EP0102340A2 - Verfahren zur Herstellung von Stahlbetonbauten wie unterirdischen Strecken, Strassentunnels usw; vorgefertigte Betonelemente für die Herstellung solcher Bauten - Google Patents

Verfahren zur Herstellung von Stahlbetonbauten wie unterirdischen Strecken, Strassentunnels usw; vorgefertigte Betonelemente für die Herstellung solcher Bauten Download PDF

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Publication number
EP0102340A2
EP0102340A2 EP83870074A EP83870074A EP0102340A2 EP 0102340 A2 EP0102340 A2 EP 0102340A2 EP 83870074 A EP83870074 A EP 83870074A EP 83870074 A EP83870074 A EP 83870074A EP 0102340 A2 EP0102340 A2 EP 0102340A2
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EP
European Patent Office
Prior art keywords
elements
concrete
prefabricated
frame
walls
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP83870074A
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English (en)
French (fr)
Other versions
EP0102340A3 (en
EP0102340B1 (de
Inventor
Pierre Alphonse L.M.G. Le Clercq
Guy Joseph G. Rigot
Jean Claude Delheusy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dynamique Du Batiment En Abrege Dynabat Ste
Les Entreprises Louis DE WAELE SA
Sprl E Ronveaux Person Ets Ste
Original Assignee
DYNABAT
Dynamique Du Batiment En Abrege "dynabat" SA
Les Entreprises Louis DE WAELE SA
RONVEAUX E SPRL ETS
Sprl E Ronveaux Personnes A Responsabilite Ets Ltee Ste
WAELE LOUIS DE SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from BE0/208718A external-priority patent/BE893989A/fr
Priority claimed from BE0/209205A external-priority patent/BE894650R/fr
Application filed by DYNABAT, Dynamique Du Batiment En Abrege "dynabat" SA, Les Entreprises Louis DE WAELE SA, RONVEAUX E SPRL ETS, Sprl E Ronveaux Personnes A Responsabilite Ets Ltee Ste, WAELE LOUIS DE SA filed Critical DYNABAT
Priority to AT83870074T priority Critical patent/ATE37586T1/de
Publication of EP0102340A2 publication Critical patent/EP0102340A2/de
Publication of EP0102340A3 publication Critical patent/EP0102340A3/fr
Application granted granted Critical
Publication of EP0102340B1 publication Critical patent/EP0102340B1/de
Expired legal-status Critical Current

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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
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D29/00—Independent underground or underwater structures; Retaining walls
    • E02D29/045—Underground structures, e.g. tunnels or galleries, built in the open air or by methods involving disturbance of the ground surface all along the location line; Methods of making them
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D29/00—Independent underground or underwater structures; Retaining walls
    • E02D29/045—Underground structures, e.g. tunnels or galleries, built in the open air or by methods involving disturbance of the ground surface all along the location line; Methods of making them
    • E02D29/05—Underground structures, e.g. tunnels or galleries, built in the open air or by methods involving disturbance of the ground surface all along the location line; Methods of making them at least part of the cross-section being constructed in an open excavation or from the ground surface, e.g. assembled in a trench
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D29/00—Independent underground or underwater structures; Retaining walls
    • E02D29/16—Arrangement or construction of joints in foundation structures

Definitions

  • the present invention relates to the production of reinforced concrete structures, such as underground galleries, road tunnels, subway tunnels, etc., using prefabricated elements.
  • a first object of the present invention is to remedy this difficulty, to lighten as much as possible and to reduce the external dimensions of these prefabricated elements while retaining an internal finish as close as possible to the final finish and thus allow the execution of the process under particularly economical conditions.
  • a second object of the invention consists in achieving continuity of the structure by a second phase concreting carried out on site, straddling the joints between the prefabricated elements. This continuity is fundamental both from the point of view of mechanical strength and differential settlement under the action of traffic and from the point of view of sealing.
  • the process which is the subject of the invention is essentially characterized in that an open excavation is first excavated, which is then successively and successively deposited in the prefabricated hollow elements in concrete, each consisting of a frame, the external faces of which include reinforcements, in that poured concrete covering the joints between elements and collaborating with the reinforced concrete of the elements and with the reinforcements so as to be produced in phases successive and quickly, a monolithic structure whose resistance is significantly higher than the respective elements prefabricated initially installed and filler concrete; and that it finally makes a rem - blayage.
  • pre-frame prefabricated element
  • the pre-frames In the case of a tunnel made of very large prefabricated elements, the pre-frames have congestion which exceeds the authorized dimensions in height for road transport.
  • the pre-frames are made of two or more complementary elements which will then be assembled on site.
  • the implementation of the elements is done either in an open excavation dry excavated, or in successive transverse excavations carried out under thixotropic mud, in particular when the work must be carried out in dense urban site in streets or arteries near the existing buildings.
  • the pre-frame element is a hollow block 4 produced with the thinnest reinforced concrete walls possible, that is to say in practice from 5 to 15 cm thick (fig. 1).
  • the inner face 2 of the pre-frame 4 is cast generally smooth around a mold having an appearance as close as possible to the desired finished appearance.
  • the external face is made either of rough concrete 53 without external formwork, or with a formwork comprising irregularities or indentations 120 resulting in creating by molding a surface comprising asperities (fig. 2).
  • the external face comprises (FIG. 4) waiting reinforcements 54 and / or anchor sockets 55 with threaded rods 59 and / or metal plates 56 with doguets 57 and jumpers 60 which makes it possible to set up, after the concrete has hardened and the precast concrete has been removed, peripheral reinforcements 5 which will be fixed on the waiting reinforcements 54, on the threaded rods 59 or on the jumpers 60 .
  • This last operation is carried out in the prefabrication plant or on the site, before the elements are implemented.
  • the future slab 13 of the precadre can be made in its final thickness while the other walls are made in thin thickness as explained above (fig. 2).
  • the raft 13 then has protuberances 14 outside the vertical walls with vertical reinforcements 15 anchored in these same protrusions (fig. 2).
  • a pre-frame 4 produced as shown in FIG. 2 will weigh heavier and be more bulky than a similar element according to FIG. 1.
  • Fig. 2 shows a pre-frame 4 comprising interior finishing elements 19, in this case platform elements for a metro station, the safety railings and the finishing coatings on them. floors, walls and ceilings.
  • Fig. 2 also shows a pre-frame comprising a stiffening rib 8 whose thickness corresponds to the total thickness of the walls after execution of the filler concrete.
  • This rib 8 is essential in the case of implementation under thixotropic mud.
  • the pre-frames include two or more complementary partial elements 99, 100 and 101 (fig. 6) which will then be assembled on site.
  • the joint 102 between two half-pre-frames is located approximately halfway up each pedestal.
  • the advantage of such a position of the joint lies in the fact that the final moments which will stress the tunnel in its final phase generate pulls outside the filler concrete, and therefore in the additional reinforcements which are added around the pre-frame.
  • the right part of FIG. 6 shows a pre-frame 4 consisting of two half-pre-frames 100 and 101.
  • the height 110 of this pre-frame exceeds the authorized road gauge.
  • the lower half-frame 100 may include a raft 13 prefabricated in advance, as already explained previously (FIG. 2).
  • the two half-frames 100 and 101 have a rib 8 of stiffening at mid-width.
  • Fig. 7 shows a lowered trailer 104 pulled by a tractor 105.
  • the half-frame 101 is placed on the trailer astride the half-frame 100 by interposing a setting 106.
  • the overall height in the lowered trailer thus remains less than the gauge 108 authorized in height for road transport.
  • Fig. 8 shows a horizontal section AA in the upper half-frame.
  • the width 109 of the pre-frame is also less than the authorized road gauge.
  • the assembly on site of the two half-frames 100 and 101 can also be done by a steel rod 140 comprising a nut at each end and which is placed in a tubular housing 141 reserved in the ribs 8 of the legs (fig. 6) .
  • This post-stress can be calculated to prevent the opening of the joints 102 inside the pre-frame under the effect of lateral thrusts on the pedestals due to the terrain, water and overloads above the tunnel.
  • an injection of cement grout may be provided in the joint 102 in order to seal on the one hand and the continuity of the concrete on the other to take up the compression forces. resulting from external stresses.
  • we will preferably choose values such that the stresses do not generate tensile forces on the internal face of the pedestal at the location of the joint 102 between the two half-pre-frames 100 and 101. This will make it possible to avoid having to apply a post-stress as explained above.
  • the assembly principles set out above are also used. (see left part of fig. 6).
  • Fig. 10 shows how a pre-frame 4 can be put into place in a dry excavated excavation 62, comprising a vertical wall reinforced by sheet piles 71 for example, and another wall 72 in a fairly steep slope taking into account the cohesion of the ground.
  • the pre-frame 4 is placed at the bottom 61 of the excavation 62. It is adjusted on four jacks 74 placed on the bottom of the excavation which allow d '' ensure the installation of the pre-frame with all the required precision.
  • the second phase concreting 18 (fig. 10) is then undertaken by submerging these wedging elements in the mass of concrete.
  • Temporary cylinders 74 can be replaced by lost bag cylinders which are injected a cement grout to ensure the correct setting of the pre-frame; these cylinders no longer require wedging devices and are embedded in the mass of concrete, poured on the site outside the precadre.
  • the provisional cylinders 74 can also be replaced by precast concrete slabs 74 which are adjusted in advance to the required level.
  • the space 121 between the slabs 74 is leveled off at the laying level by stabilized sand fresh at the time of laying or subsequently filled with very thin concrete fluid.
  • the second phase concrete 18 is poured below the pre-frame, on either side of it and above it.
  • Fig. 9 shows a pre-frame 4 in accordance with FIG. 2 placed at the bottom of an excavation 62 comprising a fairly steep slope 72 and another slope 75 with a slight slope.
  • the second phase concrete 18 will be used between this slope and the pre-frame 4.
  • a vertical formwork 76 (fig. 9) is put in place with supports 71, if any, on the embankment.
  • This formwork 76 can also be bolted into the ribs 8 (fig. 2) when they are provided.
  • This formwork 76 is recoverable after hardening of the concrete. It can also be replaced by a formwork lost in profiled steel sheet for example.
  • Figures 1, 2, 9, 10 and 12 show rectangular frames. It is understood, however, that these precadres can be of an embarrassed form. generally any including rounded parts.
  • the various pre-frames are implemented on the ground 61 previously leveled and are juxtaposed so as to produce the structure as a whole.
  • peripheral seals 160 of compressible material placed between the pre-frames (fig. 2 and 3).
  • this type of compressible seal only withstands lateral water pressure if the seal is compressed along the longitudinal axis of the tunnel.
  • the bolts 94 and the angles 95 can be dismantled and recovered for the assembly of other pre-frames.
  • Filler concrete is a conventional concrete composed of sand, gravel, cement and water but it can also include fibers, tensile resistant, in steel, glass, asbestos or other material.
  • the currently known technique consists of carrying out armored excavations or longitudinal walls of concrete molded into the ground under thixotropic mud. These two techniques require the successive execution of the walls then of the roof and the raft which come to connect the longitudinal walls. The execution of such works lasts a long time and therefore considerably annoys the neighboring population for a long period which is hardly acceptable to them.
  • the present invention provides an original method of rapid implementation of prefabricated elements of the future gallery without causing the aforementioned drawbacks.
  • the method is essentially characterized in that, transversely to the longitudinal axis of the future tunnel, successive excavations are carried out which are substantially rectangular and contiguous; one descends in each excavation successively at least one pre-frame as defined in FIG. 2, by positioning it so that it is juxtaposed with the gallery element previously produced; then concreting on the outside between the ribs of the two half-pre-frames and backfilling the remaining space of the excavation with a filling material such as gravel, sand or earth.
  • a filling material such as gravel, sand or earth.
  • a particular advantage is that the proposed technique makes it possible to remove the sheet from the longitudinal walls.
  • a guide wall 201 in reinforced concrete is first made on either side of the excavation to be excavated to a depth of one to two meters approximately.
  • This guide wall is generally completed by a reinforced concrete slab 202 intended to serve as a raceway for the gantry 203 which will be installed subsequently.
  • this guide wall 201 will incorporate a channel 235 (fig. 12) for urban pipes.
  • the site progresses in the direction of arrow 78.
  • the pre-frames 4 are prefabricated in the factory in accordance with the above indications. They are then transported to the implementation site where they are stored in sufficient numbers (fig. 11).
  • additional reinforcements 5 are fixed to this pre-frame in the factory or on site. These reinforcements 5 are arranged on the upstream side of the pre-frame 4 with respect to a shoulder 8 (fig. 2) so as to cover an upstream pre-frame element already in place up to its own shoulder 8 (fig. 13).
  • the thickness of the raft is possibly increased by adding concrete incorporating the reinforcements additional 5 and thus achieving an additional slab 206 of reinforced concrete poured on the site.
  • the raft 13 (fig. 2) can also be entirely prefabricated at the factory as explained above.
  • the pre-frames 4 also have two flexible closing walls 207 fixed on the periphery of the pre-frame upstream and downstream.
  • These walls 207 are made of a material which is essentially permeable to water but impermeable to materials suspended in water.
  • a non-woven polyester material may be used.
  • This flexible wall 207 can be held in place between two sufficiently rigid metal trellises 31 which are fixed to the periphery of the pre-frame 4 and on the provisional stays 30 and / or include internal reinforcements made of tensile-resistant fibers.
  • Certain pre-frame elements 32 additionally comprise a rigid waterproof wall 33 generally made of concrete. This will later isolate a section of several elements 4 upstream from another element 32.
  • the pre-frame 4 generally comprises two shoulders 8 of reinforced concrete towards the outside and in the middle of the two vertical walls as well as on the roof of the element (fig. 2).
  • These reinforced concrete shoulders 8 are either prefabricated in the factory at the same time as the frame 4, or are executed on site at the same time as the possible addition of slab 206, in particular if the size authorized for road transport does not allow their prefabrication. in the factory.
  • shoulders 8 also allow lateral fixing of rigid lines 9 made of steel. killed either from a metal beam, or preferably from a U-shaped steel element intended for the execution of steel foundation piles. Inside the U, a tubular element 225 of flexible and permeable fabric is fixed over the entire height. This flange 225 is closed at its lower part (fig, 15).
  • the lines 9 are fixed to the frame and have a sufficient length to be able to be hung and suspended from the gantry 203 of implementation.
  • This hanger 9 with its assembly plate 45 can create a connection between a half-frame 100 and a half-frame 101 by means of a series of anchor sockets or anchor bolts 103 (fig. . 6 and 8).
  • each frame 4 has rectangular notches which will deposit the base of a cofferdam 80 which will be discussed later.
  • Sheets 210 (figs. 12 and 15) perforated with round holes of small diameter, are fixed to the reinforcements 5 with spacing devices to constitute the future lost formwork wall of the sides of the tunnel to be executed, thus avoiding pollution of the concrete. contribution by possible landslides.
  • This sheet 210 can optionally be profiled and collaborating.
  • These sheets 210 have a length sufficient to reach at least the upper level 22 of the elements 4 used.
  • the pre-frames thus prepared are ready to be used in the excavation carried out under thixotropic mud.
  • This digging under thixotropic mud is carried out by perpendicular transverse trenches 87 (fig. 11 and 14) at the axis of the tunnel to be made, using a crane 79 fitted with a hydraulic grab or a special bucket 70 such as those used for the execution of concrete walls molded into the ground under thixotropic mud.
  • this bucket 70 will generally have dimensions significantly larger than those of the buckets currently used, and this as a result of the size of each successive excavation.
  • a removable transverse guide wall 85 is placed in notches 86 provided in the guide walls 201.
  • the excavations or trenches have a width corresponding to the distance between two guide walls 201 parallel to the longitudinal axis of the future tunnel. In practice, this width will vary from approximately five to fifteen meters.
  • the length of these successive excavations along the axis of the future tunnel to be produced will be fairly reduced. In practice, this length will be about two to three meters. This reduced length must make it possible to carry out the transverse excavation without the risk of settling for the neighboring buildings 214, the foundations 215 of which may be very close to the excavation thus carried out (FIGS. 11 and 12).
  • thixotropic mud generally made up of bentonite mud and this up to level 25, higher than level 36 of the water table.
  • a chassis 40 for positioning and adjustment is then placed above the excavation excavated under thixotropic mud and bearing on the guide walls 201 (fig. 12 and 13).
  • This chassis 40 generally made of steel, essentially comprises two beams 41 spaced apart from one another by a horizontal distance greater than the longitudinal dimensions 42 of the pre-frame 4 with the reinforcements 5.
  • Double crosspieces 43 are provided so as to frame an extension 44 bolted to the hanger 9 by means of connection plates 45 welded respectively at the head of the hanger 9 and at the bottom of the extension 44.
  • the carriage 46 or a horizontal positioning device can move horizontally on the double crosspieces 43 after the pre-frame 4 has been suspended, suspended by two lines 9 on either side of the excavation.
  • Cylinders 47 make it possible to assume the precise adjustment in altitude of the pre-frame 4 according to the directives which will be given by a surveyor before or during the implementation of each element 4.
  • the chassis 40 can be replaced by a carriage 126 (fig. 12) comprising at least four steel wheels 125 of the railroad or grooved type which run on two longitudinal rails 123 bearing on the guide walls 201.
  • These rails are adjusted in exact position laterally and in altitude according to the indications of the surveyor by placing shims 124 under the rails so that the pre-frame 4 (fig. 13) during installation comes to be placed with precision and adequate location against the previously placed frame 32.
  • the pre-frame 4 is lowered until it partially penetrates into the thixotropic mud.
  • the latter is partially filled with water.
  • the descent of the pre-frame 4 can then continue to a new depth less than the height of the pre-frame 4 which is again filled with water to balance the momentary pressures on either side of the flexible and permeable wall 207. This process continues until frame 4 is completely filled with water.
  • the pre-frame 4 can then be lowered to the level provided but at a certain horizontal distance from the element 32 already placed upstream (FIG. 13).
  • the two lines 9 provided with their respective extensions 44 are then supported by the carriage 126 or the positioning chassis 40.
  • the two hooks 48 of the gantry 203 can then be disconnected from the suspension orifices 49 integral with the two extensions 44.
  • the pre-frame 4 is further adjusted in altitude by the jacks 47 and then moved horizontally towards. the element 32 already installed using the carriage 126 or positioning device 46. This precise work is carried out according to the directives of a surveyor.
  • Fig. 5 shows the device generally provided at three points of the pre-frame 4 of the element 4 or 32 used.
  • the pre-frame 4 of the element 32 or 4 already in place includes this device on its edge, in three places, generally in the middle of the raft and at the two upper angles between the roof and the uprights of the element.
  • This device consists of a steel plate 50 anchored securely in the concrete by doguets 51 or other anchoring devices.
  • this device consists of an adjustment screw 52 which can rotate in a threaded sleeve 63 secured to doguets or other anchoring device 64.
  • a similar device 66 allows precise vertical adjustment and recovery of the pressure due to filling under the raft.
  • a generally cylindrical bowl 65 is provided to completely house the head of the screw 52 when it is fully screwed.
  • the three adjustment screws 52 of each new pre-frame 4 or 32 implemented are adjusted as indicated by the surveyor as a function of the actual position of the element 32 or 4 immediately adjacent upstream.
  • a vertical cofferdam 23 made of sheet piling or beams with precast concrete panels, or by any other system, is then implemented downstream of the pre-frame 4 which has just been installed and against it (figs. 14 and 15).
  • This cofferdam 23 has a height which goes from the bottom of the excavation 24 to a little above the natural level of terrain 211, and in any case above the level of bentonite mud 25.
  • the space between the cofferdam 23 and the vertical wall of the ground 218 is then filled with gravel 224 submerged under the bentonite mud.
  • This gravel filling is carried out at least up to level 22 corresponding to the upper level of the element 4 or 32 in place.
  • This gravel 224 exerts a significant horizontal thrust on the cofferdam 23 and on the element 4 which has just been placed, thus pressing it strongly against the preceding element 32 upstream (fig. 14) and crushing the seal. 160 in compressible material (fig. 3).
  • the cofferdam 23 (fig. 14) will generally comprise jacks 110 (fig. 15) which will make it possible to exert a constant, exact and adequate horizontal force to correctly crush the seal 160.
  • the tube 225 is then filled with concrete 26 so as to close off the space between the lines 9 and the ground 216 (fig. 15).
  • a material 275 such as thin fluid concrete is then poured under the raft 206 of the element 4 (fig. 14). This material 275 is poured under the thixotropic mud via concreting tubes 27 which can optionally be housed in the thickness of the cofferdam 23 (fig. 15).
  • concrete 20 is poured by a concreting tube between the vertical walls of the two adjoining pre-frames 4 and the sheets 210 of perforated lost formwork. At as this fresh concrete rises, it partially overflows through the holes in the formwork, thus filling the space between the terrain 216, the lost formwork, formed by the sheets 210, and the rod 225 filled with concrete 26.
  • the concrete 20 incorporates the reinforcements 5 fixed to the elements 4.
  • a second cofferdam 80 comprising a beam 81 at its top is deposited in the notch 34 located in the shoulder 8 of the element 32 previously installed.
  • Gravel 83 (fig. 14) is then poured upstream of this cofferdam 80 while gradually removing an identical cofferdam 84 which was placed above the antepenultimate element.
  • the bucket 70 excavates the next excavation 87 under thixotropic mud between the cofferdam 23 and a removable guide wall 85. This bucket will evacuate the gravel 224 at the same time as the ground 218 in place. The operating cycle then resumes as described above.
  • Fig. 12 also shows an original and efficient device in the case of elements 4 or 32 of large range.
  • Oblique metal lines 90 are fixed to metal plates 91 anchored in the roof of the frame 4.
  • This device makes it possible to considerably reduce the thickness 93 of the concrete and the corresponding reinforcements of the roof of the element 4 by creating intermediate supports which shorten the span.
  • These oblique lines 90 can either be fixed to the two vertical lines 9 by means of assembly plates 45 or anchored in the future embankment.
  • the upper part of the excavation can be backfilled with concrete injected gravel or lean concrete 92 which completely drowns the metal lines 9 and 90.

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  • Engineering & Computer Science (AREA)
  • Mining & Mineral Resources (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Paleontology (AREA)
  • General Engineering & Computer Science (AREA)
  • Environmental & Geological Engineering (AREA)
  • Architecture (AREA)
  • Geochemistry & Mineralogy (AREA)
  • Geology (AREA)
  • Lining And Supports For Tunnels (AREA)
  • Bulkheads Adapted To Foundation Construction (AREA)
EP83870074A 1982-07-30 1983-07-27 Verfahren zur Herstellung von Stahlbetonbauten wie unterirdischen Strecken, Strassentunnels usw; vorgefertigte Betonelemente für die Herstellung solcher Bauten Expired EP0102340B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83870074T ATE37586T1 (de) 1982-07-30 1983-07-27 Verfahren zur herstellung von stahlbetonbauten wie unterirdischen strecken, strassentunnels usw; vorgefertigte betonelemente fuer die herstellung solcher bauten.

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
BE208718 1982-07-30
BE0/208718A BE893989A (fr) 1982-07-30 1982-07-30 Procede de realisation d'ouvrages en beton arme tels que galeries souterraines, tunnels routiers, etc. elements en beton prefabriques pour la realisation de tels ouvrages.
BE0/209205A BE894650R (fr) 1982-10-08 1982-10-08 Procede de realisation d'ouvrages en beton arme tels que galeries souterraines, tunnels routiers etc. ; elements en beton prefabriques pour la realisation de tels ouvrages
BE209205 1982-10-08
BE210257 1983-03-04
BE210257 1983-03-04

Publications (3)

Publication Number Publication Date
EP0102340A2 true EP0102340A2 (de) 1984-03-07
EP0102340A3 EP0102340A3 (en) 1985-04-17
EP0102340B1 EP0102340B1 (de) 1988-09-28

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Application Number Title Priority Date Filing Date
EP83870074A Expired EP0102340B1 (de) 1982-07-30 1983-07-27 Verfahren zur Herstellung von Stahlbetonbauten wie unterirdischen Strecken, Strassentunnels usw; vorgefertigte Betonelemente für die Herstellung solcher Bauten

Country Status (5)

Country Link
US (1) US4697955A (de)
EP (1) EP0102340B1 (de)
BR (1) BR8304095A (de)
CA (1) CA1217349A (de)
DE (1) DE3378135D1 (de)

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AU659696B2 (en) * 1991-12-20 1995-05-25 Dow Chemical Company, The Thermoformable, chemical resistant polymer blends
CN109667280A (zh) * 2018-10-01 2019-04-23 南宁市城乡规划设计研究院 一种板块化预制的装配式管廊及其制备方法
CN112523257A (zh) * 2020-11-20 2021-03-19 中冶天工集团有限公司 一种多角度可调节吊点的预制管廊滑移装置及其使用方法

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ES2394569B1 (es) * 2010-03-10 2013-12-09 Prefabricados Tecnyconta S.L. Metodo para la construccion de pasos inferiores y paso inferior construido con dicho metodo
JP6232190B2 (ja) * 2013-02-28 2017-11-15 鹿島建設株式会社 目地構成部材、コンクリート打設方法、コンクリート構造物
AT514276A1 (de) * 2013-04-25 2014-11-15 Monai Bernhard Dipl Ing Verfahren zum Versetzen von Fertigteilen
JP6252835B2 (ja) * 2013-10-07 2017-12-27 清水建設株式会社 ボックスカルバート、及びその施工方法
JP6400934B2 (ja) * 2014-04-08 2018-10-03 大成建設株式会社 プレキャスト構造物の設置方法
JP6310370B2 (ja) * 2014-09-05 2018-04-11 鹿島建設株式会社 函体接続補助装置
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CN112832690B (zh) * 2020-12-16 2023-01-24 宁波市政工程建设集团股份有限公司 上软下硬地层旋挖钻机作业平台及其施工方法
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CN112523257A (zh) * 2020-11-20 2021-03-19 中冶天工集团有限公司 一种多角度可调节吊点的预制管廊滑移装置及其使用方法

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DE3378135D1 (en) 1988-11-03
EP0102340A3 (en) 1985-04-17
EP0102340B1 (de) 1988-09-28
US4697955A (en) 1987-10-06
CA1217349A (fr) 1987-02-03
BR8304095A (pt) 1984-03-07

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