BG64345B1 - Tunnel facing for the reconstruction of transport tunnels - Google Patents

Abstract

The facing is used in repair works of old railway tunnels, in their electricity supply or in case where their overall dimensions fail to meet with the present-day requirements, or when reinforcement of the existing facing is required, in case it is disturbed or there are inadmissible deformations thereof. The facing is carried out in windows, without terminating the running of the trains, it ensures any vibrations produced by the running trains and can be built at any time of the year with high productivity. In includes an upper vault (1) and piedroits (2) made in an earth massif (3). The vault (1) is made of arcs (6), executed, arranged one next to each other along the length of the tunnel made of tubings (8) interconnected by bolt connections (7), anchored to the earth massif (3). Eacharc (6) is connected by bolt connection to its adjacent one and lies on longitudinal reinforced concrete beams (4) which are also anchored into the earth massif (3). It is also possible that the piedroits (2) should be made of tubings (8), arranged one next to the other and interconnected by bolt connections (7), in the form of a cast product of a slab having a cylindrical surface and arc-like longitudinal and lateral edges and holes for bolt connections, fitted in the edges, the outside surfaces of which is covered by elastomer. In the slab with cylindrical surface there is at least one hole. The tubings (8) have at least one longitudinal diaphragm and a middle lateral rub.

Description

Technical field

The invention relates to tunnel lining, in particular for the reconstruction of transport tunnels, which will find application in the repair of old railway tunnels, in their electrification or in the event that their dimensions do not meet the current requirements, and if necessary the existing lining when it is broken or there are unacceptable deformations.

BACKGROUND OF THE INVENTION

A tunnel lining is known, which includes vaulting and pedestrians. The vaulted part is formed of masonry or cast concrete, with a longitudinal reinforced belt in the area between the piedrites and the vaulted part. Piedrites are cast in place concrete. This tunnel lining can be used for the reconstruction of tunnels, in which work is generally carried out without interruption of the operation of the sections where the works are carried out. Moreover, during the period of work on the tunnel lining reconstruction, in the process of which the old lining has to be replaced with new one, the mountain pressure is perceived by temporary reinforcement by two-piece circles. The distance between the circles along the tunnel length depends on the type of rocks behind the cut lining and ranges from 0.5 t in weak rocks to 2.50 m for rocks. Depending on the organization of the construction, reconstruction work is carried out in sections 2 to 10 m along the tunnel / 1 /.

The disadvantages of the known lining are related to the inability to achieve good compaction of the concrete, especially in the key of the vault. Many earthworks are being done, mainly related to the construction of the leading gallery prior to the excavation to expand the tunnel. Moreover, its dimensions are such that the rock over the lining remains disturbed after the new lining is executed, which should have a significantly increased cross-section and / or provide reinforcement based on the additional load. Due to the monolithic lining obtained by this method, operation 5 during winter conditions is difficult. The use of the available railway equipment is also inefficient, as much of the work requires manual labor. The achieved waterproofing is insufficient due to the presence of a trench 10 at the top of the gallery and the difficulty to carry out waterproofing works during the construction of the new lining, and because of its construction. There are labor-intensive processes that result in low perfor- mance (60-70 tonnes) of tunnels per year. In addition, it is necessary to use a multi-component work train (with a large amount of specialized wagons for construction work). The speed of the concrete works 20 is slow because it is related to the amount of mixers on the wagons. Work at low temperatures is impossible without the inclusion of chemical additives in the concrete.

SUMMARY OF THE INVENTION

It is an object of the invention to provide a tunnel lining for the reconstruction of transport tunnels in operation, which can be implemented in "windows" without interrupting the movement of trains previously scheduled in the schedule, with the lining to withstand vibrations from passing trains , to allow its construction at any time 35 a year and mechanization of the individual processes. To enable high performance per linear meter tunnel with increased technical safety, environmental and improved working conditions. In addition, there is the possibility of dismantling and, if necessary, the construction of monolithic reinforced concrete lining during operation.

The problem is solved by tunnel lining for the reconstruction of transport tunnels, 45 which includes an upper vault and piedrites formed in an earth massif, with a longitudinal reinforced concrete beam between the upper vault and the piedrites. According to the invention, the upper vault is made up of tunnels, 50 in length, side by side, arches of bolts connected to each other by tubes anchored in the ground. Each arc is bolted to the adjacent one and is supported by longitudinal reinforced concrete beams, which are also anchored in the ground.

Depending on the need, the piedrites can also be made of stacked tubes connected to each other and connected to each other.

The tubing is a summer piece, including a cylindrical surface plate, with its convex part facing the earth, with arcuate longitudinal and transverse edges and bolt holes located in the edges. The openings are located along a line that is part of a circle and are shaped in equal steps along it. The outer surface of the edges is covered with an elastomer and there is at least one opening in the cylindrical plate.

It is advantageous for the tubing to have at least one longitudinal diaphragm located between the openings in the transverse sides.

Typically, the longitudinal diaphragm is permanently or gradually decreasing from the edges to the middle of the plate height.

Depending on the load, the tubes may also have an average transverse rib.

For durability and reusability, the tubes should be made of aluminum or fiberglass (fiberglass).

It is appropriate for the anchoring to be carried out with anchors having a head with an ampoule in front of it, filled with epoxy resin, in which the ampoule is placed a second ampoule with hardener.

For each concrete lining, all the tubes have the same area and moment of inertia.

The advantage of the cladding is the increase of labor productivity, as well as the possibilities for carrying out the repair works without interruption of the movement of trains, with only the most complex technological operations being performed in a “window”. Factory production of tubing and flat reinforced concrete blocks enhances the quality of the cladding. It is resistant to the effects of hot and cold mineral water containing sulfur oxides. It is possible to use wagons equipped with a front loader, wagons, trucks or forklifts, hoists and jacks, etc. to achieve mechanization of labor-intensive processes. The reinforced metal structure ensures train safety and the personal safety of tunnel workers. Another advantage is the easy mounting of the stone masonry in the piedrites, as well as on their foundations, since the upper beam (on the piedrites) is anchored to the rock, and the stones can be separated from the bottom (transfer of effort).

Explanation of the figures

The invention is illustrated by an exemplary embodiment illustrated in the accompanying drawings, wherein:

Figure 1 is a view of a repaired one-way tunnel with masonry piedrites of stone blocks and an upper vault filled with aluminum tubing and longitudinal reinforced concrete beams between the vault and the piedrites;

FIG. 2 is a section through AA of FIG. 1;

3 is a sectional view through the screw device BB of FIG. 2;

Figure 4 is a general view of an aluminum alloy or composite tube;

FIG. 5 is a longitudinal sectional view of the BB tubing of FIG. 4;

6 is a cross-sectional view of the C-C tubing of FIG. 4;

7 is a cross-sectional view of a tunnel in reconstruction, with a metal structure mounted to strengthen the arch to protect the railroad;

Figure 8 is a cross-sectional view of a tunnel under reconstruction - diagram of the auxiliary beam for the hoists;

Figure 9 is a bolted connection between two tubes;

Figure 10 is a partial longitudinal section through a tunnel in reconstruction (diagram of connecting tubes);

Figure 11 is an axonometry of an aluminum (armoplastic) tube with a middle rib;

Figure 12 is a longitudinal extension of the reinforced concrete beam;

Figure 13 is a plan view of the inside of the tubing;

FIG. 14 is a transport tunnel with a pedestal made during the reconstruction of prefabricated tubes; FIG.

FIG. 15 is a tunnel with a lining of pre-assembled tubes and a vault of concrete blocks; FIG.

16 is a longitudinal cross-sectional view, cross-section along D-D of FIG. 17;

Figure 17 is a cross-sectional view of a tubing filled with glass cotton;

18 is a longitudinal section through the head of an epoxy resin ampoule;

Figure 19 is a longitudinal section through an anchor of an epoxy resin bound.

An embodiment of the invention

The tunnel lining includes upper arch 1 and piedrites 2 formed in the ground mass 3. Between longitudinal arch 1 and piedrites 2 there is a longitudinal reinforced concrete beam 4. The upper arch 1 is made up of arches 5 arranged side by side, connected to each other by bolts 7 with each other tubes 8 anchored in the earth array 3. Each arc 6 is connected to bolts 7 with the adjacent one and rests on the longitudinal reinforced concrete beams 4 that are anchored in the earth array 3. It is also possible that the piedrites 2 are made from stacked to one another and interconnected tubing and 8.

The tubes 8 are a summer article comprising a plate 9 having a cylindrical surface, facing with its convex part to the earth array 3, with arcuate longitudinal 10 and transverse edges 11 and holes 12 for bolted joints located at the edges 10 and 11. Typically the thickness of the plates 9 is 5-6 cm. It is good that the tubes 8 are made of aluminum or fiberglass (fiberglass). They are connected to each other by bolt connections 7, (Figs. 9 and 10). Typically, the longitudinal arcuate edges 10 are arranged parallel to the longitudinal axis of the tunnel, and the transverse arcuate edges 11 are located perpendicular to the longitudinal axis of the tunnel. The boards 10 and 11 give the tubing 8 the necessary rigidity and serve to connect the tubes 8 in the arc 6 and, respectively, the arcs 6 between them. The connection is usually made with steel studs, for example with a diameter of 22 to 60 mm (Fig. 9). The exterior panels of the boards 10 and 11 are machined to ensure tight mutual compression. The arcuate plate 9 of the tubing 8 operates on external loads such as a plate which is filled around the perimeter. To reduce the free space, the tubes 8 are provided with at least one longitudinal diaphragm 13 located between the openings 12 in the transverse 11 edges. In many cases, to increase the stiffness and load-bearing capacity of the lining, the tubes 8 also have at least one average transverse rib 14, which increases the area and the inertia moment of the working section of the tubing. In the transverse edges 11 of the tubes 8 the supports 15 support when the lining is being constructed. In this case, the diaphragms 13 and the transverse ribs 14 increase the stiffness of the boards 10 and 11 and of the entire tubing 8. The longitudinal diaphragm 13 and the transverse ribs 14 have a constant or steadily decreasing height from the boards 10 and 11 towards the center of the plate 9. At the connection points of the diaphragm 13 and the transverse ribs 14 and the edges 10 and 11 are provided notches 16 necessary to compensate for the thermal stresses caused by the uneven cooling of the casting during the fabrication of the aluminum alloy tubing 8.

At least one opening 17 is provided in the tube 8, which is covered by a rubber swab and has a diameter of, for example, 40 to 60 mm. This opening 17 is provided for injection of sand-cement mortar behind the lining, with a subsequent injection. Anchors 2 to 6 t in length are mounted in the same openings 17 for anchoring the tubes 8. All the tabs 10 and 11 of the tubing 8 have the same height, shape and cross-sectional dimensions. The height of the sides 10 and 11 is determined depending on the inner radius of the arch and the loads acting on it, for example 0.05-0.08 R or from 180 to 380 mm. The thickness 18 of the tubes 10 and 11 of the tube 8 is determined by its flexibility, that is, by the ratio of the height 19 of the tubes 10 and 11 to its thickness 18, which should be approximately 3-4. The transverse sides 11 of the tubes 8 have in their middle part - one, respectively, a recess 20, and the other - a protrusion 21, which facilitates the fixing of the tubes in place.

The inner surface of the boards 10 and 11 tilt for convenience in casting and in removing the tubing 8 from the mold. The outer surface of the boards 10, 11 is covered with an elastomer.

The holes 12 for the bolts in the boards 10 and 11 are arranged in a line, usually located in the middle of the height 19 of the tube 8, which line is part of a circle, and the holes 12 are formed in equal steps along it. This ensures the interchangeability of the tubes 8. The same step also ensures that the tubes 8 are connected in a longitudinal direction, resulting in increased lining rigidity. The bolts mounted in the transverse boards 11 act as mounting joints, and they only come into operation when there is a significant deformation of the entire lining, which acts as an elastic base beam. For each variant of tunnel lining construction, all tubes 8 have the same area and moment of inertia.

Bolts on the longitudinal edges 10, arranged in one or two rows and prevent the opening of a gap between the tubes inside or in the outside of the arc under the action of bending moments with a variable sign.

When repairing bridges, at new junctions, the new bridge can contain two technological tunnels in its body, which are entirely made of tubes 8.

For noise absorption, the tubes 8 are covered with a three-layer vibration absorbing membrane 23, forming a closed cavity in the free space between the inner surface of the tubes 8 and the membrane 23 filled with glass cotton 24.

In order to be able to fasten the tubing quickly, it is appropriate to anchor it with anchors 34 having a head 35 with an ampoule 36 in front of it, for example, a plastic filled with epoxy resin 37, in which the ampoule 36 is inserted a second. ampoule 38 with hardener.

Application of the invention

The cladding is constructed by first blasting and seizing the existing cladding at the top of the existing cladding at the time of the "window". If the section is electrified, the contact grid is not dismantled but hanged on anchors, which are made after the excavation of the vault or during it. The vault is revealed, then at the level of the upper end of the piedrites they are formed above the false reinforced concrete beams 4, which are anchored in the ground 3. The reinforced concrete beams 4 can be pre-cast, pre-cast, with their installation between the vault 1 and piedrites 2, where the pressure intensity of the developed rock is highest and attenuates to the tunnel vault key according to the formula:

(G = R / ba) in which R stands for the rock force on the tube with arc length a and width b.

On the reinforced reinforced concrete anchors 4, metal rings 25 (Fig. 7) are assembled, for example, from aluminum alloys and high-strength bolts, and through plate springs and nuts with spring rings. Longitudinal 1-beams are mounted 26. Metal sheets 28 are mounted on the outer surface of the tunnel vault, behind the metal circles, to protect the existing track and passing trains from damaging (dismantling) the existing lining. In case of unsatisfactory condition of the floor, a new, as a rule reduced, vault 29. is made. Then, using two telphers (not shown), moving along the I-profile beam 26, which is also suitable from aluminum alloys, the tubes 8 are mounted and connected to each other, forming supporting arcs 6, which also connect along the tunnel. Installation of the tubes 8 is carried out by lifting them from the two hoists and pressing them with the two lugs 15 behind the outside of the outline of the surface of the circles 25, and then they are connected in place in an arc 6 (Fig. 9). The dismantling of the old tunnel lining, its loading and its removal are combined with the loading and installation of the tubes 8. The anchors are fixed in place by pushing the pre-assembled epoxy resin ampoule 36 with the anchor rod to the bottom of the hole, and then by the anchor head is pressed on the ampoule 36 until it is broken, as well as until the second ampoule 38 is broken, so that when establishing the anchor 34 at the required depth, the two components are mixed and solidified for a short time, without the need for the use of cement additives to accelerate its bonding. In this way a significant acceleration of the cladding strength is obtained.

After completing the repair of the vaulting part with tubing 8 (preferably aluminum alloy), the piedrites 2 of the tunnel are repaired sequentially on one side and on the other, with ready reinforced concrete beams 4 at the base of the tunnel floor (Fig. 14 ) and tubing 8 are mounted in the same way as vault 1.

When the lining also has a vault 29, it is also constructed of aluminum tubes 8, with reinforced concrete blocks 22 on them and drainage ditches 30 formed. The rail is then constructed - the ballast prism 31, the beam 32 and the rails 33.

The work schedule provides for the following steps. First, a metal removable package is mounted. The unit is dismantled with a tracker, for example UC-25, then the ballast is scooped out at 8-10 m and loaded on a dump truck. The crane mounts the moving package with rails and sleepers. Following is the development of the tunnel floor by a blow-blast method for making a vault 29. Using a template, the curvature of the vault 29 is checked, the tubes 8 are mounted and the leveling concrete blocks 22 are laid on them, and are fixed at both ends. in the piedrites 2. The completion of the finishing work includes filling the gaps between the edges of the concrete blocks 22, pouring the drainage ditches 30, filling with ballast and laying the railway 32 and 33.

After a certain period of time, for example 40-50 years, if additional reinforcement or other conditions make the lining replacement necessary, it is possible to dismantle the upper vault of the armoplastic tubes, the tubes in the piedrites, the concrete blocks and the tunnel vault tubes. and with the help of a shield to build a concrete lining of the whole tunnel (together with the vault). Aluminum and armoplast tubes can be reused and high quality products (eg 1-profile) can be obtained from deformed ones after processing.

Claims (9)

Claims 1. Tunnel lining for the reconstruction of transport tunnels, comprising an upper arch and piedrites formed in an earth massif, with a longitudinal reinforced concrete beam between the upper arch and the piedrites, characterized in that the upper arch (1) is arranged in lengthwise order. of the tunnel, side by side, arcs (6) of bolted connections (7) with each other tubes (8) anchored in the ground array (3), wherein each arc (6) is bolted to the adjacent and is supported on longitudinal reinforced concrete beams (4), which are also anchored in the ground massif (3). 2. The lining according to claim 1, characterized in that the piedrites (2) are also made of stacked tubes (8) arranged side by side and connected to each other by bolts (7). Coating according to claim 1 or 2, characterized in that the tubing (8) is a summer article including a plate (9) with a cylindrical surface facing its convex part to the earth array (3), with arcuate longitudinal (10) ) and transverse beams (11) and holes (12) for bolted joints (7) located in the beads (10 and 11), which openings (12) are arranged in a line forming part of a circle and are formed in a uniform step where the outer surface of the boards (10 and 11) is covered with an elastomer and the plate (9) has a cylindrical surface. an opening (17). Lining according to claim 3, characterized in that the tubes (8) have at least one longitudinal diaphragm (13) located between the openings (12) in the transverse beads (11). 5. Lining according to claim 4, characterized in that the longitudinal diaphragm (13) has a constant or smooth decrease from the edges (11) to the middle of the plate (9). 6. Lining according to claim 3 or 4, characterized in that the tubes (8) have a median transverse rib (14) constructed analogously to the longitudinal diaphragm (13). Lining according to any one of claims 1 to 6, characterized in that the tubes (8) are made of aluminum or fiberglass (fiberglass). Lining according to any one of claims 1 to 7, characterized in that all the tubes (8) have the same area and moment of inertia. Lining according to any one of claims 1 to 8, characterized in that the anchoring is carried out with anchors (34) having a head (35) with an ampoule (36) in front of it, filled with epoxy resin (37) , in which a second ampoule (38) with a hardener is inserted into the ampoule (36).