CN212642739U - A thermal insulation and antifreeze structure for high-speed railway tunnels in severe cold areas - Google Patents
A thermal insulation and antifreeze structure for high-speed railway tunnels in severe cold areas Download PDFInfo
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- CN212642739U CN212642739U CN202021245019.XU CN202021245019U CN212642739U CN 212642739 U CN212642739 U CN 212642739U CN 202021245019 U CN202021245019 U CN 202021245019U CN 212642739 U CN212642739 U CN 212642739U
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Abstract
The utility model discloses a heat preservation antifreeze structure for severe cold area high speed railway tunnel, include: and the primary support is formed by spraying concrete on the surface of the excavated tunnel surrounding rock and solidifying. The corrugated steel pipes are multiple, and each corrugated steel pipe is concavely folded into a semicircle and is consistent with the shape of the cross section of the primary support; the corrugated steel pipes are tightly attached to the inner wall of the primary support and are arranged in parallel along the longitudinal direction of the tunnel; both ends of each corrugated steel pipe are respectively positioned at the bottoms of the left side and the right side of the tunnel. The light concrete layer is formed by spraying light concrete on the inner wall of each corrugated steel pipe and solidifying; the waterproof layer is paved and covered on the inner wall surface of the lightweight concrete layer; secondary lining, which is applied to the inner wall of the waterproof layer and is tightly attached to the waterproof layer; and the heat insulation plate is arranged and covers the inner wall surface of the secondary lining. The heat-insulation anti-freezing structure can reduce and relieve frost heaving deformation of surrounding rocks and the two linings, and has a heat-insulation effect; and can prevent that heated board and tunnel structure from taking place to drop and influence driving safety.
Description
[ technical field ] A method for producing a semiconductor device
The utility model belongs to the technical field of the frost damage that keeps warm of cold district tunnel engineering, especially, relate to a heat preservation structure of preventing frostbite for severe cold district high-speed railway tunnel.
[ background of the invention ]
Due to cold air invasion in winter in a high-altitude severe cold area, a high-speed railway tunnel may cause frost damage to a tunnel structure and surrounding rocks, such as frost heaving and peeling and cracks of a tunnel lining, partial or whole collapse of a tunnel arch and side walls; the structure leaks water under the freeze-thaw cycle, even generates the phenomenon of water gushing, and the like. In order to effectively prevent freezing of the tunnel in the cold region, heat preservation and freezing prevention treatment needs to be carried out on the tunnel structure, according to practical engineering experience, a simple water drainage prevention technology cannot meet the frost heaving resistance requirement of the lining, and in view of the above, a technical method combining water drainage prevention with a freezing-prevention heat-insulation layer needs to be adopted for tunnel freezing damage treatment, so that the underground water behind the lining is prevented from freezing, a drainage system normally operates, and the frost heaving phenomenon of the lining is effectively avoided.
The traditional heat preservation measures adopt a large number of heat preservation plates, and the common laying modes of the anti-freezing heat preservation plates comprise two modes, wherein one mode is that the heat preservation plates are laid on the surfaces, namely prefabricated heat preservation plates are laid on the surfaces of the secondary linings of the tunnels; and the other method is to lay an insulation board in the middle, namely, to adopt a prefabricated insulation board to pave between the waterproof layer and the tunnel secondary lining on site. The two heat preservation modes can achieve the heat preservation effect theoretically, so that the problem of frost heaving disasters of the cold area tunnel is solved, but the two laying modes have certain defects. The train wind of the high-speed railway tunnel is strong, and during the operation of the tunnel, the insulation boards distributed on the surface of the secondary lining can loosen and even fall off under the action of the train wind, so that the normal running of the train is influenced; and when the heated board was laid between secondary lining and waterproof layer or secondary lining and primary lining, moisture in the country rock can gather near the heated board, and the infiltration not only influences the heat preservation effect of heated board in to the heated board, and the moisture of gathering simultaneously takes place to freeze winter, still can cause lining cutting structure frost heaving fracture.
Therefore, the heat-insulating and anti-freezing structure for the high-speed railway tunnel in the severe cold region is needed to solve the problems, the problem that the driving safety is affected due to the fact that the heat-insulating plate falls off can be effectively prevented, and the heat-insulating and anti-frost heaving effects can be guaranteed.
[ Utility model ] content
The utility model aims at providing a heat preservation and freeze prevention structure for a high-speed railway tunnel in a severe cold area, which can reduce and relieve frost heaving deformation of surrounding rocks and secondary linings and has the function of heat preservation; and the insulation board can be prevented from falling off to influence the driving safety.
The utility model adopts the following technical scheme: a heat preservation structure that prevents frostbite for severe cold district high-speed railway tunnel includes: and the primary support is formed by spraying concrete on the surface of the excavated tunnel surrounding rock and solidifying.
The corrugated steel pipes are multiple, and each corrugated steel pipe is concavely folded into a semicircle and is consistent with the shape of the cross section of the primary support; the corrugated steel pipes are tightly attached to the inner wall of the primary support and are arranged in parallel along the longitudinal direction of the tunnel; both ends of each corrugated steel pipe are respectively positioned at the bottoms of the left side and the right side of the tunnel.
The light concrete layer is formed by spraying light concrete on the inner wall of each corrugated steel pipe and solidifying;
the waterproof layer is a composite geotextile and is paved and covered on the inner wall surface of the lightweight concrete layer;
secondary lining, which is applied to the inner wall of the waterproof layer and is tightly attached to the waterproof layer;
and the heat insulation plate is arranged and covers the inner wall surface of the secondary lining.
Further, the inner wall surface of the heat insulation plate is covered with an aluminum plate, the aluminum plate is consistent with the cross section of the heat insulation plate in shape, and the aluminum plate is fixedly attached to the heat insulation plate through a connecting device.
The drainage device comprises an aluminum alloy water collecting tank, a vertical drainage pipe, a longitudinal drainage pipe, a transverse drainage pipe and a central drainage ditch;
the two aluminum alloy water collecting tanks are longitudinally arranged at the bottoms of the left side and the right side of the tunnel respectively, are positioned below the openings of the corrugated steel pipes on the same side and are positioned below the inverted arch;
two longitudinal water discharge pipes are arranged and are respectively positioned below the aluminum alloy water collecting tank on one side;
the central drainage ditch is positioned below the inverted arch, is longitudinally excavated at the bottom of the tunnel arch and is arranged along the central line of the tunnel;
the vertical drain pipes are vertically connected between the aluminum alloy water collecting tank and the longitudinal drain pipes on the same side, and are arranged at intervals in the longitudinal direction;
the number of the transverse drain pipes is multiple, one end of each transverse drain pipe is connected to the side wall of the longitudinal drain pipe on the same side and communicated with the longitudinal drain pipes; the other end of each transverse drain pipe extends into the central drain ditch.
Further, the lightweight concrete is made of fiber high-strength lightweight concrete and comprises the following raw materials in parts by weight: 100 parts of Portland cement; 10 parts of high-alumina cement; 0.0576 parts of polypropylene fibers; 0.17 part of foaming agent; and 30 parts of water.
Further, the polypropylene fiber has a length of 3mm, a diameter of 25 to 100 μm, and a density of 0.6 to 0.9g/cm3(ii) a The foaming agent is expandable polystyrene powder, the diameter of the foaming agent is 0.75-1.1 mm, and the density of the foaming agent is 30kg/m3。
Furthermore, a thickening agent is added into the lightweight concrete, and the weight of the thickening agent is 16.5% of that of cement in the lightweight concrete; the thickening agent is composed of the following raw materials in parts by weight: silicon powder: 10 parts of (A); polymer emulsion: 5 parts of a mixture; 0.0926 parts of a water reducing agent; expandable polystyrene powder: 2.67 parts.
Further, this connecting device is a plurality of screws, all link up in heated board and aluminum plate perpendicularly.
The utility model also discloses a construction method of foretell severe cold area high-speed railway heat preservation structure that prevents frostbite, including following step:
firstly, constructing primary support in an excavated tunnel;
step two, constructing semicircular corrugated steel pipes attached to the primary support, and arranging the semicircular corrugated steel pipes in parallel along the longitudinal direction of the tunnel and closely attached to the inner wall of the primary support;
thirdly, spraying light concrete with the thickness of 10cm towards each corrugated steel pipe to form a light concrete layer;
fourthly, laying a composite geotextile waterproof layer on the light concrete layer;
fifthly, performing secondary lining on the inner wall surface of the waterproof layer;
step six, pouring concrete bases on the substrate, wherein the number of the bases is two, and the two bases are arranged along the longitudinal direction of the tunnel;
step seven, paving an insulation board on the inner wall of the secondary lining;
and step eight, paving an aluminum plate on the inner surface of the heat insulation plate, vertically penetrating through the screw on the aluminum plate, penetrating through the heat insulation plate and fixing the heat insulation plate on the secondary lining.
The utility model has the advantages that: 1. the corrugated steel pipes are filled with lightweight concrete, and the inner side of the secondary lining is tightly attached to the heat-insulating plate, so that the waterproof, anti-freezing and heat-insulating effects are good.
2. The adopted lightweight concrete belongs to a flexible structure, has higher compressive strength and elastic modulus, can effectively reduce and relieve frost heaving deformation of surrounding rocks and secondary linings, can form an air-tight insulator due to a large number of gaps in the lightweight concrete, and has a heat preservation effect;
3. the heat insulation plate is tightly attached to the surface of the secondary lining through the aluminum plate, so that the heat insulation plate can be effectively prevented from loosening and falling off.
[ description of the drawings ]
FIG. 1 is a cross-sectional view of the high-speed railway tunnel heat-insulating and anti-freezing structure in severe cold areas provided by the present invention;
FIG. 2 is an overall model diagram of the high-speed railway tunnel heat-preservation and anti-freezing structure in severe cold areas provided by the utility model;
FIG. 3 is an enlarged schematic view of A in FIG. 2;
FIG. 4 is an enlarged schematic view of B in FIG. 3;
FIG. 5 is a schematic view of the screw connection between the aluminum plate, the heat-insulating plate and the two lining threads of the present invention;
FIG. 6 is a schematic view of an aluminum alloy water collection tank of the present invention;
FIG. 7 shows the temperature results of a tunnel without a heat-insulating and anti-freezing structure;
FIG. 8 is a graph of tunnel temperature results after application of the present invention;
FIG. 9 shows the result of freezing moisture in a tunnel without a heat-insulating and anti-freezing structure;
FIG. 10 shows the result of moisture freezing in a tunnel after application of the present invention;
wherein: 1. primary support; 2. a corrugated steel pipe; 3. lightweight concrete; 4. a waterproof layer; 5. secondary lining; 6. a thermal insulation board; 7. an aluminum plate; 8. an aluminum alloy water collection tank; 9. a vertical water drainage pipe; 10. a longitudinal drain pipe; 11. a transverse drain pipe; 12. a central drainage ditch; 13. a base; 14. a screw; 15. a three-way pipe.
[ detailed description ] embodiments
The present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
A heat preservation and freeze prevention structure for a high-speed railway tunnel in a severe cold area is shown in figures 1, 2, 3 and 4 and comprises: and the primary support 1 is formed by spraying concrete on the surface of the excavated tunnel surrounding rock and solidifying.
The corrugated steel pipes 2 are multiple, and each corrugated steel pipe 2 is concavely folded into a semicircle and is consistent with the cross section of the primary support 1 in shape; a plurality of corrugated steel pipes 2 are tightly attached to the inner wall of the primary support 1 and are arranged in parallel along the longitudinal direction of the tunnel; both ends of each corrugated steel pipe 2 are respectively positioned at the bottoms of the left side and the right side of the tunnel. Both ends of each corrugated steel pipe 2 are open.
The inner wall of the corrugated steel pipe 2 and the concrete in the gaps form a light concrete layer 3, the concrete is sprayed towards the corrugated steel pipe 2 in a spraying mode, the concrete is sprayed in the corrugated steel pipe 2 and gaps among the corrugated steel pipes, and the light concrete layer 3 is formed after solidification. The waterproof layer 4 is a composite geotextile and is paved and covered on the inner wall surface of the lightweight concrete layer 3. A secondary lining 5 applied to the inner wall of the waterproof layer 4 and tightly attached to the waterproof layer 4; the adopted composite geotextile waterproof layer is tightly attached between the lightweight concrete and the secondary lining, and can effectively play a role in waterproofing.
The corrugated steel pipe 2 and the lightweight concrete layer 3 act together, and have the following functions: the corrugated steel pipes 2 form a whole and are fixed, and the steel pipes and the concrete form a whole to separate a secondary lining from a primary support, so that the functions of heat preservation, freeze prevention and buffering of deformation of the secondary lining 5 are achieved.
The water drainage device also comprises a water drainage device, as shown in fig. 5 and 6, the water drainage device comprises an aluminum alloy water collection tank 8, a vertical water drainage pipe 9, a longitudinal water drainage pipe 10, a transverse water drainage pipe 11 and a central drainage ditch 12; the aluminum alloy water collecting tanks 8 are longitudinally arranged at the bottoms of the left side and the right side of the tunnel, are positioned below the openings of the corrugated steel pipes 2 at the same side, and are positioned below the inverted arches. Two longitudinal water discharge pipes 10 are respectively positioned below the aluminum alloy water collection tank 8 on one side; and the central drainage ditch 12 is positioned below the inverted arch, is longitudinally excavated at the bottom of the tunnel arch and is positioned along the central line of the tunnel. The vertical water discharge pipe 9, the longitudinal water discharge pipe 10 and the transverse water discharge pipe 11 are connected through a tee joint.
And the heat insulation plate 6 is arranged and covers the inner wall surface of the secondary lining 5. The inner wall surface of the heat insulation plate 6 is covered with an aluminum plate 7, the shape of the aluminum plate 7 is consistent with that of the cross section of the heat insulation plate 6, and the aluminum plate 7 is fixed on the secondary lining 5 through a connecting device. The heat preservation plate 6 and the aluminum plate 7 are tightly attached to the two linings into a whole. The connecting device is a plurality of screws which vertically penetrate through the heat insulation plate 6 and the aluminum plate 7. The screws are arranged according to a 2m x 2m rectangle; the insulation board is made of 5 cm-thick polyphenolic acid foam/polyamino acid foam/aluminum silicate fiber material.
The lightweight concrete is made of the following raw materials in parts by weight: 100 parts of Portland cement; 10 parts of high-alumina cement; 0.0576 parts of polypropylene fibers; 0.17 part of foaming agent; and 30 parts of water. The polypropylene fiber has a length of 3mm, a diameter of 25 to 100 μm, and a density of 0.6 to 0.9g/cm3(ii) a The foaming agent is expandable polystyrene powder, the diameter of the foaming agent is 0.75-1.1 mm, and the density of the foaming agent is 30kg/m3。
In order to enhance the coagulability of the lightweight concrete, a thickening agent is added into the lightweight concrete, and the weight of the thickening agent is 16.5 percent of that of cement in the lightweight concrete; the thickening agent is composed of the following raw materials in parts by weight: silicon powder: 10 parts of (A); polymer emulsion: 5 parts of a mixture; 0.0926 parts of a water reducing agent; expandable polystyrene powder: 2.67 parts.
The construction method of the high-speed railway heat-preservation and anti-freezing structure in the severe cold region comprises the following steps:
firstly, constructing a primary support 1 in an excavated tunnel;
step two, constructing semicircular corrugated steel pipes 2 attached to the primary support 1, and arranging the semicircular corrugated steel pipes in parallel along the longitudinal direction of the tunnel and closely attached to the inner wall of the primary support 1;
thirdly, spraying light concrete with the thickness of 10cm towards each corrugated steel pipe 2 to form a light concrete layer 3;
fourthly, laying a composite geotextile waterproof layer 4 on the lightweight concrete layer 3;
step five, constructing a secondary lining 5 on the inner wall surface of the waterproof layer 4;
sixthly, pouring concrete bases 13 on the tunnel base, wherein two bases 13 are arranged and are arranged along the longitudinal direction of the tunnel;
seventhly, laying an insulation board 6 on the inner wall of the secondary lining 5;
and step eight, paving an aluminum plate on the inner surface of the heat insulation plate 6, vertically penetrating a screw on the aluminum plate 7, penetrating the heat insulation plate 6 and fixing the heat insulation plate on the secondary lining 5.
As shown in fig. 1, 2, 3 and 4, the lower part of the corrugated steel pipe 2 is connected with an aluminum alloy water collecting tank 8, the aluminum alloy water collecting tank 8 is tightly attached to the lower part of the corrugated steel pipe 2, the width of the aluminum alloy water collecting tank is larger than or equal to the width of the corrugated steel pipe 2, holes with the diameter of 55mm are drilled at intervals of 10m below the water collecting tank, a phi 55PVC pipe is inserted as a vertical drain pipe 9, and a reinforced tee joint is adopted to connect the vertical drain pipe 9, a longitudinal drain pipe 10 and a transverse drain pipe 11, and finally the vertical drain pipe, the longitudinal drain pipe and. The corrugated pipe is concave into a semicircle with the diameter of 120mm,
the utility model discloses concrete construction method as follows:
A. and after the tunnel is excavated, performing primary support 1 construction, wherein the primary support comprises a reinforcing mesh, a steel arch frame, an anchor rod and primary lining concrete.
B. And carrying out base surface treatment and surface dirt cleaning on the primary support surface.
C. Constructing a semicircular corrugated steel pipe 2, arranging the semicircular corrugated steel pipe 2 along the cross section of the tunnel and arranging the semicircular corrugated steel pipe 2 in a longitudinal direction of the tunnel, connecting aluminum alloy water collecting grooves 8 with the size of 12cm multiplied by 10cm at the lower parts of the corrugated steel pipe 2, drilling holes with the diameter of 55mm at intervals of 10m below the water collecting grooves, inserting phi 55PVC pipes as vertical drain pipes 9, connecting the vertical drain pipes 9, the longitudinal drain pipes 10 and the transverse drain pipes 11 by adopting reinforced tee joints 15, and finally collecting the holes in a central drain 12 under the tunnel.
D. Spraying light concrete 3 with the thickness of 10cm on the surface of the corrugated steel pipe, and cleaning the surface of the light concrete 3 to be flat; the lightweight concrete 3 is prepared from the following raw materials in percentage by weight: ordinary portland cement: 100 parts of (A); high-alumina cement: 10 parts of (A); polypropylene fiber: 0.0576 parts of a binder; foaming agent: 0.17 part; water: 30 parts of (1); the lightweight concrete thickener is prepared from the following raw materials in parts by weight: silicon powder: 10 parts of (A); polymer emulsion: 5 parts of a mixture; 0.0926 parts of a water reducing agent; expandable polystyrene powder: 2.67 parts; the weight of the thickening agent accounts for 16.5 percent of the weight of cement in the lightweight concrete.
E. And laying a composite geotextile waterproof layer 4 close to the surface of the lightweight concrete 3 by a screw anchoring method.
F. And (5) constructing a tunnel secondary lining 5, checking the surface flatness, and removing dirt on the surface of the tunnel secondary lining 5.
G. And after the maintenance of the secondary lining 5 is finished, flattening the substrate, and pouring a concrete base 13, wherein the thickness of the base is 35cm, and the width of the base is 1.0 m. Two bases 13 are arranged and arranged along the longitudinal direction of the tunnel;
H. after the concrete base 13 is built, the heat insulation plate 6 is penetrated through the screws 14, the aluminum plate 7 and the tunnel secondary lining 5 are tightly fixed, and the screws 14 are arranged in a 2m multiplied by 2m rectangle.
In order to verify the heat preservation and freeze prevention effects of the tunnel heat preservation and freeze prevention structure in the embodiment, numerical simulation and comparison are performed on the tunnel temperature fields of the high-speed railway provided with the tunnel heat preservation and freeze prevention structure and the high-speed railway without the heat preservation and freeze prevention structure under severe cold conditions. In severe cold regions, the average temperature in the lowest month is below-10 ℃. Establishing a tunnel freezing temperature finite element model, and simulating a tunnel temperature field in cold seasons:
as shown in figures 7 and 8, in figure 7, the tunnel internal surface temperature is-3 degrees centigrade, the freezing depth of the surrounding rock reaches about 3 meters, and after the heat preservation and anti-freezing structure is applied, the tunnel internal surface temperature is above 0 degrees centigrade, and the freezing and frost heaving phenomena of the surrounding rock do not occur. Because tunnel country rock can take place frost heaving below freezing temperature 0 degrees centigrade, last frost heaving can arouse the country rock to destroy, can cause tunnel structure to destroy when serious, and frost heaving such as lining cutting surface icing destroys the influence, leads to the inside driving safety accident's in tunnel emergence even, consequently, through executing the utility model provides a thermal insulation structure, fine tunnel heat preservation effect has been played.
As shown in fig. 9 and 10, in fig. 9, the frozen amount of water is continuously reduced from the inner surface of the tunnel to the surrounding rock, the frozen amount of water is maximum at the inner surface of the tunnel, which means that the temperature is lowest at the inner surface of the tunnel, and the frozen amount is continuously reduced toward the inner part of the surrounding rock, which means that the temperature of the surrounding rock is continuously increased until the temperature reaches more than 0 ℃, and at this time, the freezing phenomenon of the surrounding rock does not occur. Fig. 10 shows that the surrounding rocks around the tunnel are not frozen by moisture, and the temperature of the surrounding rocks around the tunnel is above 0 ℃. Through executing the utility model provides a thermal insulation structure, fine tunnel heat preservation effect has been played.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202021245019.XU CN212642739U (en) | 2020-06-30 | 2020-06-30 | A thermal insulation and antifreeze structure for high-speed railway tunnels in severe cold areas |
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| CN202021245019.XU CN212642739U (en) | 2020-06-30 | 2020-06-30 | A thermal insulation and antifreeze structure for high-speed railway tunnels in severe cold areas |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111622784A (en) * | 2020-06-30 | 2020-09-04 | 中铁隧道局集团有限公司 | Heat-insulation anti-freezing structure for high-speed railway tunnel in severe cold area |
| CN112943308A (en) * | 2021-04-13 | 2021-06-11 | 李泽阳 | High pressure water delivery tunnel composite lining structure |
| CN113217034A (en) * | 2021-06-15 | 2021-08-06 | 贵州省交通规划勘察设计研究院股份有限公司 | Combined primary supporting structure and construction method thereof |
-
2020
- 2020-06-30 CN CN202021245019.XU patent/CN212642739U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111622784A (en) * | 2020-06-30 | 2020-09-04 | 中铁隧道局集团有限公司 | Heat-insulation anti-freezing structure for high-speed railway tunnel in severe cold area |
| CN111622784B (en) * | 2020-06-30 | 2024-12-27 | 中铁隧道局集团有限公司 | A thermal insulation and antifreeze structure for high-speed railway tunnels in severe cold regions |
| CN112943308A (en) * | 2021-04-13 | 2021-06-11 | 李泽阳 | High pressure water delivery tunnel composite lining structure |
| CN113217034A (en) * | 2021-06-15 | 2021-08-06 | 贵州省交通规划勘察设计研究院股份有限公司 | Combined primary supporting structure and construction method thereof |
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