CN115075071B - Tunnel bridge traffic conversion belt and design method thereof - Google Patents
Tunnel bridge traffic conversion belt and design method thereof Download PDFInfo
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- CN115075071B CN115075071B CN202210688161.9A CN202210688161A CN115075071B CN 115075071 B CN115075071 B CN 115075071B CN 202210688161 A CN202210688161 A CN 202210688161A CN 115075071 B CN115075071 B CN 115075071B
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- 238000000034 method Methods 0.000 title claims description 19
- 238000013461 design Methods 0.000 title claims description 15
- 230000001681 protective effect Effects 0.000 claims abstract description 27
- 239000004575 stone Substances 0.000 claims abstract description 13
- 239000010920 waste tyre Substances 0.000 claims abstract description 4
- 229910000831 Steel Inorganic materials 0.000 claims description 12
- 239000010959 steel Substances 0.000 claims description 12
- 238000004364 calculation method Methods 0.000 claims description 3
- 238000010276 construction Methods 0.000 abstract description 14
- 230000009286 beneficial effect Effects 0.000 abstract description 5
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 2
- 229910052799 carbon Inorganic materials 0.000 abstract description 2
- 238000012423 maintenance Methods 0.000 abstract description 2
- 239000002699 waste material Substances 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 11
- 238000004590 computer program Methods 0.000 description 7
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- 238000010008 shearing Methods 0.000 description 2
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/08—Damp-proof or other insulating layers; Drainage arrangements or devices ; Bridge deck surfacings
- E01D19/083—Waterproofing of bridge decks; Other insulations for bridges, e.g. thermal ; Bridge deck surfacings
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F7/00—Devices affording protection against snow, sand drifts, side-wind effects, snowslides, avalanches or falling rocks; Anti-dazzle arrangements ; Sight-screens for roads, e.g. to mask accident site
- E01F7/04—Devices affording protection against snowslides, avalanches or falling rocks, e.g. avalanche preventing structures, galleries
- E01F7/045—Devices specially adapted for protecting against falling rocks, e.g. galleries, nets, rock traps
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D2101/00—Material constitution of bridges
- E01D2101/20—Concrete, stone or stone-like material
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D2101/00—Material constitution of bridges
- E01D2101/30—Metal
Abstract
Compared with the prior art, the invention calculates the opening length of the traffic conversion belt based on the basic conditions of the driving speed, the left-right width distance and the S-shaped turning radius, thereby optimizing the length of the traffic conversion belt, and simultaneously, by arranging the protective structures such as the safety protection shed and the falling stone buffer measures, the conversion belt is ensured to resist certain falling stone impact, thereby ensuring the operation safety of the tunnel bridge, ensuring the smoothness of the road in emergency, and simultaneously, by fully utilizing the waste materials such as waste tires, not only reducing the construction cost, but also reducing the road surface maintenance cost of the conversion belt, saving energy and protecting the environment, and being beneficial to reducing the carbon consumption.
Description
Technical Field
The invention relates to the technical field of highway tunnels, in particular to a tunnel bridge traffic conversion belt and a design method thereof.
Background
Many high-grade highways and railways are repaired into mountain areas, such as recent adult railways, sichuan-Tibetan railways, expressways along Jinsha river and the like, the route ratio of tunnels is over 50 percent, bridges are formed when water is encountered, holes are drilled when the mountain is encountered, and more tunnels are built. The tunnel bridge is connected to a few sections, then is connected to a tunnel, due to complex topography, hillside and steep slope, rock stratum weathering is serious, dangerous rock falls on the hillside above the tunnel bridge, road operation safety is affected, for example, the bridge is endangered by falling rocks all occurring at high speed in elegance Kang Gaosu, yaxi, and the like, the bridge repairing period is long, the safety of the tunnel bridge in a special tunnel group is particularly important, and due to the restriction of line of sight, the condition of sloping surface cannot be seen in the tunnel, and safety problems are very easy to occur. Safety is based on the principle of redundancy, the time and probability of safety are not easy to predict, but the loss is reduced after falling rocks, and the traffic is very necessary to be recovered in time. In recent years, engineering technicians do much work in this regard, such as setting traffic conversion belts in tunnels, setting steel shed tunnels on mainline bridges, and the like. But also has a plurality of problems that the sight line in the tunnel is poor, so that the traffic conversion belt in the tunnel is hardly used at present, the construction cost is extremely high, the section is large, the intersections are more, the construction risk is high, and a plurality of owners call for canceling the structure. Meanwhile, in order to avoid the damage of falling rocks, the main bridge is provided with the steel shed tunnel, and the steel shed tunnel is limited to conventional bridges such as conventional simply supported girder bridges, and is difficult to design or cannot be arranged for bridges with special structures.
The current highway route design specifications require that the traffic transition zone length should not be greater than 40m, the number of lanes 8 and above can be increased appropriately, but not more than 50m, and then no other provision is made. This results in the design being set up at 40m to meet the requirements of the design specifications, but is wasteful of the engineering. If the longitudinal length of the traffic conversion belt can be reduced, a lot of engineering cost can be saved, and the construction difficulty is reduced. In particular to a separated structure with the distance between the left and right width tunnels being more than 20 meters. In addition, the gully below the inter-tunnel bridge is mostly a debris flow gully, the inter-tunnel bridge is mostly a span, the bridges are mostly special structure bridges, the conventional simply supported bridges are few, are steel-concrete composite beams or steel pipe arch bridges, how to splice and widen the special structure bridges left and right, how to arrange the transition bridge width, how to connect the three special structure bridges, and the like are not solved. Therefore, how to optimally design the traffic conversion belt of the tunnel bridge has important significance for avoiding falling rocks to impact, ensuring the safety of the central separation belt and saving investment.
Disclosure of Invention
The invention aims to solve the technical problem of disclosing a tunnel bridge traffic conversion belt structure and a design method, which are used for calculating the opening length of a traffic conversion belt based on basic conditions of driving speed, left-right width distance and maximum turning radius, so as to optimize the length of the traffic conversion belt.
The invention is realized by the following technical scheme:
a tunnel bridge traffic conversion zone design method comprises the following steps:
s1: the position of the traffic conversion belt is arranged between the tunnel bridges;
s2: under the condition of turning around and borrowing, the speed V is limited according to the traffic conversion belt L Coefficient of lateral friction between road surface and tireAnd transverse slope i h Calculating turning-around working condition conversion road turning radius R1 and road borrowing working condition conversion road turning radius R2, and taking the maximum value of R1 and R2 as the maximum turning radius R of the traffic conversion belt;
s3: according to the formulaCalculation protection canopy pillarThe distance T along the length direction of the highway, wherein beta is a road borrowing working condition driving track circular curve corner, and R is the maximum turning radius of a traffic conversion zone;
s4: according to the formulaCalculating the minimum length L of a traffic conversion belt, wherein R is the maximum turning radius of the traffic conversion belt, B is the lateral distance of the deviation of the driving track under the turning-around working condition or the road borrowing working condition, and B meets the condition that B=B 1 +B 2 And B is a relation of 1 B is the width of the first lane on the left line or the width of the first lane on the right line 2 Is the width of the middle belt;
s5: along the longitudinal length direction of the road, in the minimum length L range of the traffic conversion belt, a protective shed support is arranged at each interval distance T outside the road building limit on two sides of the road, as the left and right line lanes are all in one-way running, one of two working conditions for traffic conversion is turning and turning around, the other is S-shaped lane-changing running, the position, close to the left and right lanes, of the middle of the traffic conversion belt is not covered by the running track of the vehicle all the time, and meanwhile, the position can not cause the sight line obstacle of the vehicle, so that a protective shed fulcrum is arranged at the position, one transverse span is adjusted to three spans, and one longitudinal span is adjusted to two spans, so that the protective shed span is reduced, bending moment and shearing force are greatly reduced, and the production and construction of the protective shed are facilitated;
the turning-around working condition is converted into the road turning radius R 1 And road turning radius R is converted by way of working condition 2 Calculated according to the following formula
Wherein R is 1、2 Converting road turning radius for traffic conversion belt vehicle turning around running condition and/or converting road turning radius by road running condition, unit m, V L Limiting the speed for the traffic conversion zone, the unit km/h,for road surfaces and tyresTransverse friction coefficient between i h Is a transverse slope, and is taken according to the direction of the most unfavorable ultrahigh transverse slope at the traffic conversion zone;
the road turning radius R for switching the turning working condition is also included 1 The calculation is performed according to the calculated total length of the articulated train.
In step S1, the distance between the positions of the traffic conversion belt is equal to or less than 4 km along the longitudinal length direction of the road.
As a preferable embodiment of the invention, the traffic conversion belt limits the speed V L And less than or equal to 20km/h.
A tunnel bridge traffic conversion belt is designed by adopting a tunnel bridge traffic conversion belt design method, and comprises a protection shed, protection shed struts and a highway; the protective shed is supported by the protective shed support columns which are arranged outside the highway building limit; the highway comprises a bridge-width highway and a conversion highway, wherein the protective shed is erected at two spans in the width direction of the bridge-width highway and is erected at three spans at a distance T in the width direction of the conversion highway; one end of the traffic conversion belt is closely arranged at the bridge opening between tunnels, so that the roadbed of the bridge opening between tunnels can be fully utilized, the engineering quantity is reduced, and the construction is convenient.
As a preferable technical scheme of the invention, in order to ensure the aims of 'that small stones are not damaged, medium stones can be repaired and large stones are not fallen', not only a protection shed is needed, but also the shock resistance of the pavement of the conversion belt is needed to be enhanced, and an impact resistant layer is needed to be arranged on the pavement of the traffic conversion belt after a waterproof layer is paved on the pavement of the traffic conversion belt, so that the pavement of the highway comprises a base layer, a waterproof layer and the impact resistant layer from bottom to top, and the impact resistant layer comprises waste tires, a steel plate layer and a crushed stone layer from bottom to top.
As a preferable technical scheme of the invention, the thickness of the junked tire is more than or equal to 30cm, the thickness of the steel plate layer is more than or equal to 16mm, and the thickness of the crushed stone layer is more than or equal to 30cm.
As a preferable technical scheme of the invention, a deformation joint is arranged between the conversion road and the left/right tunnel bridge of the bridge-width road.
Compared with the prior art, the invention has the following advantages and beneficial effects:
the invention calculates the opening length of the traffic conversion zone of the tunnel bridge based on the basic conditions of the driving speed, the left-right width distance and the maximum turning radius, thereby optimizing the length of the traffic conversion zone. Meanwhile, through the arrangement of the safety protection shed, the falling stone buffering measures and other protection structures, the conversion belt can be ensured to resist certain falling stone impact.
1. The technical scheme of the invention has wide practicability, is widely suitable for the safety rescue of the high-speed tunnel bridge in the mountain area, and solves the safety rescue problem of the extra-long tunnel group.
2. The invention has simple construction and easy operation, and the materials such as the protection shed, the junked tires, the steel plates and the like related by the invention are easy to obtain, and the construction is also conventional.
3. The invention does not need to use extra materials, fully utilizes waste tires, reduces the maintenance cost of the converting belt pavement on the basis of reducing the construction cost, meets the requirements of new technology, new materials, new technology and new equipment in engineering construction, effectively promotes the improvement of productivity, reduces the engineering cost, saves energy and protects the environment, and is beneficial to reducing the carbon consumption.
4. The design scheme of the invention is beneficial to improving the high-speed operation safety guarantee of the mountain area, and once disasters occur, the alternative scheme can pass, and the speed is slightly reduced during traffic conversion, so that the invention is very beneficial to the high-speed passing of the mountain area, and particularly can provide a life channel when disasters occur.
Drawings
In order to more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the drawings that are needed in the examples will be briefly described below, it being understood that the following drawings only illustrate some examples of the present invention and therefore should not be considered as limiting the scope, and that other related drawings may be obtained from these drawings without inventive effort for a person skilled in the art. In the drawings:
fig. 1 shows a flow chart of a method for designing a traffic conversion zone of a tunnel bridge according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of calculating the length of a traffic conversion zone according to an embodiment of the present invention;
FIG. 3 is a schematic view of a traffic conversion belt protection shed according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a structure of a switching highway protection shed and an upright post according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a bridge highway protective shed and upright post structure according to an embodiment of the present invention;
FIG. 6 is a schematic view of a traffic conversion belt column arrangement position according to an embodiment of the present invention;
FIG. 7 is a schematic view of a traffic conversion belt pavement structure;
FIG. 8 is a schematic diagram of a U-turn condition;
FIG. 9 is a schematic diagram of the borrowing operation.
In the drawings, the reference numerals and corresponding part names:
1-protection shed support, 2-protection shed, 3-bridge width highway, 4-conversion highway, 5-rubber layer, 6-steel plate layer and 7-rubble layer.
Detailed Description
For the purpose of making apparent the objects, technical solutions and advantages of the present invention, the present invention will be further described in detail with reference to the following examples and the accompanying drawings, wherein the exemplary embodiments of the present invention and the descriptions thereof are for illustrating the present invention only and are not to be construed as limiting the present invention.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, it will be apparent to one of ordinary skill in the art that: no such specific details are necessary to practice the invention. In other instances, well-known structures, materials, or methods have not been described in detail in order to avoid obscuring the present invention.
Throughout the specification, references to "one embodiment," "an embodiment," "one example," or "an example" mean: a particular feature, structure, or characteristic described in connection with the embodiment or example is included within at least one embodiment of the invention. Thus, the appearances of the phrases "in one embodiment," "in an example," or "in an example" in various places throughout this specification are not necessarily all referring to the same embodiment or example. Furthermore, the particular features, structures, or characteristics may be combined in any suitable combination and/or sub-combination in one or more embodiments or examples. Moreover, those of ordinary skill in the art will appreciate that the illustrations provided herein are for illustrative purposes and that the illustrations are not necessarily drawn to scale. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.
Examples
The method for designing the traffic conversion zone of the tunnel bridge provided by the embodiment of the invention, as shown in fig. 1-2, comprises the following steps:
s1: the position of the traffic conversion belt is arranged between the tunnel bridges;
s2: under the condition of turning around and borrowing, the speed V is limited according to the traffic conversion belt L Coefficient of lateral friction between road surface and tireAnd transverse slope i h Calculating turning-around working condition conversion road turning radius R1 and road borrowing working condition conversion road turning radius R2, and taking the maximum value of R1 and R2 as the maximum turning radius R of the traffic conversion belt;
s3: according to the formulaCalculating the distance T between the supporting columns of the protective shed along the length direction of the highway, wherein beta is a road borrowing working condition driving track round curve corner, and R is the maximum turning radius of the traffic conversion zone;
s4: according to the formulaCalculating the minimum length L of a traffic conversion belt, wherein R is the maximum turning radius of the traffic conversion belt, and B is the lateral distance of the deviation of the driving track under the turning-around working condition or the road borrowing working condition;
s5: along the longitudinal length direction of the road, in the minimum length L range of the traffic conversion belt, a protective shed support is arranged at each interval distance T outside the road building limit on two sides of the road, as the left and right line lanes are all in one-way running, one of two working conditions for traffic conversion is turning and turning around, as shown in fig. 8, the other working condition is S-shaped lane-changing running, as shown in fig. 9, the position, close to the left and right lanes, of the middle of the traffic conversion belt is not covered by the running track of the vehicle all the time, and meanwhile, the position can not cause the sight line obstacle of the vehicle, so that a protective shed fulcrum is arranged at the position, one transverse span is adjusted to three spans, and one longitudinal span is adjusted to two spans, so that the protective shed span is reduced, bending moment and shearing force are greatly reduced, and the production and construction of the protective shed are facilitated.
In step S1, the distance between the positions of the traffic conversion belt is less than or equal to 4 km along the longitudinal length direction of the highway.
In step S2, the turning-around condition changes the road turning radius R 1 And road turning radius R is converted by way of working condition 2 Calculated according to the following formula
Wherein R is 1、2 Converting road turning radius for traffic conversion belt vehicle turning around running condition and/or converting road turning radius by road running condition, unit m, V L Limiting speed for traffic conversion zone, unit km/h, typically V L Is less than or equal to 20km/h,i is the lateral friction coefficient between the road surface and the tire h Is taken along the most unfavorable ultrahigh transverse slope direction at the traffic conversion zone. In addition, as the calculated total length of the articulated train is longest, the required turning radius is the largest, namely, as long as the articulated train can turn around, all other types of automobiles can turn around, the turning radius R of the turning-around working condition traffic conversion belt is calculated according to the calculated total length of the articulated train 1 。
In step S4, the turning-around working condition or the road borrowing working condition is performedThe vehicle track offset transverse distance B satisfies b=b 1 +B 2 And B is a relation of 1 B is the width of the first lane on the left line or the width of the first lane on the right line 2 Is the intermediate belt width.
As shown in fig. 3-6, the tunnel bridge traffic conversion belt is designed by adopting a tunnel bridge traffic conversion belt design method, and comprises a protective shed 2, protective shed struts 1 and a highway; the protective shed 2 is supported by the protective shed support posts 1 which are arranged outside the highway construction limit; the highway comprises a bridge-width highway 3 and a conversion highway 4, wherein the protective shed 2 is erected at two spans in the width direction of the bridge-width highway 3, and is erected at three spans at a distance T in the width direction of the conversion highway 4; one end of the traffic conversion belt is closely arranged at the bridge opening between tunnels, so that the roadbed of the bridge opening between tunnels can be fully utilized, the engineering quantity is reduced, and the construction is convenient.
Wherein, for guaranteeing "little stone is bad, well stone can be repaiied, the big stone is not falling" the target, not only need set up the protection canopy, need strengthen the shock resistance of conversion area road surface simultaneously, still need set up the impact resistance layer behind the road surface of traffic conversion area lays the waterproof layer on it, consequently the road surface of highway is by supreme basic unit, waterproof layer and the impact resistance layer of including down, as shown in fig. 7, just the impact resistance layer is by supreme including old and useless tyre layer, steel sheet layer and the rubble layer down, the thickness of old and useless tyre layer is greater than or equal to 30cm, the thickness of steel sheet layer is greater than or equal to 16mm, the thickness of rubble layer is greater than or equal to 30cm.
Wherein, for convenience, structural safety and simple construction, a deformation joint is arranged between the conversion road 4 and the left/right tunnel bridge of the bridge-width road 3.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Those of ordinary skill in the art will appreciate that implementing all or part of the above facts and methods may be accomplished by a program to instruct related hardware, the program involved or the program may be stored in a computer readable storage medium, the program when executed comprising the steps of: the corresponding method steps are introduced at this time, and the storage medium may be a ROM/RAM, a magnetic disk, an optical disk, or the like.
The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the invention, and is not meant to limit the scope of the invention, but to limit the invention to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (6)
1. The tunnel bridge traffic conversion belt design method is characterized by comprising the following steps of:
s1: the position of the traffic conversion belt is arranged between the tunnel bridges;
s2: under the condition of turning around and borrowing, the speed V is limited according to the traffic conversion belt L Coefficient of lateral friction between road surface and tireAnd transverse slope i h Calculating turning-around working condition conversion road turning radius R 1 And road turning radius R is converted by way of working condition 2 And R is taken as 1 And R is 2 The maximum value of (2) is taken as the maximum turning radius R of the traffic conversion zone;
s3: according to the formulaCalculating the distance T between the support posts of the protective shed along the length direction of the highway, wherein beta is the curve corner of the driving track under the road borrowing condition, and R is the maximum turning radius of the traffic conversion zone;
s4: according to the formulaCalculating the minimum length L of a traffic conversion belt, wherein R is the maximum turning radius of the traffic conversion belt, B is the turning working condition or the lane-borrowing working condition, the lane shifting transverse distance is B, the relation of B=B1+B2 is met, B1 is the width of a first lane on the left line or the width of a first lane on the right line, and B2 is the width of a middle belt;
s5: setting a protective shed support column and a protective shed at intervals of T outside building limits on two sides of a highway within the minimum length L of the traffic conversion zone along the longitudinal length direction of the road;
in step S2, the turning-around condition changes the road turning radius R 1 And road turning radius R is converted by way of working condition 2 Calculated according to the following formula
Wherein R is 1、2 Converting road turning radius for traffic conversion belt vehicle turning around running condition and/or converting road turning radius by road running condition, unit m, V L Limiting the speed for the traffic conversion zone, the unit km/h,i is the lateral friction coefficient between the road surface and the tire h Is a transverse slope, and is taken according to the direction of the most unfavorable ultrahigh transverse slope at the traffic conversion zone;
the road turning radius R for switching the turning working condition is also included 1 The calculation is performed according to the calculated total length of the articulated train.
2. The method according to claim 1, wherein in the step S1, the distance between the positions of the traffic conversion belt is equal to or less than 4 km along the longitudinal direction of the highway.
3. The method for designing a traffic conversion zone of a tunnel bridge according to claim 1, wherein the traffic conversion zone limits a speed V L And less than or equal to 20km/h.
4. A tunnel bridge traffic conversion zone designed by the tunnel bridge traffic conversion zone design method according to any one of claims 1-3, characterized by comprising a protective shed (2), protective shed struts (1) and roads; the protective shed (2) is supported by the protective shed support posts (1) which are arranged outside the highway building limit; the highway comprises a bridge-width highway (3) and a conversion highway (4), wherein the protective shed (2) is erected at two spans in the width direction of the bridge-width highway (3), and is erected at three spans at a distance T in the width direction of the conversion highway (4); one end of the traffic conversion belt is closely arranged at the bridge opening between tunnels;
the road surface of highway from bottom to top includes basic unit, waterproof layer and impact resistance layer, just impact resistance layer from bottom to top includes old and useless tyre layer (5), steel sheet layer (6) and rubble layer (7).
5. The tunnel bridge traffic conversion belt according to claim 4, wherein the thickness of the waste tire layer (5) is 30cm or more, the thickness of the steel plate layer (6) is 16mm or more, and the thickness of the crushed stone layer (7) is 30cm or more.
6. Tunnel bridge traffic conversion zone according to claim 4, characterized in that a deformation joint is provided between the conversion road (4) and the left/right tunnel bridge of the bridge-width road (3).
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