome the defects of the prior art, the invention provides an integral vibration reduction structure of a shield tunnel from a first aspect, which comprises a non-vibration reduction duct piece and a vibration reduction duct piece, wherein the duct piece structure of the vibration reduction duct piece and a ballast bed structure are of a prefabricated integral structure; the non-vibration reduction tube pieces and the vibration reduction tube pieces are spliced to form a closed shield tunnel tube ring; the vibration reduction pipe piece comprises a vibration reduction pipe piece body, wherein one circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential groove, the other circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential protruding pin, the positions, the shapes and the sizes of the circumferential groove and the circumferential protruding pin are matched, the positions of the circumferential protruding pins are distributed according to a triangle, and therefore the horizontal plane calibration is achieved between two adjacent vibration reduction pipe pieces in a mode of correspondingly connecting the circumferential protruding pins and the circumferential grooves.

Compared with the prior art, the vibration reduction pipe piece structure and the track bed structure are integrally prefabricated, the problem of different pouring densities and the problem of missing connecting pieces are avoided, so that the vibration reduction pipe piece can integrally bear the vibration load of a train, the vibration reference quality is high, the stability is high, the stripping disease between the track bed structure and the pipe piece structure is avoided, the longitudinal integral rigidity and the deformation resistance of the shield tunnel vibration reduction structure are enhanced, and the service life of the shield tunnel vibration reduction structure is prolonged.

Furthermore, the ballast bed mechanisms of adjacent damper segments are present in a horizontal plane. How to make adjacent damper segments quickly achieve horizontal alignment has been a challenge. According to the horizontal plane calibration device, the annular grooves and the annular convex pins are distributed according to the triangle, so that the horizontal plane of the track bed structure can realize the horizontal calibration of a unique angle, and the time required by the horizontal plane calibration is reduced.

According to a preferred embodiment, the annular protruding pin comprises a first annular protruding pin, a second annular protruding pin and a third annular protruding pin, the second annular protruding pin and the third annular protruding pin are arranged on two sides of the first annular protruding pin and are not in the same straight line, and central axes of the first annular protruding pin, the second annular protruding pin and the third annular protruding pin are arranged according to the radial direction of the pipe piece structure, so that the vibration reduction pipe piece is positioned by the coordinate positions of the first annular protruding pin, the second annular protruding pin and the third annular protruding pin.

The annular convex pins can bear and share force in the radial direction of the shield tunnel respectively, and meanwhile, the position matching and the quick connection of two adjacent vibration reduction segments can be realized only by adjusting the three annular convex pins to the designated coordinate positions, and the vibration reduction segments do not need to be repeatedly rotated to realize the alignment of the annular convex pins and the annular grooves.

According to a preferred embodiment, a ballast bed main reinforcement and a ballast bed stirrup are arranged inside a ballast bed structure inside the vibration reduction duct piece, the ballast bed main reinforcement is arranged along the longitudinal direction of the tunnel, and the arrangement direction of the ballast bed stirrup is perpendicular to the longitudinal direction of the ballast bed main reinforcement, so that the stability and the bearing capacity of the ballast bed structure are enhanced by the ballast bed main reinforcement and the ballast bed stirrup. Unlike available technology, the track bed structure of the present invention has main track bed rib and track bed stirrup set vertically. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to improve the strength of the ballast bed structure. The reinforcement structure in the ballast bed structure can enhance the stability and bearing capacity of the ballast bed and ensure the safe operation of the ballast bed.

According to a preferred embodiment, the inside section of jurisdiction structure of damping section of jurisdiction is provided with section of jurisdiction main muscle and section of jurisdiction stirrup, and the section of jurisdiction main muscle sets up with the arc structure along the longitudinal direction of tunnel, and the setting direction of section of jurisdiction stirrup is perpendicular with the longitudinal direction of section of jurisdiction main muscle to section of jurisdiction main muscle and section of jurisdiction stirrup can bear the soil and water load around the tunnel structure in construction and the operation. The reinforcement structure in the pipe piece structure can bear water and soil loads around the tunnel structure in construction and operation.

According to a preferred embodiment, the ballast bed main reinforcement and the ballast bed stirrup inside the ballast bed structure are connected with the segment main reinforcement and the segment stirrup inside the segment structure and are poured into an integrated structure, so that the ballast bed structure and the segment structure form a whole. Unlike the prior art, the reinforcement structure arranged inside the ballast bed structure and the reinforcement structure arranged inside the duct piece structure can be connected through pouring to form an integrated structure. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to improve the strength of the integral vibration reduction structure of the shield tunnel. Specifically, as the reinforcement structure, the ballast bed structure and the casting materials in the duct piece structure have stronger binding force, under the condition that impact is formed on the vibration reduction structure in the running process of a train, the reinforcement structure inside the integral vibration reduction structure and the casting materials wrapping the reinforcement structure are in deformation coordination, so that impact on a local connecting piece is prevented, and more effective and stable vibration reduction effect can be provided. The reinforcement in the vibration reduction duct piece connects the track bed structure and the duct piece structure into a whole, so that no gap exists between the track bed structure and the duct piece structure, and diseases such as track bed stripping, void, slurry-turning mud-like, joint damage, joint release damage and the like are effectively avoided. Through avoiding diseases, the invention can also greatly reduce the later operation and maintenance cost, improve the smoothness of a track system, remarkably reduce the vibration influence of train operation on the surrounding environment, and improve the safety and service life of the shield tunnel structure.

According to a preferred embodiment, the protruding pin is internally provided with a protruding pin main rib and a protruding pin stirrup, the protruding pin main rib being connected with the ballast main rib inside the ballast structure and/or the segment main rib inside the segment structure. Unlike the prior art, the segment structure of the present invention is provided with a male pin structure that can be connected to an adjacent non-damped segment structure, which male pin structure can be connected to a reinforcement structure within the integral damped structure. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to improve the strength of the segment structure connected with the integral vibration reduction structure. Specifically, as the integral vibration damping structure directly bears the vibration load of the train, the non-vibration damping duct pieces which are adjacent to the integral vibration damping structure and are in assembled connection are affected by the vibration load, and the defect that the assembled structure is easy to wear also exists. According to the invention, the bolt structure is connected with the duct piece main rib or the ballast bed main rib in the vibration reduction duct piece, so that the bearing capacity of the bolt structure such as bending resistance and shearing resistance is obviously improved.

According to a preferred embodiment, the two sides of the sleeper groove are respectively provided with at least one first transversal shear structure for transversal communication with a second transversal shear structure of the sleeper; the first transverse shearing structure is communicated with a first grouting through hole at the top of the first transverse shearing structure, and when the sleeper is placed in the sleeper groove, slurry enters the first transverse shearing structure and the second transverse shearing structure through the first grouting through hole, so that the sleeper is transversely connected with the vibration reduction duct piece. Unlike the prior art, the transverse shearing structure is arranged between the sleeper and the vibration reduction duct piece. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: and improving the shear strength between the sleeper and the vibration reduction duct piece. The prior art provides shear or tensile strength between the tie and the ballast bed structure by means of the connectors, which are also responsible for the susceptibility of the connecting elements therein to damage. In contrast, after the integral vibration reduction structure is arranged, the impact load generated on the sleeper in the running process of the train is further transferred into the integral vibration reduction structure, so that new strength requirements are also provided for the connection strength between the sleeper and the vibration reduction duct piece, which is not required in the prior art by only connecting the sleeper with the track body structure through assembly. According to the invention, the sleeper and the vibration reduction duct piece are transversely connected in a pouring mode, so that the integrity between the sleeper and the vibration reduction duct piece can be improved.

According to a preferred embodiment, the two ends of the bottom of the sleeper groove are respectively provided with at least one first vertical anchoring structure for communicating in the vertical direction with the second vertical anchoring structure of the sleeper; under the condition that the sleeper is placed in the sleeper groove, the slurry enters the second vertical anchoring structure and the first vertical anchoring structure, so that the sleeper and the vibration reduction duct piece are connected in a pouring mode in the vertical direction. Unlike the prior art, a vertical anchoring structure is arranged between the sleeper and the vibration reduction duct piece. Based on the above distinguishing technical features, the problems to be solved by the present invention may include: how to improve the tensile strength or the pulling strength between the sleeper and the vibration reduction tube piece. Specifically, the invention has the advantages of connecting the sleeper and the vibration reduction duct piece in a pouring manner in the vertical direction, including: the tensile strength or the pulling strength between the sleeper and the vibration reduction duct piece can be improved, and the integrity between the sleeper and the vibration reduction duct piece can also be improved.

According to a preferred embodiment, the first vertical anchoring structure is not in the same plane as the first lateral shear structure. The advantage of this is that the connection of the sleeper to the damping tube piece in the transverse and longitudinal direction is independent. The first vertical anchoring structure and the first transverse shearing structure do not conflict in space structure, so that transverse connection and vertical connection can be simultaneously arranged, and only one of the two structures can be arranged. After the transverse connection or the vertical connection is independently arranged, the sleeper and the vibration reduction duct piece can be effectively connected and fixed.

The invention provides a construction method of an integral vibration reduction structure of a shield tunnel from a second aspect, which comprises the following steps: prefabricating non-vibration reduction duct pieces; prefabricating the vibration reduction duct piece in a mode of pouring the duct piece structure and the ballast bed structure into a whole; splicing the non-vibration reduction tube pieces and the vibration reduction tube pieces to form a closed shield tunnel tube ring; the vibration reduction pipe piece comprises a vibration reduction pipe piece body, wherein one circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential groove, the other circumferential end face of the vibration reduction pipe piece body is provided with at least one circumferential protruding pin, the positions, the shapes and the sizes of the circumferential groove and the circumferential protruding pin are matched, the positions of the circumferential protruding pins are distributed according to a triangle, and therefore the horizontal plane calibration is achieved between two adjacent vibration reduction pipe pieces in a mode of correspondingly connecting the circumferential protruding pins and the circumferential grooves.

The construction method has the advantages that each split structure can be prefabricated in a factory in advance, the on-site construction steps are simplified, and the steps of the existing structure requiring multiple pouring procedures are reduced. The track positioning precision is high, the integrity of the tunnel and ballast bed structure is excellent, the construction is simple and convenient, the quality is good, and the mechanization and industrialization degree is high.

The invention has the advantages that the adjacent vibration reduction segments are more easily aligned and calibrated directly by connecting the annular convex pins with the annular grooves through the triangular distribution of the annular convex pins, and the adjacent horizontal surfaces do not need to be leveled through additional working procedures.

According to a preferred embodiment, the method for prefabricating a vibration damping duct piece further comprises: the annular protruding pin comprises a first annular protruding pin, a second annular protruding pin and a third annular protruding pin, the second annular protruding pin and the third annular protruding pin are arranged on two sides of the first annular protruding pin and are not located on the same straight line, and the central axes of the first annular protruding pin, the second annular protruding pin and the third annular protruding pin are arranged in the radial direction of the duct piece structure, so that the vibration reduction duct piece is positioned based on the coordinate positions of the first annular protruding pin, the second annular protruding pin and the third annular protruding pin. The annular convex pins can bear and share force in the radial direction of the shield tunnel respectively, and meanwhile, the position matching and the quick connection of two adjacent vibration reduction segments can be realized only by adjusting the three annular convex pins to the designated coordinate positions, and the vibration reduction segments do not need to be repeatedly rotated to realize the alignment of the annular convex pins and the annular grooves.

According to a preferred embodiment, the method for prefabricating a vibration damping duct piece further comprises: setting a track bed main reinforcement along the longitudinal direction of a tunnel, and setting a track bed stirrup in a direction perpendicular to the longitudinal direction of the track bed main reinforcement, wherein the track bed main reinforcement and the track bed stirrup are set according to the outline shape of a track bed structure; the method comprises the steps of setting a pipe piece main reinforcement along the longitudinal direction of a tunnel in an arc-shaped structure, and setting the setting direction of a pipe piece stirrup to be perpendicular to the longitudinal direction of the pipe piece main reinforcement, wherein the pipe piece main reinforcement and the pipe piece stirrup are set according to the outline shape of the pipe piece structure, and connecting a ballast bed main reinforcement, a ballast bed stirrup, the pipe piece main reinforcement and the pipe piece stirrup and pouring the same into an integral structure, so that the ballast bed structure and the pipe piece structure form a whole.

According to the method for prefabricating the vibration reduction duct piece, the duct piece structure and the track bed structure are integrated, and gaps are avoided between the duct piece structure and the track bed structure. The advantages of vibration resistance of the overall structure include: when bearing the vibration load of the train, the vibration-taking mass is large; the diseases such as ballast bed stripping, void, slurry-turning mud, joint damage, off-joint damage and the like can be avoided; during operation, the operation and maintenance cost of the track system and the shield tunnel can be greatly reduced, the smoothness of the track system is improved, the vibration influence of train operation on the surrounding environment is obviously reduced, and the safety and service life of the shield tunnel structure are improved.

Drawings

FIG. 1 is a schematic view of a first connection structure of an integral vibration damping structure of a shield tunnel provided by the invention;

FIG. 2 is a schematic view of a second connection structure of the integral vibration damping structure of the shield tunnel provided by the invention;

FIG. 3 is a schematic view of a third connection structure of the shield tunnel integral vibration reduction structure provided by the invention;

fig. 4 is a schematic structural view of the vibration-damping duct piece provided by the invention connected longitudinally along a tunnel;

FIG. 5 is a schematic view of the structure of section A-A of the shield tunnel monolithic damping structure of FIG. 1;

FIG. 6 is a schematic top view of a vibration damping segment according to the present invention;

FIG. 7 is a schematic view of the A-A section of the vibration damping segment according to the present invention;

FIG. 8 is a schematic view of the structure of section B-B of the vibration damping segment provided by the invention;

FIG. 9 is a schematic view of a reinforcement structure in a vibration damping duct piece provided by the invention;

FIG. 10 is an enlarged schematic view of the reinforcement structure within the stud provided by the present invention;

FIG. 11 is a schematic cross-sectional view of a sleeper provided by the present invention;

FIG. 12 is a schematic top view of a sleeper according to the present invention;

FIG. 13 is an assembled schematic view of a first step of the construction method of the shield tunnel monolithic damping structure provided by the invention;

FIG. 14 is an assembled schematic view of a second step of the construction method of the shield tunnel monolithic damping structure provided by the invention;

fig. 15 is an assembly schematic diagram of a third step of the construction method of the shield tunnel integral vibration reduction structure provided by the invention.

List of reference numerals

111: a non-vibration damping segment; 112: damping duct pieces; 113: a water discharge surface; 114: a sleeper groove; 115: a drainage channel; 116: a first transverse shear structure; 117: a vibration damping member; 118: a first grouting through hole; 119: a first vertical anchoring structure; 120: a hoisting hole; 121: a circumferential groove; 122: a circumferential protruding pin; 123: a second grouting through hole; 124: sealing grooves; 125: bolt holes; 126: a hand hole; 130: sleeper; 131: an insulating sleeve; 132: a second transverse shear structure; 133: a transverse shear member; 134: a second vertical anchoring structure; 135: a vertical anchoring member; 141: a ballast bed main rib; 142: track bed stirrups; 143: segment main ribs; 144: segment stirrups; 145: a convex pin main rib; 146: protruding pin stirrups; 147: a longitudinal protruding pin; 148: a longitudinal groove; 1211: a first circumferential groove; 1212: a second circumferential groove; 1213: a third circumferential groove; 1221: a first annular boss pin; 1222: a second annular boss pin; 1223: and a third annular protruding pin.

Detailed Description

The following detailed description refers to the accompanying drawings.

In the technical scheme of the shield tunnel integral vibration reduction structure provided by the prior art, a track bed structure and a duct piece structure are two independent pouring systems. Even set up the layer of pouring between railway roadbed structure and section of jurisdiction structure, also can be because the layer of pouring is different with the pouring density of railway roadbed structure and section of jurisdiction structure to the inside does not have the reason of connecting piece and leads to appearing the crack easily, and lead to the easy peeling off disease that appears under train vibration load effect. After the ballast bed structure is stripped, vibration load is aggravated, interval drainage is easily caused to flow into stripping cracks and infiltrate into the bottom of the ballast bed, and the defects of crack slurry pumping, ballast bed void, joint damage, gap damage and the like are further caused under the action of train vibration, so that the stability of driving and the operation safety of subways are directly influenced, and the method is a great potential safety hazard.

Therefore, how to manufacture the ballast bed structure and the duct piece structure into an integral structure is an unsolved problem. If the ballast bed structure and the duct piece structure are simply poured together, cracks can be formed in the ballast bed structure due to different vibration intensities. Therefore, a simple casting method cannot solve the problem. How to improve the internal structure of the ballast bed structure and the segment structure based on the vibration influence difference of the ballast bed structure and the segment structure and combine the ballast bed structure and the segment structure together to increase the bearing capacity of the ballast bed structure and the segment structure on vibration is a technical problem which is hoped to be solved by the invention.

Example 1

As shown in fig. 1 to 3, the present invention provides an integral vibration damping structure for a shield tunnel, which includes a non-vibration damping duct piece 111, a vibration damping duct piece 112, and a sleeper 130.

As shown in fig. 1 to 3, the non-vibration damping segment 111 is a normal segment having no ballast bed structure. The non-vibration damping tube sheet 111 is a prefabricated tube sheet. The longitudinal section of the non-vibration-damping segment 111 is rectangular, and the circumferential section is an arc-shaped concrete member having a certain thickness.

As shown in fig. 7 to 9, the damper segment 112 includes an arc-shaped segment structure and a ballast bed structure. The segment structure and the ballast bed structure of the vibration-damping segment 112 are prefabricated integral structures. The vibration damping segment 112 of the present invention can be applied to all soil layers and formation hydrogeological conditions including, but not limited to, mucky soil, silty clay, sandy pebble formation, composite formation, rock formation, etc., due to the advantages of having a monolithic structure without gaps, large vibration-damping mass, and preventing peeling of ballast bed structure. The integral vibration damping structure of the shield tunnel can be used for tunnels excavated by a shield method.

In fig. 1, at least one lifting hole 120 is provided at the inner center positions of the non-damper segment 111 and the damper segment 112. The longitudinal and circumferential end surfaces of the non-damper tube pieces 111 and the damper tube pieces 112 are provided with a plurality of connection structures.

When the assembly is needed, a plurality of non-vibration reduction tube sheets 111 and vibration reduction tube sheets 112 are spliced to form a closed shield tunnel tube ring. The damper segments 112 are disposed at the bottom of the closed shield tunnel collar for installing ties 130. Specifically, the integral vibration reduction structure of the shield tunnel is spliced by adopting a through seam splicing process, so that the adjustment of each blocking angle is not required when the segments are spliced, and the requirement that the vibration reduction segments 112 are positioned at the lowest part of the tunnel structure is met. The shield segment erector firstly lifts the vibration reduction segments 112 and is arranged at the bottom of the tunnel structure, then sequentially lifts the plurality of non-vibration reduction segments 111 and is arranged at two sides of the vibration reduction segments 112, and sequentially connected through the annular connecting piece to form a single closed shield tunnel pipe ring.

As shown in fig. 4, several closed shield tunnel pipe rings are connected in the longitudinal direction of the tunnel by a longitudinal connection structure, so that several damper segments 112 are connected together. As shown in fig. 5 and 6, the ballast bed structure is used to install the sleeper 130. A tie groove 114 is provided in the ballast bed structure. The tie grooves 114 are concave structures with groove walls on both sides and no groove walls between adjacent tie grooves 114 after the damper segments 112 are connected. After the tunnel is passed, vibration damping pieces 117 are paved in sleeper grooves 114 on the track bed structure of the vibration damping duct pieces 112, and then sleeper 130 is installed, so that the shield tunnel integral vibration damping structure is formed.

Preferably, non-damper segments 111, damper segments 112, and ties 130 are prefabricated in the factory. The non-damping duct pieces 111 and the damping duct pieces 112 may be cast with ordinary concrete or fiber concrete. When the steel fiber concrete is used for pouring, the segment structure can be reduced and configured with main bars or without reinforcing bars according to the doping amount of the steel fibers. In the invention, considering the characteristic of large dead weight of the vibration reduction duct piece 112, the duct piece structure and the track bed structure can be cast into a compact structure by adopting concrete, and a longitudinal cavity or filled with light materials can be arranged below the sleeper groove 114.

Fig. 9 shows a structural view of the reinforcement system inside the damper segment 112. In the invention, because the ballast bed structure and the duct piece structure bear different loads, if the influence caused by the different loads is reduced, gaps between the ballast bed structure and the duct piece structure are avoided, and the reinforcement modes inside the ballast bed structure and the duct piece structure are required to be arranged differently.

As shown in fig. 9, a ballast main rib 141 and a ballast stirrup 142 are provided inside the ballast structure inside the damper segment 112. The track bed main rib 141 is disposed along the longitudinal direction of the tunnel. The direction of the ballast bed stirrup 142 is perpendicular to the ballast bed main stirrup 141, so that the stability and bearing capacity of the ballast bed structure are enhanced by the ballast bed main stirrup 141 and the ballast bed stirrup 142, and the safe operation of the ballast bed is ensured.

As shown in fig. 9, a duct piece main rib 143 and a duct piece stirrup 144 are provided inside the duct piece structure of the damper duct piece 112. The segment main ribs 143 are provided in an arc-shaped structure along the longitudinal direction of the tunnel. The setting direction of section of jurisdiction stirrup 144 is perpendicular with section of jurisdiction main muscle 143 to section of jurisdiction main muscle 143 and section of jurisdiction stirrup 144 can bear the soil and water load around the tunnel structure in construction and the operation.

As shown in fig. 9, the ballast main rib 141 inside the ballast structure and the segment main rib 143 inside the segment structure may be connected together so that the inside of the ballast structure and the segment structure form an integral structure. The integrated arrangement can not easily deform from the inside while the ballast bed structure and the duct piece structure are mutually reinforced and can bear load, so that gaps are avoided from occurring on the outside. In the next step, even if a gap appears between the ballast bed structure and the duct piece structure from the outside, the tight connection of the inside of the ballast bed structure and the duct piece structure makes the ballast bed structure unable to be peeled off from the duct piece structure.

After the internal ribs are arranged and form the preset outline shape, the ballast bed structure and the duct piece structure are poured at one time, so that the pouring process is saved, and the load bearing capacity of the vibration reduction duct piece 112 is enhanced. Specifically, the track bed structure and the duct piece structure are connected into a whole, so that no gap exists between the track bed structure and the duct piece structure, and diseases such as track bed stripping, void, slurry-turning mud, joint damage, joint release damage and the like are effectively avoided. Through avoiding diseases, the invention can also greatly reduce the later operation and maintenance cost, improve the smoothness of a track system, remarkably reduce the vibration influence of train operation on the surrounding environment, and improve the safety and service life of the shield tunnel structure.

Preferably, as shown in fig. 1 to 9, the connection structure of the non-damper tube segment 111 and the damper tube segment 112 in the circumferential direction and the longitudinal direction may be a bolt or a latch structure so that the non-damper tube segment 111 and the damper tube segment 112 are connected. The bolts or the latch structures may be provided wholly or partially at the respective end faces of the non-damper segment 111 and the damper segment 112, and the specific number may be set as required.

Because the ballast bed structure and the segment structure of the vibration-damping segment 112 in the invention are of an integral structure, the weight is very large and even more than ten tons. Therefore, when the damper segments 112 are hoisted, there is a great moving inertia in the horizontal direction, and it is difficult to align two adjacent damper segments 112. Even if the damper segments 112 are placed on the ground in the shield tunnel, since the segment structure portion is of an arc-shaped structure, the segment structure portion is shaken or inclined by a slight force, and the track bed structure portion between two adjacent damper segments 112 is difficult to be aligned in the horizontal direction. Therefore, how to align two adjacent damper segments 112 during the connection process, especially how to align the ballast structures rapidly in the horizontal direction, is a difficult technical problem.

Preferably, as shown in fig. 8, different damper segments 112 disposed along the longitudinal direction of the shield tunnel are connected by an additionally disposed assembly to ensure that no assembly error in the horizontal direction occurs between adjacent connected damper segments.

The assembly is disposed on the circumferential end face of the damper segment 112. The circumferential end surface of the damper segment 112 refers to an end surface perpendicular to the tunnel extending direction on the damper segment 112. Specifically, the assembly includes a circumferential groove 121 and a circumferential projection 122 that are disposed on the circumferential end symmetry axis of the damper segment 112 in a mutually shape-fitting manner. The circumferential groove 121 and the circumferential projection 122 are located on different circumferential end surfaces of the same damper segment 112. When two damper segments 112 are adjacent, the circumferential groove 121 of the circumferential end surface of one damper segment 112 is correspondingly connected with the circumferential protruding pin 122 of the circumferential end surface of the other damper segment 112, so that the two damper segments 112 are connected together. This is repeated so that several damper segments 112 are installed in the direction in which the shield tunnel extends.

Any cross-section of the annular boss 122 may be provided in a regular polygonal geometry, such as triangular, rectangular, polygonal, etc. The cross section of the grooves of circumferential groove 121 may also be provided in a regular polygonal geometry, such as triangular, rectangular, polygonal, etc.

When any two vibration reduction tube sheets 112 are required to be spliced and installed, as the contact part between the vibration reduction tube sheets 112 and the bottom of the tunnel is arc-shaped, even if the vibration reduction tube sheets 112 deflect slightly around the arc-shaped curvature center of the vibration reduction tube sheets, the vibration reduction tube sheets 112 can still be stably placed at the bottom of the tunnel.

As shown in fig. 4, 6 and 8, the present invention ensures accurate installation and connection of damper segments 112 by providing first circumferential grooves 1211 and first circumferential pins 1221 on damper segments 112 that are closely fitted between adjacent damper segments 112. The first annular recess 1211 is provided at a central position of the annular end face of the damper segment 112. The first annular boss 1221 is provided at a central position of the annular end surface of the damper segment 112. The first circumferential groove 1211 in fig. 8 is illustratively shown as a structure having a rectangular cross-section. The cross sections of the first annular convex pin 1221 and the first annular groove 1211 are set to be polygonal, and it is possible to prevent the adjacent damper segment 112 from rotating or wobbling after connection.

For example, when the assembly process of the damper segment 112 is performed in the tunnel, if the assembly component for connecting the adjacent damper segment 112 to the damper segment 112 that has been installed in place is the first circumferential groove 1211, then the accurate installation process between the different damper segments 112 can be achieved only by adjusting the orientation of the first circumferential protruding pin 1221 on the adjacent damper segment 112 to a position matching the first circumferential groove 1211. Further, the assembled first circumferential groove 1211 and first circumferential projection 1221 can also be used to carry the load differential created between adjacent damper segments 112, especially when a train is driven into or out of the area where the damper segments are laid, because of the time differential between the load actions of adjacent damper segments 112, adjacent damper segments 112 will be subjected to non-simultaneous longitudinal impacts, and frequent load actions will cause a gradual expansion gap between adjacent damper segments 112 to occur. The invention can take the assembly component which is used as the centering or aligning function in the installation process as a bearing component between the adjacent vibration reduction duct pieces 112 after installation, and is used for relieving the impact on the connecting part of the adjacent vibration reduction duct pieces 112 in the train movement process, thereby improving the stability and the safety of the connection of the adjacent vibration reduction duct pieces 112.

If only one first circumferential groove 1211 and one first circumferential projection 1221 are provided on different circumferential end surfaces of the damper segment 112, it is still difficult to calibrate the entire horizontal plane at a time. For example, when two adjacent damper segments 112 are inclined at an angle to each other, the first circumferential groove 1211 and the first circumferential projection 1221 can also be inserted and connected with a geometric angle match. Therefore, the provision of only a single first circumferential groove 1211 and first circumferential projection 1221 certainly makes it necessary for the shield segment assembler to take more time to achieve horizontal alignment of the ballast bed structure between the damper segments 112.

To solve the above-described drawbacks, the assembly of the present invention further includes second and third circumferential grooves 1212 and 1213 provided on both sides of the circumferential end surface symmetry axis of the damper segment 112, and second and third circumferential pins 1222 and 1223 provided on the other circumferential end surface. Specifically, as shown in fig. 8, taking the arrangement of the second annular protruding pin 1222 and the third annular protruding pin 1223 as an example, the second annular protruding pin 1222 and the third annular protruding pin 1223 are further away from the curvature center of the circular arc portion of the damper segment 112 with respect to the first annular protruding pin 1221. Through the arrangement mode, an isosceles triangle-shaped stable structure can be constructed between the assembly components on the same annular end face. The isosceles triangle takes the angle of the first annular convex pin 1221 as the vertex as the obtuse angle, and when the distance between the second annular convex pin 1222 and the third annular convex pin 1223 is fixed, the specific angle of the obtuse angle is adaptively changed according to the installation position of the first annular convex pin 1221, that is, the farther the installation position of the first annular convex pin 1221 is away from the curvature center of the circular arc part of the damper segment 112, the smaller the angle of the obtuse angle is, and the higher the bearing capacity of the triangle is at this time. Compared with the conventional duct piece structure which only has a thinner duct wall thickness, the integrated vibration reduction duct piece has a larger duct wall thickness, so that the first annular convex pin 1221 can be arranged at a position farther from the duct wall of the vibration reduction duct piece 112, and the bearing capacity of the assembly component is improved. That is, the present invention can improve the accuracy and the installation efficiency of the damper segment 112 during the assembly by the plurality of positioning members, and can improve the bearing capacity of the assembly after the installation is completed, thereby further improving the service life thereof.

Preferably, as shown in fig. 8, the central axes of the first annular protrusion 1221, the second annular protrusion 1222, and the third annular protrusion 1223 are disposed in a radial direction of the segment structure. In the case of downward force applied by the ballast bed structure, the first annular protrusion 1221, the second annular protrusion 1222, and the third annular protrusion 1223 can receive force in the radial direction and disperse the force, thereby improving the force bearing capacity of the connection part and avoiding the crack of the connection part.

The damper segment 112 is positioned by the co-ordinate positions of the first annular stud 1221, the second annular stud 1222, and the third annular stud 1223. Specifically, in the case of the shield segment assembling machine implementing intelligent image acquisition, the processing system adjusts the first annular convex pin 1221, the second annular convex pin 1222 and the third annular convex pin 1223 to the specified coordinate positions, and adjusts the first annular groove 1211, the second annular groove 1212 and the third annular groove 1213 to the specified coordinate positions, so that the adjacent vibration reduction segments 112 can be directly connected together, and the splicing and positioning of the adjacent vibration reduction segments can be quickly implemented.

Preferably, in the case where the damper segments 112 are hoisted by the shield segment erector through the hoist holes 120, the longitudinal alignment of the hoist holes 120 on the two damper segments 112 can facilitate the alignment of the first circumferential groove 1211 and the first circumferential protrusion 1221. Therefore, in the case that the shield segment erector is provided with the infrared detection instrument, seven positions are detected among the lifting hole 120, the first annular groove 1211, the second annular groove 1212, the third annular groove 1213, the first annular convex pin 1221, the second annular convex pin 1222 and the third annular convex pin 1223 of the opposite end surfaces. The processing system of the shield segment erector adjusts the deflection angles of the two closed shield tunnel pipe rings according to the difference of the seven positions, so that the two lifting holes 120 are on the same longitudinal straight line, and the central axes of the two closed shield tunnel pipe rings are consistent, and simultaneously adjusts the deflection angles of the closed shield tunnel pipe rings, so that the first annular groove 1211, the second annular groove 1212 and the third annular groove 1213 respectively correspond to the positions of the first annular convex pin 1221, the second annular convex pin 1222 and the third annular convex pin 1223. After the 7 positions are adjusted, the adjacent two closed shield tunnel pipe rings are pushed to be connected.

As shown in fig. 1 and 2, when the non-damper segment 111 and the damper segment 112 are connected by bolts, a plurality of bolt holes 125 may be provided at the circumferential and longitudinal end surfaces of the segment structure. The inner surface of the tube sheet structure is provided with hand holes 126. After the duct piece structures are assembled, high-strength bolts are inserted into the bolt holes 125 from the hand holes 126 to fix the duct piece structures.

As shown in fig. 3 and 4, the damper blade 112 includes two longitudinal end surfaces. One longitudinal end surface of the damper tube sheet 112 is provided with a plurality of protruding longitudinal pins 147. The longitudinal pins 147 may be of any geometric shape, and may be triangular, polygonal or rectangular. The other longitudinal end face of the damper tube sheet 112 is provided with a plurality of recessed longitudinal grooves 148.

Similarly, one longitudinal end surface of the non-damper tube segment 111 is provided with a plurality of protruding longitudinal pins 147. The longitudinal pins 147 may have any geometric shape in cross section, and may be triangular, polygonal, or rectangular. The other longitudinal end face of the damper tube sheet 112 is provided with a plurality of recessed longitudinal grooves 148. The shape of the longitudinal grooves 148 matches the position and size of the longitudinal pins 147 such that the shape of the longitudinal pins 147 of one damper segment 112 meets the conditions for insertion into the longitudinal grooves 148 of the non-damper segment 111 adjacent thereto.

A second grouting through hole 123 is reserved above the longitudinal groove 148. When the adjacent duct piece structures are assembled, the positioning and the connection fixation of the duct piece structures are performed through the longitudinal grooves 148 and the longitudinal protruding pins 147 on the circumferential or longitudinal end surfaces of the adjacent duct piece structures, so that the staggered quantities of the circumferential seams and the longitudinal seams of the duct piece structures can be reduced, and the assembling quality of the duct piece structures is improved. After the assembly is completed, a high-strength grouting material is injected from the second grouting through hole 123 for reinforcing the plug connection performance.

As shown in fig. 9 and 10, the longitudinal boss 147 is provided therein with a boss main rib 145 and a boss stirrup 146. The protruding pin main rib 145 is connected with the ballast bed main rib 141 inside the ballast bed structure and/or the segment main rib 143 inside the segment structure, so as to improve the bearing capacity of the bolt structure consisting of the protruding pin main rib 145 and the protruding pin stirrup 146. For example, the stud main rib 145 may be connected to the ballast main rib 141 inside the ballast structure. The protruding pin main rib 145 may also be connected to the segment main rib 143 inside the segment structure. These two connections may be present either or both.

Preferably, the longitudinal pins 147 and the longitudinal grooves 148 may be provided with arc-shaped chamfers to ensure that the concrete does not fall off during demolding and assembly. When a flat head longitudinal boss 147 is used, its height should be greater than its width to increase the shear area of the pin. The shearing force required to bear in the circumferential direction of the duct piece structure is smaller than the shearing force required to bear in the longitudinal direction, and the size of the circumferential bolt of the duct piece structure is slightly smaller than the size of the longitudinal bolt. The longitudinal middle section area of the vibration-damping duct piece 112 is large, and the size of the middle bolt can be slightly larger than that of the bolts at two sides in order to further improve the longitudinal shearing resistance of the duct piece structure.

As shown in fig. 6, a double block sleeper or a single block sleeper may be provided on the damper segment 112. The sleeper grooves 114 may be sized according to the width of the duct piece structure and the track. For example, the tunnel structure is a large diameter single hole double track tunnel, and the number of tie grooves 114 is arranged according to double tracks.

As shown in fig. 7, at least one first transverse shear structure 116 is provided on each side of the tie slot 114. The first lateral shear structure 116 may be an internal space extending in a lateral direction, a hole, a slot, or an irregular slot structure. The first lateral shear structure 116 is configured to communicate laterally with a second lateral shear structure 132 of the tie 130. The top of the first lateral shear structure 116 is provided with a first grouting-via 118. The first lateral shear structure 116 communicates with a first grouting-via 118 at its top. The first transverse shear structure 116 is primarily used to improve the shear strength between the reserved tie 130 and the damper segment 112.

As shown in fig. 7, both sides of the bottom of the tie groove 114 are provided with at least one first vertical anchoring structure 119, respectively. Specifically, a first vertical anchoring structure 119 is provided at the bottom of the tie groove 114 at a position near the groove wall of the tie groove 114. Preferably, the first vertical anchoring structures 119 at the bottom of the tie grooves 114 are symmetrically disposed. The first vertical anchoring structure 119 may be a hole, a groove, or an irregular slot hole structure in which the inner space extends in the vertical direction. The first vertical anchoring structure 119 is adapted to communicate in a vertical direction with a second vertical anchoring structure 134 of the tie 130. The first vertical anchor structure 119 is used to increase the tensile or pullout strength between the reserved tie 130 and the damper segment 112.

The first vertical anchoring structure 119 may be provided simultaneously with the first lateral shear structure 116, or only one of them may be present. If provided at the same time, the integrity between the reserved tie 130 and the damper segment 112 may be further improved.

The first vertical anchoring structure 119 is not in the same plane as the first lateral shear structure 116, i.e. the first vertical anchoring structure 119 is not in the same plane as the tunnels of the first lateral shear structure 116. This has the advantage that the connection of the sleeper 130 to the damping tube piece 112 in the transverse direction and in the longitudinal direction is independent, and that the longitudinal direction is not affected at the same time when the transverse direction is affected by vibrations. When the longitudinal direction is affected by vibrations, the transverse direction is not affected at the same time. Therefore, the sleeper 130 is more integrated with the damper segment 112 and is more resistant to vibration.

Preferably, the tie 130 is disposed in a transverse and/or longitudinal connection within the tie groove 114 of the damper segment 112.

As shown in fig. 11 and 12, the sleeper 130 is concreted. The sleeper 130 is pre-provided with 2 insulating bushings 131 at the top. Insulating sleeve 131 is used to connect tie 130 to the track above it. The sleeper 130 is pre-provided on both sides with a second transverse shear structure 132. The second transverse shear structure 132 is a structure such as a hole, a groove or an irregular slot hole, in which the inner space extends in the transverse direction. The opening direction of the second lateral shear structure 132 is opposite to the opening direction of the first lateral shear structure 116. The position of the second lateral shear structure 132 corresponds to the position of the first lateral shear structure 116. With the tie 130 placed within the tie slot 114, slurry enters the first and second lateral shear structures 116, 132 through the first grouting throughholes 118 to laterally connect the tie 130 with the damper segment 112. The invention can improve the integrity between the sleeper 130 and the vibration reduction duct piece 112 by connecting the sleeper 130 and the vibration reduction duct piece 112 in a transverse direction in a pouring manner.

Preferably, the first transverse shear structure 116 and the second transverse shear structure 132 may be connected by a transverse shear member 133, and then high-strength grouting material is injected from the first grouting through hole 118 for reinforcement, so that the vibration reduction duct piece 112 and the sleeper 130 may be connected as a whole, and the integrity of the tunnel structure is improved. The length of the lateral shear elements 133 should be less than the depth of the first lateral shear structure 116. The provision of the transverse shear member 133 has the advantage of enabling a connection between the damper segment 112 and the tie 130 to be made to improve shear strength.

As shown in fig. 11 and 12, a plurality of second vertical anchoring structures 134 are provided at positions corresponding to the first vertical anchoring structures 119 at both sides of the top of the sleeper 130. The second vertical anchoring structure 134 may be a through hole in which the inner space extends in the vertical direction. With the tie 130 placed within the tie slot 114, slurry enters the second and first vertical anchoring structures 134, 119 to connect the tie 130 with the damper segment 112 in a vertical direction. Advantages of the present invention for connecting tie 130 to damper segment 112 in a vertical direction in a cast manner include: the tensile or pullout strength between the tie 130 and the damper segment 112 can be improved, and the integrity between the tie 130 and the damper segment 112 can also be improved.

Preferably, as shown in fig. 2, the first vertical anchoring structure 119 and the second vertical anchoring structure 134 may be connected by adopting a vertical anchoring member 135, and then high-strength grouting material is injected from the second vertical anchoring structure 134 for reinforcement. For example, the vertical anchors 135 are inserted into the first and second vertical anchor structures 119, 134 before grouting. The advantage of this arrangement is that a vertical connection between the damper segment 112 and the sleeper 130 can be provided, which further increases the tensile or pullout strength.

Preferably, the bottom of the sleeper groove 114 may also be provided with damping elements 117. The damping member 117 may be made of a rubber material. The vibration absorbing member 117 has a size consistent with the bottom of the sleeper groove 114, and is required to have good elasticity, buffering and vibration absorbing properties, and also to have good natural aging resistance, wear resistance and the like. The thickness of the damping member 117 should be determined based on the sensitivity to environmental vibrations and the level of damping of the track. The vibration damping member 117 is disposed between the bottom of the tie groove 114 and the tie 130. The four-hydroxy complex ester isolating material is sprayed around the sleeper 130.

Preferably, as shown in fig. 1 to 9, both sides or the middle of the ballast bed structure of the damper segment 112 may be provided with drainage grooves 115 having an arc-shaped bottom and penetrating in the longitudinal direction of the tunnel. The drainage tank 115 is used for draining accumulated water in the tunnel, and ensuring safe operation of the tunnel. As shown in fig. 1 and 2, when the drainage grooves 115 are provided at both sides of the ballast bed structure, the surface of the ballast bed structure is provided as the drainage surface 113 with the middle high and the two low sides. As shown in fig. 3, when the drainage groove 115 is provided in the middle of the ballast bed structure, the surface of the ballast bed structure is provided as the drainage surface 113 having both sides high and low in the middle. Preferably, the drain surface 113 is sloped at about 2.5%.

Preferably, as shown in fig. 7, when the drainage grooves 115 are provided at both sides of the ballast bed structure, the drainage grooves 115 are provided at a position at least lower than the connection sections at both sides of the damper segment 112. Specifically, the drainage groove 115 is formed by connecting arc segments tangent to both the track bed structure side edge and the arc-shaped inner wall of the inner side of the damper segment 112, that is, connecting the track bed structure side edge and the arc-shaped inner wall of the damper segment 112 by chamfering to form a main body structure of the drainage groove 115, as viewed along the tunnel section. Preferably, as shown in FIG. 2, the radius R of the chamfer is at least greater than the distance from the ballast bed structure side to the central axis of the vertical anchor 135. Preferably, the distance between the bottom of the drainage groove 115 and the connecting sections on both sides of the damper segment 112 in the vertical direction is at least greater than 2R, so that even if there is an excessive instantaneous water accumulation, the water can flow into the sleeper instead of flowing out of the tunnel through the connecting sections on both sides of the damper segment 112. Through the above arrangement mode, the connection section of the drainage groove 115 and the inner side wall of the vibration reduction pipe piece 112 is provided with the arc section which is obliquely arranged, the accumulated water entering the track area gradually flows into the drainage groove 115, due to the arrangement of the oblique arc section, the volume of the drainage groove 115 is obviously increased when the distance between one end of the drainage groove is increased, and accordingly the accumulated water containing amount of the drainage groove 115 can be obviously increased, so that the accumulated water is prevented from leaking into the bottom of a ballast bed from gaps between the connection sections on two sides of the vibration reduction pipe piece 112, and further the diseases such as crack and slurry generation, ballast void, seam injury and the like are caused.

The track bed structure and duct piece structure of the invention are integrally arranged, so that the self weight of the sealed vibration reduction duct piece 112 is large, and the whole closed shield tunnel duct ring is not easy to shake when a vehicle runs on the hardening horizontal plane inside. As shown in fig. 3, when the drainage groove 115 is provided at the middle position of the ballast bed structure, the position between both sides of the segment structure and the ballast bed structure is set to the horizontal plane structure. The horizontal planes on the two sides of the ballast bed structure are hardened pavement, and can also allow vehicles to run and transport materials.

Preferably, as shown in fig. 2 and 8, the drainage grooves 115 are arranged at both sides of the damper pipe 112, so that a wider plane exists between two sleeper grooves 114 of the ballast bed structure portion of the damper pipe 112, and vehicles transporting sleeper 130 and other materials can travel.

Preferably, as shown in fig. 8, sealing grooves 124 may be further provided on the inner and outer sides of the circumferential and longitudinal end surfaces of the damper segment 112. Seal groove 124 is used to dispose a strip-shaped water-swellable seal. The invention can effectively prevent the water leakage of the tunnel structure by arranging the inner waterproof sealing measures and the outer waterproof sealing measures.

Example 2

This embodiment is a further improvement of embodiment 1, and the repeated contents are not repeated.

As shown in fig. 13 to 15, the present embodiment provides a construction method of an integral vibration reduction structure of a shield tunnel. The construction method comprises the following steps:

s1: prefabricated non-vibration reducing segments 111 and ties 130; the vibration damping tube sheet 112 is prefabricated in such a manner that the tube sheet structure and the ballast bed structure are cast as a whole.

For example, as shown in fig. 13, a special mold is developed according to the design parameters of the non-vibration damping duct piece 111, the vibration damping duct piece 112 and the sleeper 130, and the non-vibration damping duct piece 111, the vibration damping duct piece 112 and the sleeper 130 are prepared in a factory. Gaskets are installed in the seal grooves 124 of the non-damper segments 111 and the damper segments 112.

Preferably, the prefabrication method of the damper segment 112 includes: the ballast bed main rib 141 is disposed along the longitudinal direction of the tunnel. The direction of the ballast stirrup 142 is set perpendicular to the ballast main stirrup 141. The ballast main reinforcement 141 and the ballast stirrup 142 are arranged in accordance with the contour shape of the ballast structure. The segment main rib 143 is disposed in an arc-shaped structure along the longitudinal direction of the tunnel. The direction of the segment stirrup 144 is perpendicular to the segment main stirrup 143. The duct piece main reinforcement 143 and the duct piece stirrup 144 are arranged in accordance with the contour shape of the duct piece structure.

The boss pin main rib 145 and the boss pin stirrup 146 are provided in accordance with the positions of the boss pins 122. The male pin main rib 145 may be connected to the ballast main rib 141 inside the ballast structure. The protruding pin main rib 145 may also be connected to the segment main rib 143 inside the segment structure. Such that the lugs 122 are internally connected to form a unitary body with the ballast structure or duct piece structure.

The assembly formed by connecting the track bed main reinforcement 141, the track bed stirrup 142, the duct piece main reinforcement 143, the duct piece stirrup 144, the protruding pin main reinforcement 145 and the protruding pin stirrup 146 is poured into an integrated structure, so that the track bed structure and the duct piece structure form an integrated vibration reduction duct piece 112.

In the invention, the prefabrication method of the vibration reduction duct piece 112 enables the duct piece structure and the ballast bed structure to be of an integrated structure, and gaps are avoided between the duct piece structure and the ballast bed structure. The advantages of vibration resistance of the overall structure include: when bearing the vibration load of the train, the vibration-taking mass is large; the diseases such as ballast bed stripping, void, slurry-turning mud, joint damage, off-joint damage and the like can be avoided; during operation, the operation and maintenance cost can be greatly reduced, the smoothness of a track system is improved, the vibration influence of train operation on the surrounding environment is obviously reduced, and the safety and service life of the shield tunnel structure are improved.

S2: as shown in fig. 14, the non-damper segment 111 and the damper segment 112 are spliced to form a closed shield tunnel pipe ring.

The non-damper tube sheet 111 and the damper tube sheet 112 are transported to the vicinity of the splicing machine by a tractor in the tunnel. And assembling a ring of duct piece structure every time the shield digs one ring. The shield segment erector firstly lifts the vibration reduction segments 112 and installs the vibration reduction segments under the tunnel, then sequentially lifts the non-vibration reduction segments 111 and places the segments on two sides of the vibration reduction segments 112, and positions and fixes the segments through the annular connecting piece. And then, the shield segment assembling machine grabs and lifts the residual non-vibration reduction segments 111 to be connected with the installed non-vibration reduction segments 111 to form a single closed shield tunnel pipe ring. And connecting a plurality of closed shield tunnel pipe rings through longitudinal connectors to form a shield tunnel. When the duct piece structures are connected through bolts, after the duct piece structures are assembled, high-strength bolts are inserted into the bolt holes 125 through the hand holes 126 so as to position and fix the duct piece structures. When the pipe piece structures are connected by a bolt, each pipe piece structure is positioned and fixed between the pipe piece structures by the groove 121 and the convex pin 122. After each ring pipe piece is assembled, high-strength grouting material is injected into the second grouting through holes 123.

Preferably, the assembly work of the integral vibration reduction structure of the shield tunnel is completed by operating the shield assembly machine by workers. The gripping head of the shield assembly machine is connected with the non-vibration-damping duct piece 111 and the lifting hole 120 of the vibration-damping duct piece 112. The supports on two sides of the grabbing head extend out and jack up the pipe piece structure, so that the pipe piece structure is firmly connected with the splicing machine. The splicing machine grabs the segment structure and rotates to the splicing position, and positioning and fixing between segments are performed through the connecting piece.

S3: as shown in fig. 15, the tie 130 is disposed within the tie groove 114 of the damper segment 112 in a laterally and/or longitudinally coupled manner.

After the passage of the tunnel, the damping element 117 is first laid in the sleeper groove 114. When the cross-tie 130 and the damper segment 112 are connected using the cross-shear elements 133, the cross-tie 130 is installed after the cross-shear elements 133 are fully inserted into the first cross-shear structure 116. The second lateral shearing structure 132 is inserted by moving the lateral shearing member 133 through the first grouting through-hole 118, and the high-strength grouting material is injected into the first grouting through-hole 118, and finally the rail is laid. When the sleeper 130 and the damper pipe 112 are connected by the vertical anchors 135, the sleeper 130 is installed first, then the vertical anchors 135 are inserted from the second vertical anchor structure 134, then high-strength grouting material is injected, and finally the track is laid.

It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents. The description of the invention includes a plurality of inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally" each meaning that the corresponding paragraph discloses a separate concept, the applicant reserves the right to filed a divisional application according to each inventive concept.

Claims

1. The integral vibration reduction structure of the shield tunnel comprises a non-vibration reduction duct piece (111) and a vibration reduction duct piece (112), and is characterized in that,

The duct piece structure and the ballast bed structure of the vibration reduction duct piece (112) are of a prefabricated integral structure;

the non-vibration reduction tube pieces (111) and the vibration reduction tube pieces (112) are spliced to form a closed shield tunnel tube ring;

wherein, one circumferential end surface of the vibration reduction tube sheet (112) is provided with at least one circumferential groove (121), the other circumferential end surface of the vibration reduction tube sheet (112) is provided with at least one circumferential convex pin (122), the positions, the shapes and the sizes of the circumferential groove (121) and the circumferential convex pin (122) are matched,

the positions of the annular protruding pins (122) are distributed according to a triangle, so that the horizontal plane alignment is realized between two adjacent vibration reduction segments (112) in a mode of correspondingly connecting the annular protruding pins (122) with the annular grooves (121).

2. The shield tunnel monolithic vibration reducing structure according to claim 1, wherein the annular protruding pin (122) comprises a first annular protruding pin (1221), a second annular protruding pin (1222) and a third annular protruding pin (1223),

the second annular protruding pin (1222) and the third annular protruding pin (1223) are arranged on two sides of the first annular protruding pin (1221) and are not in the same straight line,

the central axes of the first annular convex pin (1221), the second annular convex pin (1222) and the third annular convex pin (1223) are arranged according to the radial direction of the pipe piece structure, so that the vibration reduction pipe piece (112) is positioned by the coordinate positions of the first annular convex pin (1221), the second annular convex pin (1222) and the third annular convex pin (1223).

3. The shield tunnel monolithic vibration reduction structure according to claim 1 or 2, wherein,

a ballast main rib (141) and a ballast stirrup (142) are arranged in the ballast structure at the inner side of the vibration reduction pipe piece (112),

the ballast bed main reinforcement (141) is arranged along the longitudinal direction of the tunnel, and the arrangement direction of the ballast bed stirrup (142) is perpendicular to the longitudinal direction of the ballast bed main reinforcement (141), so that the ballast bed main reinforcement (141) and the ballast bed stirrup (142) enhance the stability and bearing capacity of a ballast bed structure.

4. A shield tunnel integral type vibration reduction structure according to any one of claims 1 to 3, wherein a duct piece main rib (143) and a duct piece stirrup (144) are arranged inside the duct piece structure of the vibration reduction duct piece (112),

the pipe segment main reinforcement (143) is arranged in an arc-shaped structure along the longitudinal direction of the tunnel, the arrangement direction of the pipe segment stirrup (144) is perpendicular to the longitudinal direction of the pipe segment main reinforcement (143), so that the pipe segment main reinforcement (143) and the pipe segment stirrup (144) can bear water and soil loads around the tunnel structure in construction and operation.

5. The shield tunnel integral type vibration reduction structure according to any one of claims 1 to 4, wherein a ballast main rib (141) and a ballast stirrup (142) inside the ballast structure are connected to a segment main rib (143) and a segment stirrup (144) inside the segment structure and are cast as an integral type structure, so that the ballast structure is formed integrally with the segment structure.

6. The shield tunnel monolithic damping structure according to any one of claims 1-5, characterized in that a sleeper (130) is arranged in a sleeper groove (114) of the damping duct piece (112) in a laterally and/or longitudinally connected manner;

at least one first transverse shear structure (116) which is used for being transversely communicated with a second transverse shear structure (132) of the sleeper (130) is respectively arranged on two sides of the sleeper groove (114);

the first transverse shear structure (116) is communicated with a first grouting through hole (118) at the top of the first transverse shear structure;

with the tie (130) placed within the tie slot (114), slurry enters the first and second transverse shear structures (116, 132) through the first grouting through-holes (118) such that the tie (130) is connected transversely to the vibration reduction duct piece (112).

7. The shield tunnel integral type vibration reduction structure according to any one of claims 1 to 6, wherein both ends of the bottom of the sleeper groove (114) are respectively provided with at least one first vertical anchoring structure (119) for communicating with a second vertical anchoring structure (134) of the sleeper (130) in a vertical direction;

with the tie (130) placed within the tie slot (114), slurry enters the second vertical anchor structure (134) and the first vertical anchor structure (119) such that the tie (130) is connected with the damper segment (112) in a vertical direction.

8. The shield tunnel monolithic damping structure according to claim 6 or 7, wherein the first vertical anchoring structure (119) is not in the same plane as the first transverse shear structure (116).

9. The construction method of the integral vibration reduction structure of the shield tunnel is characterized by comprising the following steps of: prefabricating non-vibration damping duct pieces (111);

prefabricating a vibration reduction duct piece (112) in a mode of pouring the duct piece structure and the ballast bed structure into a whole;

splicing the non-vibration reduction tube piece (111) and the vibration reduction tube piece (112) to form a closed shield tunnel tube ring;

10. The construction method of the shield tunnel integral type vibration reduction structure according to claim 9, wherein the prefabrication method of the vibration reduction duct piece (112) further comprises:

The annular boss pin (122) includes a first annular boss pin (1221), a second annular boss pin (1222), and a third annular boss pin (1223),

the central axes of the first annular convex pin (1221), the second annular convex pin (1222) and the third annular convex pin (1223) are arranged according to the radial direction of the duct piece structure, so that the vibration reduction duct piece (112) realizes positioning based on the coordinate positions of the first annular convex pin (1221), the second annular convex pin (1222) and the third annular convex pin (1223).