CN113423919B - Tunnel lining segment composed of reinforced concrete - Google Patents
Tunnel lining segment composed of reinforced concrete Download PDFInfo
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- CN113423919B CN113423919B CN202080012528.4A CN202080012528A CN113423919B CN 113423919 B CN113423919 B CN 113423919B CN 202080012528 A CN202080012528 A CN 202080012528A CN 113423919 B CN113423919 B CN 113423919B
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- 239000011150 reinforced concrete Substances 0.000 title claims abstract description 11
- 230000002787 reinforcement Effects 0.000 claims abstract description 110
- 229910000831 Steel Inorganic materials 0.000 claims description 68
- 239000010959 steel Substances 0.000 claims description 68
- 230000003014 reinforcing effect Effects 0.000 claims description 56
- 239000004567 concrete Substances 0.000 claims description 42
- 238000004519 manufacturing process Methods 0.000 claims description 14
- 239000004570 mortar (masonry) Substances 0.000 claims description 12
- 239000000463 material Substances 0.000 claims description 10
- 238000009434 installation Methods 0.000 claims description 9
- 238000009415 formwork Methods 0.000 claims description 3
- 230000005484 gravity Effects 0.000 claims description 3
- 230000008719 thickening Effects 0.000 claims description 2
- 238000012546 transfer Methods 0.000 description 27
- 230000005540 biological transmission Effects 0.000 description 15
- 229910001294 Reinforcing steel Inorganic materials 0.000 description 9
- 238000010276 construction Methods 0.000 description 8
- 230000008878 coupling Effects 0.000 description 6
- 238000010168 coupling process Methods 0.000 description 6
- 238000005859 coupling reaction Methods 0.000 description 6
- 239000000945 filler Substances 0.000 description 4
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- 238000005452 bending Methods 0.000 description 3
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- 230000009467 reduction Effects 0.000 description 3
- 229910001220 stainless steel Inorganic materials 0.000 description 3
- 239000010935 stainless steel Substances 0.000 description 3
- 229910001141 Ductile iron Inorganic materials 0.000 description 2
- 238000004873 anchoring Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 239000004035 construction material Substances 0.000 description 2
- 238000013461 design Methods 0.000 description 2
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- 238000003466 welding Methods 0.000 description 2
- 229910001208 Crucible steel Inorganic materials 0.000 description 1
- 239000004793 Polystyrene Substances 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 239000004566 building material Substances 0.000 description 1
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- 230000006835 compression Effects 0.000 description 1
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- 238000002474 experimental method Methods 0.000 description 1
- 239000011372 high-strength concrete Substances 0.000 description 1
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E21—EARTH OR ROCK DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/04—Lining with building materials
- E21D11/08—Lining with building materials with preformed concrete slabs
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Structural Engineering (AREA)
- Mining & Mineral Resources (AREA)
- Civil Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- General Life Sciences & Earth Sciences (AREA)
- Geochemistry & Mineralogy (AREA)
- Geology (AREA)
- Lining And Supports For Tunnels (AREA)
Abstract
The invention relates to a tunnel lining segment (12) made of reinforced concrete, wherein the tunnel lining segment (12) has a load-transmitting surface (14) for a longitudinal joint (13), wherein at least one reinforcement (3) with an end face (5) is installed in the tunnel lining segment (12), wherein the reinforcement (3) is suitably arranged in the tunnel lining segment (12) such that a tangent (9) to a heavy axis (7) of the reinforcement (3) in the end face (5) forms an angle (alpha) of between 0 DEG and 45 DEG with a normal (18) to the load-transmitting surface (14), wherein the end face (5) is arranged at a distance (a) from the load-transmitting surface (14) of between 0mm and 50mm, preferably between 0mm and 10mm.
Description
Technical Field
The invention relates to a tunnel lining segment made of reinforced concrete, wherein the tunnel lining segment has a load-transmitting surface for a longitudinal joint.
Background
Tunnel pipes are typically manufactured with shield-driven tunnel lining segment rings. When the construction method is adopted, the tunnel pipe consists of tunnel lining segment rings which are arranged in sequence along the longitudinal direction of the tunnel. Each tunnel lining segment ring is made up of, for example, six to ten individual tunnel lining segments distributed along the circumference of the tunnel lining segment ring. The tunnel lining segments are made of reinforced concrete into prefabricated parts in the vicinity of the tunnel tubes. The so-called circumferential seam is located between two adjacent tunnel lining segment rings. The so-called longitudinal seams are located between the tunnel lining segments of the tunnel lining segment ring.
The tunnel pipe is loaded due to its own weight and due to pressure acting radially from the mountain or soil material adjacent the tunnel pipe. In construction practice, radial compressive forces of different magnitudes often occur along the longitudinal extension of the tunnel tube. The tunnel liner sheet typically has a constant thickness within the tunnel tube. The thickness dimension of the tunnel lining segments is thus determined for the maximum value of the radial pressure or special tunnel lining segments made of steel are used in the heavily loaded parts of the tunnel tube. However, steel tunnel lining segments are much more expensive than reinforced concrete tunnel lining segments.
The load transfer area at the longitudinal joint between the two reinforced concrete tunnel lining segments is less than the cross-sectional area of the tunnel lining segments. The cross-sectional area of the tunnel lining segment in the radial section is defined by the width b 1 And thickness d 1 Is derived from the product of (c). Width b of tunnel lining segment or tunnel lining segment ring in tunnel longitudinal direction 1 Typically between 1.5m and 2.5 m. Thickness d of tunnel lining segment 1 Typically between 0.2m and 0.7 m.
In order to avoid edge flaking of the reinforced concrete prefabricated tunnel lining segments and in order to make the tunnel lining segments easier to install, a load transfer area is created in the longitudinal joint which is required for transferring pressure in the circumferential direction, which has a width b which is smaller than 1 Width b of (2) 0 And less than thickness d 1 Thickness d of (2) 0 . Thus, only one of the load transfer areas within the longitudinal seam is defined by width b 0 And thickness d 0 The area derived by the product of (2) is available.
Width b 0 About width b 1 85% -95% of (3). Thickness d 0 About thickness d 1 45% -55% of (C). To enable the estimated reduction in cross-section in the longitudinal joint, the average value of the above ranges (90% and 50%) was used to calculate the size of the load transfer area. As a result, the load transfer area is only 45% of the cross-sectional area of the tunnel lining segment. Uniaxial design compressive strength f of concrete when calculating the pressure that can be absorbed by the load transfer area cd Can be according toThe specification of section 6.7 of EN 1992-1-1 is by a factor
Increasing. For the above example, the coefficient is equal to 1.49, where the load transfer area b 0 ·d 0 Equal to cross-sectional area b 1 ·d 1 45% of (C).
Uniaxial design strength for concrete equal to f cd In the case of a central load, the transmissible pressure in the longitudinal seam will be b 0 ·d 0 ·f cd ·k c ＝0.45·b 1 ·d 1 ·f cd ·1.49＝0.67·b 1 ·d 1 ·f cd . This corresponds to 67% of the pressure that can be absorbed in the cross section of the tunnel lining segment away from the longitudinal joint. Thus, for the thickness d of the tunnel lining segment 1 The load transfer in the longitudinal joint proves to be critical for the dimensioning thereof.
Accordingly, many proposals have been made in the past to increase the pressure absorbable in the longitudinal joint between two reinforced concrete tunnel lining segments.
One method for increasing the pressure absorbable in a longitudinal seam is described in AT 518 A1. In the first and second tunnel lining segments which are subjected to load in the installed state due to the pressure in the load transmission surface of the longitudinal joint, reinforcement is installed in the region of the tunnel lining segments adjacent to the longitudinal joint. The reinforcement is made of steel or stainless steel. The dimension of the force transmission body in the thickness direction of the tunnel lining segment is equal to the thickness d of the tunnel lining segment 1 . The height of the force-transmitting body is selected to be large enough that pressure can be transmitted from the load-transmitting surface to the underside of the force-transmitting body, and the concrete of the underside of the force-transmitting body is denoted b 1 Multiplied by d 1 Is uniformly stressed. This solves the force transfer problem in the longitudinal joint. Shown in AT 518 840 A1The disadvantage of the solution of (a) is that:
the reinforcement consists of steel or stainless steel and is therefore expensive to manufacture;
the steel reinforcement outside the tunnel pipe may corrode, failing to evaluate the progress of the corrosion process from inside the tunnel;
in the event of a fire, the reinforcement will soon lose its load-bearing capacity.
In EP 1 243 753 A1 coupling parts made of steel are described, which can be arranged in annular joints and longitudinal joints. The coupling element can be connected in a form-fitting manner to a spring element which extends as a complementary coupling element over a substantial part of the length of the second tunnel lining segment. It is also possible to cast steel inserts in the surface of the tunnel lining segment according to the invention on the longitudinal joint side. Furthermore, the entire surface of the tunnel lining segment on the longitudinal joint side may be formed of a steel insert. The disadvantage of the solution shown in EP 1 243 753 A1 is that:
the coupling parts are composed of steel and are therefore expensive to manufacture;
the coupling parts made of steel arranged in the longitudinal joints may corrode;
in the event of a fire, the coupling element will soon lose its load-bearing capacity.
In DE 25 22 789 C3, tunnel lining segments with reinforcement made of elongated parts made of ductile iron are described. By means of the adhesive introduced into the gap, pressure is transmitted from the component made of ductile iron to the bearing and from the bearing to the end component. The disadvantage of the solution shown in DE 25 22 789 C3 is that:
the end parts and the bearings are composed of metallic material and are therefore expensive to manufacture;
the end parts arranged in the longitudinal seam may corrode;
in the event of a fire, the end piece will soon lose its load-bearing capacity.
Another embodiment of a tunnel lining segment with steel parts in the longitudinal joints is described in JP 1 502 207 in 1975. The reduction of the cross-sectional area in the longitudinal joint is not described in JP 1 502 207, which is common in modern tunnel construction using tunnel lining segments. Box-shaped groove components made of steel are installed in the side of the tunnel lining segment adjoining the longitudinal joint. These groove components enable two adjacent tunnel lining segments to be connected by a screw connection. Welding the reinforcement to the groove component is also disclosed. These reinforcements are mainly used for fixing groove parts in tunnel lining segments. However, when pressure is transmitted in the longitudinal joint, they will absorb part of the pressure, transmitting it into the concrete of the tunnel lining segment. The disadvantage of the solution shown in JP 1 502 207 is that:
the groove part is composed of steel and is therefore expensive to manufacture;
the groove parts arranged in the longitudinal seam may corrode;
in the event of a fire, the recess parts will soon lose their carrying capacity.
Another embodiment of a tunnel lining segment with steel parts in the longitudinal joints is described in JP 11 287 093A. The reduction of the cross-sectional area in the longitudinal joint is not described in JP 11 287 093A, which is common in modern tunnel construction employing tunnel lining segments. The C-shaped steel parts are anchored in the tunnel lining segment by means of screwed-in reinforcement, these steel parts being mounted in the side of the tunnel lining segment adjoining the longitudinal seam. During the assembly of the tunnel lining segments, steel connecting members are inserted into the C-shaped steel members. Furthermore, JP 11 287 093A shows that the end face of the C-shaped steel part has a distance S equal to twice the distance T in the mounted state. In the tunnel lining segment ring, no pressure can be transmitted along the C-shaped steel part in the longitudinal joint.
Another embodiment of a tunnel lining segment with reinforcement in the longitudinal joint region is described in US 1,969,810. The tunnel lining segment is reinforced by adopting reinforcing members arranged along the annular direction. Only reinforcements with smooth surfaces were available in 1931 when the present disclosure was made. In order to achieve a better anchoring of the reinforcement in the concrete, it is therefore proposed to widen the ends of the reinforcement or to create a V-shaped anchoring. It is furthermore proposed that the longitudinal joints of the tunnel lining segments in adjacent tunnel lining segment rings are offset from one another in order to achieve that the normal pressure in the tunnel lining segment rings in the region of the longitudinal joints passes through the ring joints into the adjacent tunnel lining segment rings and is absorbed there by the reinforcement parts. This load transfer mechanism is referred to as a "circumferential zig-zag path".
This load transfer mechanism does not work in reality because the circumferential seam may open due to shrinkage of the concrete. In the last 30 th century, knowledge about shrinkage behaviour of concrete was insufficient.
Disclosure of Invention
The object of the present invention is to provide a tunnel lining segment which has a higher load-bearing capacity than the tunnel lining segments currently used in modern tunnel construction and which can be produced less expensively than known tunnel lining segments, and which has a higher durability and a higher fire resistance period.
This object is achieved by a tunnel lining segment of reinforced concrete, wherein the tunnel lining segment has a load-transmitting surface for a longitudinal joint, wherein at least one reinforcing steel bar with an end face is installed in the tunnel lining segment, wherein the reinforcing steel bar is suitably arranged in the tunnel lining segment such that a tangent to a reinforcing steel bar heavy axis in the end face forms an angle with a normal line of the load-transmitting surface of between 0 ° and 45 °, wherein the end face is arranged at a distance from the load-transmitting surface of between 0mm and 50mm, preferably between 0mm and 10mm.
By means of the reinforcement bars arranged according to the invention in the tunnel lining segments, which advantageously are present in addition to the reinforcement of the concrete, the tunnel lining segments can be manufactured less expensively than prior art tunnel lining segments, but with a higher durability and fire resistance. Particularly good force transmission is also achieved by the reinforcement of the tunnel lining segment on a load transmission surface between the tunnel lining segment and another tunnel lining segment belonging to the same tunnel lining segment ring.
Tests carried out on tunnel lining segments according to the invention have shown that even if the distance is greater than 0mm and there is for example concrete between the end faces of the reinforcement bars and the load transferring surface, the load can still be transferred through the reinforcement bars. It is particularly preferred that two or more reinforcing bars are provided within the tunnel lining segments in an arrangement according to the invention.
The reinforcement is preferably a ribbed reinforcement, whereby an improved force transmission to the concrete is achieved in the longitudinal joint area. Alternatively, rebars without ribs may be used.
In one embodiment, the rebar may be straight, for example, if the length of the rebar is less than one third of the length of the tunnel lining segment in the circumferential direction. The rebar preferably has a curvature substantially equal to the curvature of the tunnel lining segment so as to enable improved installation.
The steel reinforcement is preferably installed at a distance from the central plane of the tunnel lining segment. The guide rods can thereby be installed in the load-transmitting plane in the central plane of the tunnel lining segment.
Advantageously, the reinforcement bars are suitably mounted in the tunnel lining segments such that a concrete cover layer is provided between the surface of the reinforcement bars and the edge of the overpressure zone of the load transferring surface, whereby the reinforcement bars have a greater durability than if they were arranged outside the overpressure zone.
The reinforcement bars preferably have a diameter of between 10mm and 100mm, particularly preferably between 20mm and 50mm, whereby a good compromise is achieved between the suitability for force transmission and the weight or cost.
As mentioned above, it is possible to arrange, for example, concrete for the production of most tunnel lining segments at the mentioned distances. Alternatively, however, it can also be provided that a widening of the steel rod is provided in the vicinity of the distance, which results in a better force transmission.
In the embodiments mentioned, the widening can be, for example, a screwed-on end piece, a welded steel plate or a thickened portion of a reinforcement. The widened portion may be made of the same material as the reinforcing bars.
Advantageously, the length of the rebar is equal to the deployed length of the tunnel lining segment minus twice the distance. The steel reinforcement may thus extend through the entire length of the tunnel lining segment and cause a force transfer at both ends of the tunnel lining segment. Alternatively, in the arrangement according to the invention, shorter reinforcing bars may be provided separately at both ends of the tunnel lining segment, respectively.
If the length of the reinforcement is equal to twice the unfolded length of the tunnel lining segment minus the distance, it is particularly preferred that the widening of the reinforcement is arranged in the vicinity of one of the distances. Such tunnel lining segments may be installed in the tunnel lining segment ring such that the non-widened portions of the rebar are each aligned with the widened portions of the rebar at one end thereof. For this construction, it is therefore not necessary to consider the use of two different types of tunnel lining segments.
Furthermore, it is preferred that at least two of the reinforcement bars are mounted in the tunnel lining segment, wherein the two reinforcement bars are arranged on a common plate, which plate has a higher compressive strength than the concrete of the tunnel lining segment. The force transmission of two or more reinforcement bars can thus be achieved in a planar manner, which, although making the construction of tunnel lining segments difficult, further improves the force transmission.
In the embodiment mentioned, the plate is preferably made of steel and both reinforcing bars are welded to the plate, whereby the steel plate can be designed particularly durable and can be connected to the reinforcing bars.
Advantageously, the end faces of the bars are at an angle of between 60 ° and 90 °, preferably between 75 ° and 90 °, to the centre of gravity axis of the bars. Thus, according to the invention, the bars may have end faces inclined relative to the heavy mandrel so as to individually accommodate the space enclosed between the load-transmitting face and the end faces.
In a further preferred embodiment, a hardened mortar is present at the distance, which mortar has a higher compressive strength than the concrete of the tunnel lining segments, wherein the mortar is particularly preferably located in a recess, which recess is formed by the filling material removed after hardening of the concrete. This distance can thus be filled appropriately, making the load-transmitting surface more durable.
Preferably, the tunnel lining segments have a form during manufacture, which form is at a distance of 0.1mm and 50mm, preferably 0.1mm and 10mm, from the end face of the steel reinforcement.
Furthermore, the reinforcement bar is preferably a ribbed reinforcement bar which is arranged on the inside and/or outside of the tunnel-lining segment in the circumferential direction and which is provided with two bends in the region of the longitudinal seam, so that two different sections of the reinforcement bar run parallel to the circumferential direction of the tunnel-lining segment. With this construction of the tunnel lining segment, the reinforcing bars that are originally provided for the tunnel lining segment can be adjusted to be designed as reinforcing bars according to the invention. This has the advantage that no additional reinforcing bars need to be introduced into the tunnel lining segment, which can save weight and costs.
The advantages of the individual tunnel lining segments according to the invention occur in particular when a plurality of said tunnel lining segments are assembled to form a tunnel lining segment ring. The tunnel lining segment ring comprises at least a first tunnel lining segment and a second tunnel lining segment according to the above-described embodiments, whereby a particularly preferred tunnel lining segment ring can be realized, wherein the load transferring surfaces of the tunnel lining segments are at least partially opposite each other, such that a longitudinal joint is formed between these tunnel lining segments, wherein a tangent to the heavy mandrel in the reinforcement end face of the first tunnel lining segment intersects the load transferring surfaces at a first intersection point, wherein a tangent to the heavy mandrel in the reinforcement end face of the second tunnel lining segment intersects the load transferring surfaces at a second intersection point, wherein the first and second intersection points are at a distance from each other of less than 50mm, preferably less than 10mm. With this tunnel lining segment ring, the two tunnel lining segments according to the invention with the reinforcing bars are thus arranged such that forces are transmitted from the reinforcing bars of one tunnel lining segment to the reinforcing bars of the other tunnel lining segment.
For the tunnel lining segment ring described, it is advantageous if the steel bars of the first tunnel lining segment have a different diameter than the steel bars of the second tunnel lining segment. The tunnel lining segments can have reinforcing bars of different thickness at their ends, so that the tunnel lining segment ring can be made of the same tunnel lining segment, for example.
It is furthermore preferred that the first and second tunnel lining segments are arranged relative to each other such that the installation error in the longitudinal joint formed between them is less than 20mm, preferably less than 10mm, which in practice provides a tunnel lining segment ring according to the invention with sufficient accuracy.
Drawings
The invention is described below by means of non-limiting embodiments shown in the drawings. In these schematic diagrams are shown respectively:
fig. 1 is a cross-sectional view of a tunnel tube having six tunnel lining segments.
Fig. 2 shows detail a of fig. 1;
FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2;
fig. 4 shows a detail corresponding to fig. 2 with tunnel lining segments which are offset from one another in the thickness direction;
FIG. 5 is a cross-sectional view corresponding to FIG. 3 with tunnel lining segments that are offset from each other in the width direction;
FIG. 6 is a cross-sectional view taken along line VI-VI of FIGS. 4 and 5;
fig. 7 is a cross-sectional view corresponding to fig. 2 of a longitudinal joint according to a second embodiment, which is produced with a tunnel lining segment according to the invention;
FIG. 8 is a section view of VIII-VIII of FIG. 7;
fig. 9 shows an expanded tunnel lining segment ring with longitudinal joints produced with a tunnel lining segment according to the invention according to a third embodiment;
fig. 10 shows detail B of fig. 9;
fig. 11 shows a detail corresponding to fig. 9 of a longitudinal joint according to a fourth embodiment, which is produced with a tunnel lining segment according to the invention;
FIG. 12 is a cross-sectional view of XII-XII of FIG. 11;
fig. 13 is a cross-sectional view corresponding to fig. 12 of a longitudinal joint according to a fifth embodiment, the longitudinal joint being produced with a tunnel lining segment according to the invention;
fig. 14 is a cross-sectional view corresponding to fig. 2 of a longitudinal joint according to a sixth embodiment, which is produced with a tunnel lining segment according to the invention;
fig. 15 is a cross-sectional view corresponding to fig. 2 of a longitudinal joint according to a seventh embodiment, which longitudinal joint is produced with a tunnel lining segment according to the invention;
fig. 16 is a cross-sectional view corresponding to fig. 14 of a longitudinal joint produced with a tunnel lining segment according to the invention according to an eighth embodiment;
fig. 17 is a view of a first or second rebar installed in a form for a longitudinal seam according to a ninth embodiment created using a tunnel lining segment according to the present invention;
FIG. 18 is a view corresponding to FIG. 17 after filling with filler material;
FIG. 19 is a view corresponding to FIG. 18 after removal of the filler material;
FIG. 20 is a view corresponding to FIG. 19 after filling the cavity with mortar;
fig. 21 is a view corresponding to fig. 20 after filling the cavity with mortar of a longitudinal joint produced with a tunnel lining segment according to the invention according to a tenth embodiment;
fig. 22 is a cross-sectional view corresponding to fig. 16 of a longitudinal joint produced with a tunnel lining segment according to the invention according to an eleventh embodiment; and
fig. 23 is a cross-sectional view corresponding to fig. 4 of a longitudinal joint according to a twelfth embodiment, which is produced with a tunnel lining segment according to the invention.
Detailed Description
In fig. 1 to 23, for clarity, seals, fasteners, centering members and injection lines and reinforcements inserted into the tunnel lining segment 12, which are generally required when manufacturing the tunnel pipe 11 from the shield-driven tunnel lining segment 12, are not shown. The reinforcement in the tunnel lining segment 12 may be comprised of steel rebar, steel fibers, plastic fibers, and stainless steel reinforcement.
Referring first now to fig. 1-6, an exemplary longitudinal joint 13 produced using tunnel lining segments 12 according to the present invention according to a first embodiment is described.
Fig. 1 shows a sectional view of a tunnel pipe 11 made up of six tunnel lining segments 12. These tunnel lining segments 12 have a thickness d 1 . Between these tunnel lining segments 12 longitudinal joints 13 are arranged. Six tunnel lining segments 12 form a tunnel lining segment ring 17. The tunnel lining segment ring 17 is currently loaded by normal pressure. Due to the inaccurate installation at the time of manufacturing the tunnel lining segment ring 17, and due to the load due to the self weight, a bending moment is generated in the tunnel lining segment ring 17.
Fig. 2 shows that in a longitudinal joint 13 between a first tunnel lining segment 1 and a second tunnel lining segment 2, which are also referred to below as tunnel lining segments 12, the thickness d of the tunnel lining segments 12 1 Reduced to a thickness d in the load-transmitting surface 14 0 . In the production of the tunnel lining segment 12, the outer region of the end face at the longitudinal joint 13 is displaced, for example, by 3 to 5mm relative to the load-transmitting surface 14. Thereby creating a groove 28 in the longitudinal seam 13 having a height of, for example, 6-10 mm.
Fig. 3 shows the width b of the tunnel lining segment 12 1 Reduced to a width b in the region of the longitudinal seam 13 0 . The load transmission surface 14 is formed by a width b 0 And thickness d 0 Is obtained by the product of (2). The load transfer surface 14 is smaller than the free width b of the tunnel liner segment 12 1 And thickness d 1 Cross-sectional area obtained by the product of (2).
In order to increase the normal pressure that can be absorbed in the load-transmitting surface 14, first reinforcing bars 3 are inserted into the first tunnel-lining segment 1 and second reinforcing bars 4 are inserted into the second tunnel-lining segment 2. The tangent 9 of the mandrel 7 in the end face 5 of the first reinforcement 3 and the tangent 10 of the mandrel 8 of the end face 6 of the second reinforcement have the same intersection 19 with the load transferring surface 14, since in this example the first reinforcement 3 and the second reinforcement 4 are just oppositely installed and no offset occurs in the longitudinal joint 13 during installation of the tunnel lining segments 1 and 2. The rebars 3 and 4 have a complete shape and are formed of ribbed reinforcing bars 20.
The end face 5 of the first reinforcing bar 3 and the end face 6 of the second reinforcing bar 4 are each at a distance a from the load transfer surface 14. Between the end faces 5, 6 there is thus a concrete layer with a height 2 a. Our own experiments show that the forces of the first steel bar 3, which are generated by the area of the first steel bar 3 and the yield stress of the steel, can be transferred through the concrete layer into the second steel bar 4. In thin concrete layers, by this force transmission, three-axis compressive stresses are generated, which are far greater than the maximum absorbable uniaxial compressive stresses of the concrete.
Fig. 4 shows a detail corresponding to fig. 2 with a first tunnel lining segment 1 and a second tunnel lining segment 2, which have an offset v in the thickness direction from each other due to incorrect installation. Fig. 5 shows a sectional view corresponding to fig. 3 with a first tunnel lining segment 1 and a second tunnel lining segment 2, which are offset w from each other due to incorrect installation.
Fig. 6 shows that, due to these assembly inaccuracies, the intersection point 19 of the tangent 9 of the mandrel 7 in the end face 5 of the first reinforcement 3 with the load transfer surface 14 and the intersection point 19 of the tangent 10 of the mandrel 7 in the end face 6 of the second reinforcement 4 with the load transfer surface 14 have a distance b.
The forces that can be transferred in the concrete layer are related to the height 2a of the concrete layer and the cross-sectional area of the reinforcement. If the ratio of the height 2a of the concrete layer to the diameter of the bars 3, 4 is greater than 0.15, the entire load bearing capacity of the first bar 3 can no longer be transferred into the second bar 4. Fig. 4 to 6 show that the reinforcement bars 3, 4 are arranged at a distance b from each other, which also reduces the forces that can be transmitted through the concrete layer.
In fig. 7 and 8 an exemplary longitudinal joint 13 is described, according to a second embodiment, produced with a tunnel lining segment 12 according to the invention.
Fig. 7 shows that the first reinforcing bars 3 and the second reinforcing bars 4 are installed such that the end faces 5 and 6 are in contact. The intersection 19 of the tangents 9 and 10 with the load transferring surface 14 is at the same position.
The longitudinal seam shown in fig. 7 and 8 is loaded by normal pressure and bending moment. The overpressure zone 15 shown in hatched lines in fig. 8 is therefore smaller than the load-transmitting surface 14 which would occur if the longitudinal seam 13 was centrally acted upon by the normal pressure.
For the durability of the bars 3 and 4, it is particularly advantageous that a concrete coating c is present between the edge 16 of the overpressure zone 15 and the surface of the bars 3 and 4.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a third embodiment is illustrated in fig. 9 and 10.
Fig. 9 shows an expanded view of a tunnel lining segment ring 17 composed of six tunnel lining segments 12. In this view, the tunnel lining segments 12 have a diamond or trapezoidal shape. The longitudinal seam 13 is thus not parallel to the longitudinal axis of the tunnel tube 11.
Fig. 10 shows that, as a result of the arrangement of the longitudinal joint 13 as shown in fig. 9, an angle α is produced between the concentric axes 7 and 8 of the reinforcing bars 3 and 4 and the normal 18 of the load-transmitting surface 14, since the reinforcing bars 3 and 4 are installed parallel to the sides of the tunnel lining segment 12 arranged in the annular joint.
In this embodiment, the bars 3 and 4 are sawn at an angle α with respect to the gravitational axes 7 and 8. The end face 5 of the first rebar 4 is thus at an angle a to the gravitational axis 7. The end face 6 of the second rebar 4 is at an angle a to the gravitational axis 8. Thereby creating a butt contact between the first rebar 3 and the second rebar 4 in the longitudinal seam 13. The counter-top contact ensures a particularly efficient transfer of pressure between the first reinforcement 3 and the second reinforcement 4.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a fourth embodiment is illustrated in fig. 11 and 12.
In this embodiment the rebars 3 and 4 are mounted such that the tangents 9 and 10 are parallel to the normal 18 of the load transfer surface 14. Fig. 11 and 12 show that a widening 21 is produced in addition to the end faces 5 and 6 of the bars 3 and 4. The widening 21 may consist, for example, of steel end pieces 26 which are screwed onto the threaded ends of the bars 3 and 4. It is also possible to weld the steel plates to the ends of the bars 3 and 4 so as to create the widened portion 21. Thickening may also be performed in and near the end faces 5 and 6 of the bars 3 and 4 by thermal and/or mechanical processes to create a widening.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a fifth embodiment is illustrated in fig. 13.
In this embodiment, at least one first reinforcing bar 3 having a widened portion 21 is manufactured and installed in the first tunnel lining segment 1 such that the opposite at least one second reinforcing bar 4 has a constant diameter.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a sixth embodiment is illustrated in fig. 14.
In this embodiment, the first steel reinforcement 3 and the second steel reinforcement 4 are installed in such a way that the steel reinforcement 3 and 4 have a distance from the center plane of the tunnel lining segments 1 and 2. The diameter of the first reinforcing bar 3 is larger than the diameter of the second reinforcing bar 4.
The first steel reinforcement 3 is mounted such that the end face 5 is located directly in the plane of the load transfer surface 14. The second rebars 4 are mounted such that they have a distance a between the end face 6 and the load transfer face 14. The length of the second reinforcing steel bars 4 is equal to the expanded length of the tunnel lining segment 2 minus twice the distance a. The distance a between the load-transmitting surface 14 and the end surface 6 is deliberately maintained for compensating manufacturing tolerances.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a seventh embodiment is illustrated in fig. 15.
In this embodiment, at least two first reinforcing bars 3 are fixed to the plate 27. In this embodiment, the plate 27 is made of steel, and the reinforcing bars 3 are fixed by a welding process. The plate 27 may also be made of other metallic construction materials, ultra-high strength concrete, ceramic construction materials or plastics. In this example, it is advantageous if the end face 6 of the second reinforcement bar 4, which is displaced by an offset v, leaves the surface of the steel plate 27 embedded in the first tunnel lining segment 1 only by the dimension a. As our own studies have shown, the transfer of pressure through the concrete layer arranged between the end faces 5 and 6 of the first and second reinforcement bars 3 and 4 is more efficient when the distance a is smaller. Since in this example the end face 6 of the second reinforcement 4 leaves the steel plate only by the dimension a even in the case of an offset v, this example is a particularly advantageous embodiment.
In this embodiment, the length of the second reinforcing bars 4 is equal to the unfolded length of the second tunnel lining segment 2 minus twice the distance a. If the tunnel lining segment ring 17 consists of, for example, six tunnel lining segments 12, three first tunnel lining segments 12 are provided with plates 27 made of steel in the longitudinal joints 13, and three second tunnel lining segments 2 are provided with second reinforcing bars 4, the length of which is equal to the unfolded length of the second tunnel lining segments 2 minus twice the distance a.
In dimensioning the length and width of the plate 27, it has to be noted that the plate 27 can be arranged in the overpressure zone 15 of the load-transferring surface 14 if the plate is made of a corrodible building material, such as steel.
In this embodiment, at least two first reinforcing bars 3 arranged in the thickness direction of the tunnel lining segment 1 are fixed to a common plate 27. It is also possible to arrange at least two reinforcing bars 3 arranged in the width direction of the tunnel lining segment 1 on a common plate 27.
It will be possible to fix at least two first steel bars 3 to a plate 27 and at least two second steel bars 4 to another plate 27, but this means that the costs of production of the tunnel lining segments are increased and only causes no significant increase in the load-carrying capacity of the tunnel lining segment longitudinal joints 13, since the basic idea of the invention is that the pressure from the first steel bars 3 can be transferred directly or through a thin concrete layer into the second steel bars 4. The essential premise of this supporting mechanism is that the thickness a or 2a of the concrete layer between the end faces 5 and 6 of the reinforcing bars 3 and 4 is less than or equal to 0.
An exemplary longitudinal joint 14 produced using a tunnel lining segment 12 according to the present invention according to an eighth embodiment is illustrated in fig. 16.
In this embodiment, ribbed reinforcing bars 20, which are laid on the inside and outside in the annular direction and form part of the reinforcement of the tunnel lining segment 12, are each provided with two bends 29 with a radius r in the vicinity of the longitudinal joint 13, such that the ribbed reinforcing bars 20 are remote from the inside or outside of the tunnel lining segment 12, whereby two different portions of the reinforcing bars 3 extend parallel to the circumferential direction of the tunnel lining segment 1. The end faces of the rebars 3 and 4 are disposed in the load transfer faces 14 of the longitudinal joints 13. In this embodiment, the naturally occurring longitudinal reinforcement of the tunnel lining segment 12, which in the usual embodiment serves to increase the load-carrying capacity of the longitudinal joint 13, has no effect on the load-carrying capacity of the tunnel lining segment 12 in the vicinity of the longitudinal joint 13. By arranging the arcuate reinforcing ribs having a small diameter, the corners of the tunnel lining segment 12 can be prevented from chipping. For clarity, these arcuate reinforcing ribs are not shown in fig. 16.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a ninth embodiment is illustrated in fig. 17-20.
Fig. 17 shows that the first steel reinforcement 3 or the second steel reinforcement 4 is installed in the formwork 22 for the tunnel lining segment 12 such that the steel reinforcement has a distance a from the load transferring surface 14.
Fig. 18 shows that the filler material 23 is installed before or after the reinforcing bars 3 or 4 are installed between the end face 5 or 6 and the form 22. The filler material 23 may be composed of extruded polystyrene, elastomer or wood, for example.
Fig. 19 shows that after the concrete of the tunnel lining segment 12 has hardened, the form 22 and the filling material 23 are removed, thereby creating a cavity 24.
Fig. 20 shows that mortar 25 is then introduced into cavity 24. Mortar 25 may, for example, consist of a trowellable mortar having a hardening of 50N/mm 2 ～200N/mm 2 Preferably 60N/mm 2 ～120N/mm 2 Is a strength of (a) is a strength of (b).
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to a tenth embodiment is illustrated in fig. 21.
Fig. 21 shows that the reinforcement 3 or 4 is mounted such that the tangent 9 or 10 makes an angle α with the normal 18 of the load-transmitting surface 14 and the end surface 5 or 6 contacts the load-transmitting surface. Thus, the layer thickness of mortar 25 filling cavity 24 is not constant.
An exemplary longitudinal joint 13 produced with a tunnel lining segment 12 according to the present invention according to an eleventh embodiment is illustrated in fig. 22.
In the present embodiment, the reinforcing bars 3 or 4 are installed inside and outside the tunnel lining segment 12 in the circumferential direction such that the area of the reinforcing bars 3 or 4 remote from the longitudinal joint 13 is at the same position as the longitudinal reinforcement of the longitudinal joint 12. The bars 3 or 4 each have a curved portion 29 with a radius r. Whereby the end face 5 or 6 of the bar 3 or 4 is arranged in the vicinity of the load-transmitting surface 14. In this example, the tangent 9 or 10 to the gravitational axis 7 or 8 in the end face 5 or 6 of the reinforcement 6 or 4 has an angle α of 30 degrees to the normal 18 of the load transfer surface 14. In this example, the reinforcing bars 3 or 4 are installed in addition to the longitudinal reinforcement not shown in fig. 22. In the end faces 5 and 6, the normal compressive stresses of the steel reinforcement bars 3 and 4 are transferred into the concrete of the tunnel lining segment 12. The normal compressive stress of the reinforcing bars 3 and 4 can be absorbed by the concrete because the concrete in the tunnel lining segments 1 and 2 has reinforcement members in the vicinity of the load transmission face 14, which are laid in the tunnel lining segment thickness direction and the tunnel lining segment width direction, and are arranged in a plurality of planes positioned parallel to the load transmission face 14. Such reinforcement laid in a plane parallel to the load-transmitting surface 14 is referred to as a trapezoidal reinforcement. Typically, two to four trapezoidal reinforcing members are disposed in the tunnel lining segment 12 adjacent the load transferring surface 14. These trapezoidal reinforcement members cause a triaxial compressive stress state to be generated when the tunnel lining segment ring 17 is loaded in the vicinity of the load transmission surface 14. It is well known that triaxial compression concrete can absorb much higher compressive stresses than concrete compressive stresses that can be absorbed in uniaxial compression tests.
In the vicinity of the bent portion 29, a lateral pulling force to be absorbed by the crack-resistant tie bar is generated in the thickness direction. The larger the angle α, the greater the lateral tension to be absorbed. In this example, the angle α is 30 degrees and is therefore within an advantageous range. An angle alpha of 45 degrees will form an upper limit for a viable crack resistant tie.
An exemplary longitudinal seam produced using tunnel lining segments 12 according to the present invention in accordance with a twelfth embodiment is illustrated in fig. 23.
In this embodiment, the first reinforcing bars 3 and the second reinforcing bars 4 have such a large mutual offset that the end faces 5 and 6 of the reinforcing bars 3 and 4 are adjacent to each other in the load transmitting face 14 due to manufacturing errors and positional deviations that may occur due to pressure loads of mountain ranges acting on the tunnel lining segment ring 17 during installation of the tunnel lining segment 12. In this example, therefore, it is not possible to transmit the force from the first rebar 3 directly to the second rebar 4 by contact stresses. However, experimental studies have shown that in this case it is also possible to transfer the forces of the first reinforcing bars 3 into the concrete of the second tunnel lining segment 2 and the forces of the second reinforcing bars 4 into the concrete of the first tunnel lining segment 1 if the concrete in the vicinity of the load transfer surface 14 is wound with two to four trapezoidal reinforcements in the first tunnel lining segment 1 and the second tunnel lining segment 2, respectively. The force that can be absorbed by the concrete through the peak pressure depends on the cross-sectional area of the reinforcement bars of the trapezoidal reinforcement, and in an ideal case it is possible to reach a share of more than 90% of the yield force of the first 3 or second 4 reinforcement, obtained by the product of the area and the yield stress of the reinforcement 3 or 4.
The length of the steel reinforcement 3 or 4 may be advantageously selected such that the load bearing capacity of the steel reinforcement 3 or 4 may be introduced into the concrete of the tunnel lining segment 12 along the length of the steel reinforcement 3 or 4 by composite stresses.
The yield point of the steel bar can be advantageously at 200N/mm 2 And 1200N/mm 2 Preferably 500N/mm 2 And 700N/mm 2 Between them.
In these embodiments it is shown that with the tunnel lining segments 12 according to the invention normal pressure is transmitted through the longitudinal joint 13 between two tunnel lining segments 12. The tunnel lining segments 12 according to the invention may also be used to transmit normal pressure through an annular joint between two tunnel lining segments 12.
List of reference numerals
1. First tunnel lining segment
2. Second tunnel lining segment
3. First reinforcing steel bar
4. Second reinforcing steel bar
5. End face of first reinforcing steel bar
6. End face of second reinforcing bar
7. The mandrel of the first reinforcing steel bar
8. Mandrel of second reinforcing steel bar
9. Tangent line of the concentric axis of the first reinforcing bar
10. Tangent line of the concentric axis of the second reinforcing bar
11. Tunnel pipe
12. Tunnel lining segment
13. Longitudinal seam
14. Load transmission surface
15. Overpressure zone of load transfer surface
16. Edge of overpressure zone
17. Tunnel lining segment ring
18. Normal to load transfer surface
19. Intersection point
20. Ribbed reinforcing bar
21. Widening part
22. Template
23. Filling material
24. Cavity cavity
25. Mortar and its production process
26. End piece
27. Board board
28. Groove
29. Bending part
Claims (27)
1. A tunnel lining segment (12) of reinforced concrete, wherein the tunnel lining segment (12) has a load-transferring surface (14) for a longitudinal joint (13), characterized in that at least one reinforcement bar (3) with an end surface (5) is installed in the tunnel lining segment (12), wherein the reinforcement bar (3) is suitably arranged in the tunnel lining segment (12) such that a tangent (9) to a heavy axis (7) of the reinforcement bar (3) in the end surface (5) forms an angle (α) between 0 ° and 45 ° with a normal (18) to the load-transferring surface (14), wherein the end surface (5) is arranged at a distance (a) from the load-transferring surface (14) of between 0mm and 50 mm.
2. Tunnel lining segment (12) according to claim 1, wherein the steel reinforcement (3) is a ribbed stiffening rib (20).
3. Tunnel lining segment (12) according to claim 1 or 2, wherein the reinforcement bars (3) have a curvature which is substantially equal to the curvature of the tunnel lining segment (12).
4. Tunnel lining segment (12) according to claim 1, wherein the reinforcement bars (3) are mounted in the centre plane of the tunnel lining segment (12).
5. Tunnel lining segment (12) according to claim 1, wherein the reinforcement bars (3) are suitably mounted in the tunnel lining segment (12) such that a concrete cover layer (c) is provided between the surface of the reinforcement bars (3) and the edge of the overpressure zone (16) of the load transferring surface (14).
6. Tunnel lining segment (12) according to claim 1, wherein the steel reinforcement (3) has a diameter of between 10mm and 100 mm.
7. Tunnel lining segment (12) according to claim 1, wherein a widening (21) of the reinforcement bar (3) is provided in the vicinity of the distance (a).
8. Tunnel lining segment (12) according to claim 7, wherein the widening (21) is a screwed-on end piece (26), a welded steel plate or a thickening of the steel reinforcement (3).
9. The tunnel lining segment (12) of claim 8, wherein the length of the rebar (3) is equal to the deployed length of the tunnel lining segment (12) minus twice the distance (a).
10. Tunnel lining segment (12) according to claim 9, wherein the widening (21) of the reinforcement bar (3) is arranged only in the vicinity of one of the distances (a).
11. Tunnel lining segment (12) according to claim 1, wherein at least two of the reinforcement bars (3) are installed in the tunnel lining segment (12), wherein a common plate (27) is provided in the vicinity of the distance (a), which plate has a higher compressive strength than the concrete of the tunnel lining segment (12).
12. Tunnel lining segment (12) according to claim 11, wherein the plate (27) is made of steel and both reinforcing bars (3) are welded to the plate.
13. Tunnel lining segment (12) according to claim 1, wherein the end faces (5) of the steel reinforcement bars (3) are clamped to the concentric axis (7) of the steel reinforcement bars (3) at an angle between 60 ° and 90 °.
14. Tunnel lining segment (12) according to claim 1, wherein the reinforcement bars (3) are ribbed reinforcement bars (20) which are arranged in the circumferential direction on the inside and/or outside of the tunnel lining segment (12) and which are made with two bends (29) in the region of the longitudinal seam (13) such that two different sections of the reinforcement bars (3) run parallel to the circumferential direction of the tunnel lining segment (12).
15. Tunnel lining segment (12) according to claim 1, wherein at said distance (a) there is a hardened mortar (25) having a higher compressive strength than the concrete of said tunnel lining segment (12).
16. Tunnel lining segment (12) according to claim 1, wherein the tunnel lining segment (12) has a formwork (22) during manufacture, which is at a distance of 0.1mm and 50mm from the end face (5) of the reinforcement bar (3).
17. Tunnel lining segment (12) according to claim 1, wherein the reinforcement bars (3) are arranged in the circumferential direction on the inside and/or outside of the tunnel lining segment (12) and are made with bends (29) in the region of the longitudinal joints (13) such that the end faces (5) of the reinforcement bars (3) are at a distance (a) from the load-transmitting face.
18. Tunnel lining segment (12) according to claim 1, wherein the end face (5) is arranged at a distance (a) between 0 and 10mm from the load transferring face (14).
19. The tunnel lining segment (12) of claim 6, wherein the rebar (3) has a diameter between 20mm and 50 mm.
20. Tunnel lining segment (12) according to claim 13, wherein the end faces (5) of the steel reinforcement bars (3) are clamped to the concentric axis (7) of the steel reinforcement bars (3) at an angle between 75 ° and 90 °.
21. Tunnel lining segment (12) according to claim 15, wherein the mortar (25) is located in a recess formed by a filling material (23) removed after hardening of the concrete.
22. Tunnel lining segment (12) according to claim 16, wherein the formwork is at a distance of 0.1mm and 10mm from the end face (5) of the reinforcement bar (3).
23. Tunnel lining segment ring (17) comprising a tunnel lining segment (12) according to any one of claims 1-22, the tunnel lining segment (12) comprising: a first tunnel lining segment (1) and a second tunnel lining segment (2), wherein load transferring surfaces (14) of the tunnel lining segments (12) are at least partially opposite to each other, such that a longitudinal joint (13) is formed between these tunnel lining segments, wherein a tangent (9) to a centre of gravity (7) in an end face (5) of a reinforcing bar (3) of the first tunnel lining segment (1) intersects the load transferring surfaces (14) at a first intersection point (19), wherein a tangent (10) to a centre of gravity (8) in an end face (6) of a reinforcing bar (4) of the second tunnel lining segment (2) intersects the load transferring surfaces (14) at a second intersection point (19), wherein the first and second intersection points (19) are at a distance (b) of less than 50mm from each other.
24. Tunnel lining segment ring (17) according to claim 23, wherein the steel reinforcement (3) of the first tunnel lining segment (1) has a different diameter than the steel reinforcement (4) of the second tunnel lining segment (2).
25. Tunnel lining segment ring (17) according to claim 23 or 24, wherein the first tunnel lining segment (1) and the second tunnel lining segment (2) are arranged with respect to each other such that the installation error in the longitudinal joint (13) formed between them is less than 20mm.
26. A tunnel lining segment ring (17) as claimed in claim 23 wherein the first and second intersection points (19) are spaced from each other by a distance (b) of less than 10mm.
27. Tunnel lining segment ring (17) according to claim 25, wherein the first tunnel lining segment (1) and the second tunnel lining segment (2) are arranged with respect to each other such that the installation error in the longitudinal joint (13) formed between them is less than 10mm.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT600222019 | 2019-02-04 | ||
| ATA60022/2019 | 2019-02-04 | ||
| ATA50433/2019A AT522094B1 (en) | 2019-02-04 | 2019-05-14 | REINFORCED CONCRETE TUBBING |
| ATA50433/2019 | 2019-05-14 | ||
| PCT/AT2020/060030 WO2020160582A1 (en) | 2019-02-04 | 2020-02-04 | Reinforced concrete tubbing segment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113423919A CN113423919A (en) | 2021-09-21 |
| CN113423919B true CN113423919B (en) | 2023-10-24 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080012528.4A Active CN113423919B (en) | 2019-02-04 | 2020-02-04 | Tunnel lining segment composed of reinforced concrete |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3921514B1 (en) |
| CN (1) | CN113423919B (en) |
| AT (1) | AT522094B1 (en) |
| CA (1) | CA3126404A1 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1969810A (en) * | 1931-11-19 | 1934-08-14 | Mcalpine Malcolm | Tunnel lining |
| CN101016842A (en) * | 2007-02-12 | 2007-08-15 | 上海市隧道工程轨道交通设计研究院 | Combined connecting structure used between lining segment and inner lining of shield tunnel |
| CN103206228A (en) * | 2013-03-28 | 2013-07-17 | 西南交通大学 | Flexible segment for shield tunnel |
| CN108756937A (en) * | 2018-07-12 | 2018-11-06 | 中铁第四勘察设计院集团有限公司 | The shield tunnel lining structure and method of long service life under strong corrosive environment |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4795852B2 (en) * | 2006-06-05 | 2011-10-19 | 大成建設株式会社 | Tunnel segment and manufacturing method thereof |
| JP4547431B2 (en) * | 2008-01-28 | 2010-09-22 | 石川島建材工業株式会社 | Concrete structure |
| JP2012167539A (en) * | 2012-04-19 | 2012-09-06 | Shimizu Corp | Concrete segment |
-
2019
- 2019-05-14 AT ATA50433/2019A patent/AT522094B1/en active
-
2020
- 2020-02-04 CA CA3126404A patent/CA3126404A1/en active Pending
- 2020-02-04 EP EP20705273.9A patent/EP3921514B1/en active Active
- 2020-02-04 CN CN202080012528.4A patent/CN113423919B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1969810A (en) * | 1931-11-19 | 1934-08-14 | Mcalpine Malcolm | Tunnel lining |
| CN101016842A (en) * | 2007-02-12 | 2007-08-15 | 上海市隧道工程轨道交通设计研究院 | Combined connecting structure used between lining segment and inner lining of shield tunnel |
| CN103206228A (en) * | 2013-03-28 | 2013-07-17 | 西南交通大学 | Flexible segment for shield tunnel |
| CN108756937A (en) * | 2018-07-12 | 2018-11-06 | 中铁第四勘察设计院集团有限公司 | The shield tunnel lining structure and method of long service life under strong corrosive environment |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113423919A (en) | 2021-09-21 |
| AT522094A1 (en) | 2020-08-15 |
| EP3921514B1 (en) | 2024-04-03 |
| EP3921514C0 (en) | 2024-04-03 |
| EP3921514A1 (en) | 2021-12-15 |
| CA3126404A1 (en) | 2020-08-13 |
| AT522094B1 (en) | 2024-04-15 |
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