EP0418162B1 - Verfahren zur Herstellung von Bauwerken, insbesondere von Eisenbahnunterführungen - Google Patents

Verfahren zur Herstellung von Bauwerken, insbesondere von Eisenbahnunterführungen Download PDF

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Publication number
EP0418162B1
EP0418162B1 EP90402528A EP90402528A EP0418162B1 EP 0418162 B1 EP0418162 B1 EP 0418162B1 EP 90402528 A EP90402528 A EP 90402528A EP 90402528 A EP90402528 A EP 90402528A EP 0418162 B1 EP0418162 B1 EP 0418162B1
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EP
European Patent Office
Prior art keywords
elements
track
frame
embankment
passage
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.)
Expired - Lifetime
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EP90402528A
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English (en)
French (fr)
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EP0418162A1 (de
Inventor
Jean Marie Beauthier
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freyssinet
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Individual
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Priority to AT90402528T priority Critical patent/ATE100523T1/de
Publication of EP0418162A1 publication Critical patent/EP0418162A1/de
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Publication of EP0418162B1 publication Critical patent/EP0418162B1/de
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Expired - Lifetime legal-status Critical Current

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    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
    • E21D9/00—Tunnels or galleries, with or without linings; Methods or apparatus for making thereof; Layout of tunnels or galleries
    • E21D9/005—Tunnels or galleries, with or without linings; Methods or apparatus for making thereof; Layout of tunnels or galleries by forcing prefabricated elements through the ground, e.g. by pushing lining from an access pit
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way

Definitions

  • the present invention relates to a process for the construction of works, in particular railway, road or pedestrian crossings, through embankments or earthworks supporting one or more railways, avoiding too prolonged stopping of the traffic flowing on these routes and especially work prior to the installation of the structure, requiring large-scale excavation and, if necessary, deep and significant foundations.
  • a conventional solution for making a passage of this kind under a railway track usually consists of cutting this track over a sufficient distance, then digging a excavation between the parts of the track thus cut to a depth sufficient to accommodate an appropriate support for it. an apron on which the track will be reconstituted later, this apron delimiting with the support the passage to be carried out.
  • the support is in the form of a concrete frame, with a U-shaped section, the length of which corresponds substantially to that of the deck and the width of which is equal to the depth of the passage to be formed under the track.
  • the concrete frame of the kind described for example in GB-A-1 463 362 or EP-A-0 245 155 is moved or ripped on supports placed in the bottom of the excavation, in particular in line with the sides of the frame, these supports being in particular constituted by sills or by a raft, also made of concrete, previously poured into the excavation and on which the U-shaped frame is then moved transversely by one of the sides of the passage.
  • these supports being in particular constituted by sills or by a raft, also made of concrete, previously poured into the excavation and on which the U-shaped frame is then moved transversely by one of the sides of the passage.
  • the sills for sliding the frame on preliminary foundations, in particular constituted by piles or posts of great length set up in boreholes beforehand. carried out in the excavation.
  • the implementation of the conventional method requires that the sides of the excavation, which will laterally surround the concrete frame and the deck carried by it, are suitably cleared, removing the corresponding earth embankments to form, on each of these sides, a slope from the top of the slope at the level of the track to the bottom of the excavation.
  • the present invention relates to a method which makes it possible to avoid the drawbacks of the conventional method, by ensuring in particular the installation of the concrete framework supporting the deck which does not require carrying out a fully open preliminary excavation and in particular in its lateral sides and consequently the backfilling and compaction of the corresponding zones upon completion of the structure. It also aims to allow the setting up of the frame in a very largely reduced period of time, leading only to an interruption of the track for a limited period, significantly less than that which proves to be essential with the conventional process.
  • the process considered for the construction of works in particular a passage through an embankment or earthwork supporting one or more railway tracks, in which a concrete frame is constituted delimiting this passage by means of two half U-section elements, placed opposite on either side of the slope or earthwork supporting the track, these half-elements are gradually brought together by relative sinking towards each other by forcing them into the slope up to 'when brought into contact, and the cuttings are removed from the inside of the half-elements as they penetrate the slope, the half-elements of the frame are brought together using jacks supported by '' one side on one of the half-elements and exerting a traction on a cable crossing the slope and fixed on the other half-element, is characterized in that, after having cut the track on a length corresponding to that of u passage to be carried out under it, there is on the frame an apron for supporting the track and finally it is reconstituted over the length of the apron, the latter being manufactured independently of the half-elements and
  • the bringing together of the half-elements of the frame in the embankment is carried out by the known method, called self-driving (Registered trademark), which consists in using jacks bearing on one side on one at less half-elements so that each of these half-elements serve alternately as an anchor for the other, in order to offer a suitable reaction to the thrust of the jacks.
  • the jacking of the two half-elements is carried out using cables crossing the slope, each cable being fixed at one end to a half-element and secured to the other by a jack bearing on the other half. element, so as to exert on the cable a tensile force ensuring the mutual bringing together of the two parts of the frame (see in particular EP-A-0 245 155).
  • each of the half-elements is given a shape such that it has in its part penetrating inside the slope, a beak profile, delimited between a flat and horizontal face at the top of the U-shaped section and a back inclined towards the rear and the lower part of the half-element.
  • the spout provided on each half-element is formed of one or more adjoining metal parts, in particular of steel, removable one by one, so that the half-elements are finally joined one to the other. the other in the median plane of the slope along a flat part of each of them, determined following the removal of these parts.
  • the regions delimited between the half-elements under their adjoining planar parts are filled by means of a keying connection for these half-elements, ensuring the continuity of the framework formed.
  • the method according to the invention thus allows the sinking of the two half-elements of the frame inside the slope under the part of the track previously cut or sheltered from an auxiliary deck, that is to say say of a metal deck forming a temporary bridge, arranged above and across the excavation to support the track, limiting the length thereof to the maximum length of the passage to be made.
  • the establishment of the frame formed by the two half-elements once they are joined together no longer requires under these conditions of shifting beams as in the conventional process.
  • the proposed method allows, due to the establishment of the frame as a whole, whose width is very significantly greater to that of these stringers, to distribute over the entire length of the structure the load it represents and to avoid drilling these piles below the raft.
  • the method according to the invention allows, once the two half-abutments of the frame put in place and finally joined, to carry out directly, through the bottom of the frame and within a limit just necessary, the implantation of useful support piles.
  • the deck attached to the upper part of the frame can be a conventional deck with coated metal beams.
  • provision may be made, in accordance with another characteristic of the process, to constitute the final apron supporting the track by means of two half-aprons, carried respectively by each of the half-elements and arranged on them so that, once the frame is formed, following the joining of the half-elements, the two half-decks are joined longitudinally to allow the re-establishment of the track on the passage thus formed.
  • the earthworks necessary for the installation of the half-elements of the frame are limited to the strict minimum, in particular avoiding the prior removal and filling of the embankments on each side of the frame and eliminating thereby the compaction operations necessary in the conventional method to avoid collapsing the track.
  • the work carried out is in total lighter than the volume of backfill removed, the basement in particular not having time to expand before the removed soil is very quickly replaced by the half-elements, dark in the embankment as the embankment is removed.
  • the implementation of the method according to the invention does not prejudge the particular shape of the frame and the half-elements which make it up.
  • the latter may include a central support partition, delimiting their cross section in two equal or non-equal parts on either side of this partition.
  • Figure 1 is schematically shown a support structure for a railroad track 1, consisting of a frame 2 of reinforced concrete, U-shaped section, on the upper end of which rests a support deck 3, the frame and the apron thus delimiting an internal passage 4 extending under the track transverse to the latter, being formed in the slope 5 on which it rests.
  • the production of the structure thus formed consists in cutting the track at two points, respectively 6 and 7, shown diagrammatically in the drawing and in removing the part 8 thereof which extends between these points.
  • the next step is to carry out an excavation 9 across the slope 5, the depth of which is sufficient to accommodate the frame 2 and the deck 3, in order to that the latter is substantially at the level of track 1.
  • the excavation 9 is carried out in such a way that it has on its sides 10 and 11 a suitable slope, extending from each of the sectioning points 6 and 7 of the track to the bottom 12.
  • sills 13 are provided which are provided to support the lower part 14 of the frame 2, these sills can be produced by pouring a concrete slab on site, or by depositing on the bottom 12, by means of cranes or similar devices, prefabricated elements of appropriate shape and size. If the basement 15 existing under the bottom 12 is exceptionally weak or very uncertain, the structure may also require the prior installation of support piles such as 16.
  • the frame 2 is disposed thereon by any suitable means, in particular by transverse shifting.
  • the deck 3 is in turn deposited on it, and the areas 17 and 18 respectively, delimited between the lateral faces of the frame and the sloping sides 10 and 11 of the excavation 9, are filled with suitably and carefully compacted materials so that, once the structure is completed and track 1 reconstructed between points 6 and 7, subsidence of the ground in these areas is avoided, with a completely detrimental collapse of the way.
  • Figures 2 to 6 illustrate the various stages of the implementation of the method according to the present invention, in particular making it possible to avoid the prior realization of the necessary excavation with the conventional method and consequently the prolonged sectioning of the track and especially the compaction of the lateral zones of this excavation, once the support frame is put in place in it.
  • the concrete frame 24 delimiting the passage 23 is directly dark across the slope 22, in particular avoiding the prior realization of an excavation between the cutting points 28 and 29 and the drawbacks already mentioned.
  • the frame 24 is made up of two half-elements 30 and 31 (FIG. 3), each of them having a U-shaped section corresponding to that of the frame and a beak profile, with a point 32 delimited between the flat face. upper 33 of the sides of the frame and a return 34 inclined backwards to the lower part 35 forming the bottom of the frame.
  • the two half-elements 30 and 31 are symmetrical to one another with respect to the median plane 36 of the structure passing through the middle of the railway track 21.
  • the two half-elements 30 and 31 are dark towards one another through the slope 22 according to the known method known as self-driving (Registered trademark) which consists in using prestressing cables 37 passing through the half-elements in passages 38 suitably formed through the lateral sides of the frame, these cables being fixed at one end by a head 39 on one of the half-elements and at the other end on a hydraulic cylinder 40 or other, carried by the other half element.
  • the number of cables 37 thus connecting the two half-elements is chosen according to the efforts to be developed in order to ensure their sinking towards one another through the ground of the slope 22 so as to bring these elements mutually and gradually.
  • the earth which, progressively, fills the internal hollowed-out part of the half-elements is evacuated continuously by an excavating machine 41 ( Figure 2) or by any other suitable earthmoving means of the excavator or other type, disposed at the inside the frame and advancing at the same time as the half-elements inside the passage 23.
  • the side walls of the structure are completed in the zone 42 delimited between the inclined returns 34 of the half-elements, ensuring the keying mutual of these.
  • the last operation then consists in depositing on the top of the frame a final apron 43, this being directly placed on the frame 24 or substituted for the temporary apron 25, the track 21 being cut between the points 28 and 29.
  • the apron 43 may in particular be produced by means of two half-aprons 44 and 45 (FIG. 5), respectively mounted on the half-elements 30 and 31, these half-aprons then being slipped towards each other to come meet according to plan 36 ( Figure 6), track 21 can then be definitively reconstituted on these.
  • Figures 7 to 10 illustrate another variant implementation of the method.
  • the reference numbers used are identical to those of Figures 2 to 6 to designate the same members together.
  • the half-decks 44 and 45 are built directly on the half-elements 30 and 31 of the frame, so that, once these half-elements are brought together by self-driving, the half-decks are joined, in allowing immediate reconstruction of track 21.
  • the proposed solution however requires the prior sectioning of the track and does not allow the establishment of an auxiliary deck; it is therefore well suited when traffic on the track can be interrupted for the time just necessary for the self-driving of the two half-elements and bringing them together to form the framework, simultaneously with the production of the final deck.

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  • Engineering & Computer Science (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • General Life Sciences & Earth Sciences (AREA)
  • Geochemistry & Mineralogy (AREA)
  • Geology (AREA)
  • Architecture (AREA)
  • Environmental & Geological Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Railway Tracks (AREA)
  • Glass Compositions (AREA)
  • Pressure Vessels And Lids Thereof (AREA)
  • Road Paving Structures (AREA)
  • Paints Or Removers (AREA)
  • Arc-Extinguishing Devices That Are Switches (AREA)
  • Pit Excavations, Shoring, Fill Or Stabilisation Of Slopes (AREA)

Claims (9)

  1. Verfahren zur Herstellung von Bauwerken, insbesondere einer Unterführung unter einer Böschung oder einer Landaufhöhung, die eines oder mehrere Gleise trägt, bei dem ein Betonrahmen (24) gebildet wird, der die Unterführung (23) mittels zweier Halbelemente (30, 31) begrenzt, die beiderseits der das Gleis (21) tragenden Böschung oder Landaufhöhung gegenüber angeordnet sind, diese Halbelemente (30, 31) fortschreitend durch Relativbohrung einander angenähert werden, indem man sie mit Gewalt in die Böschung (22) eindringen läßt, bis sie in Kontakt stehen, und der Aushub über das Innere der Halbelemente (30, 31) je nach ihrem Eindringen in die Böschung (22) entfernt wird, wobei die Annäherung der Halbelemente (30, 31) an den Rahmen (24) unter Verwendung von Zylindern (40) durchgeführt wird, die an einer Seite an einem der Halbelemente anliegen und eine Zugkraft auf ein die Böschung (22) durchquerendes Kabel (37) ausüben, das an dem anderen Halbelement befestigt ist, dadurch gekennzeichnet, daß die Halbelemente einen U-förmigen Querschnitt aufweisen, und daß nach der Unterbrechung des Gleises (21) über eine der darunter herzustellenden Unterführung (23) entsprechende Länge auf dem Rahmen (24) eine Auflageplatte (43) für das Gleis (21) angeordnet wird und dieses über die Länge der Platte (43) wiederhergestellt wird, wobei diese unabhängig von den Halbelementen (30, 31) gefertigt ist und auf dem Rahmen (24) abgesetzt wird, ehe das Gleis (21) wiederhergestellt wird.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß jedem der Halbelemente (30, 31) eine solche Form verliehen wird, daß sie in dem in das Innere der Böschung (22) eindringenden Teil ein schnabelförmiges Profil (32) aufweist, das zwischen einer ebenen und horizontalen Seite (33) am oberen Teil des U-förmigen Querschnitts und einem nach hinten geneigten Winkel (34) sowie dem unteren Teil (35) des entsprechenden Halbelements abgegrenzt ist.
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß der an jedem Halbelement (30, 31) vorgesehene Schnabel (32) aus einem oder mehreren, aneinanderstoßenden und abnehmbaren Metallstücken (47, 48) gebildet ist, so daß die Halbelemente (30, 31) schließlich in der Mittelebene (36) der Böschung (22) entlang eines ebenen Teils (49) von jedem von ihnen, in der Folge des Zurückziehens dieser Stücke (47, 48) aneinanderstoßen.
  4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß die zwischen den Halbelementen (30, 31) unter ihren flachen, zusammengefügten Teilen (49) abgegrenzten Bereiche (42) mittels einer Keilverbindung ausgefüllt sind, die die Kontinuität des Rahmens (24) sicherstellt.
  5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß die Ausbaupfähle je nach der Annäherung der beiden Halbelemente (30, 31) in den Boden gebohrt werden können.
  6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die auf den oberen Teil des Rahmens (24) aufgesetzte Platte (43) mittels ummantelter Metallträger gebildet wird.
  7. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Platte (43) aus zwei Halbplatten (44, 45) gebildet ist, die auf den Halbelementen (30, 31) hergestellt sind und zur gleichen Zeit wie diese unter das Gleis eingebracht werden.
  8. Verfahren nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß die Halbelemente (30, 31) eine zentrale Stützwand (46) aufweisen, die zwei Teile mit gleichem oder ungleichem Querschnitt abgrenzt.
  9. Bauwerk und insbesondere eine Unterführung zur Verwendung bei Schienen-, Straßen- oder Fußwegen, die mittels des Verfahrens nach einem der Ansprüche 1 bis 8 unter einem Schienenweg realisiert ist.
EP90402528A 1989-09-14 1990-09-13 Verfahren zur Herstellung von Bauwerken, insbesondere von Eisenbahnunterführungen Expired - Lifetime EP0418162B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90402528T ATE100523T1 (de) 1989-09-14 1990-09-13 Verfahren zur herstellung von bauwerken, insbesondere von eisenbahnunterfuehrungen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8912048 1989-09-14
FR8912048A FR2651813B1 (fr) 1989-09-14 1989-09-14 Procede pour la construction d'ouvrages, notamment de passages sous une voie ferree.

Publications (2)

Publication Number Publication Date
EP0418162A1 EP0418162A1 (de) 1991-03-20
EP0418162B1 true EP0418162B1 (de) 1994-01-19

Family

ID=9385474

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90402528A Expired - Lifetime EP0418162B1 (de) 1989-09-14 1990-09-13 Verfahren zur Herstellung von Bauwerken, insbesondere von Eisenbahnunterführungen

Country Status (5)

Country Link
EP (1) EP0418162B1 (de)
AT (1) ATE100523T1 (de)
DE (1) DE69006144T2 (de)
ES (1) ES2048465T3 (de)
FR (1) FR2651813B1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2699594B1 (fr) * 1992-12-17 1995-02-03 Beauthier Jean Marie Procédé pour la réalisation d'un passage transversal sous une voie ferrée ou une chaussée.
EP1820934A1 (de) * 2006-02-17 2007-08-22 Aix Research Limited Methode und System zur Erstellung eines Tunnels unter einer Bahn
PT2282007E (pt) * 2006-05-29 2014-09-29 Petrucco S A Disposição de suporte
CN111041995B (zh) * 2019-12-30 2021-06-25 中铁六局集团天津铁路建设有限公司 一种u型框架结构斜向下穿高铁桥梁的施工方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2082092A5 (de) * 1970-03-03 1971-12-10 Gtmtp
BE805926A (nl) * 1973-10-11 1974-02-01 Vandemeulebroucke Werner Werkwijze voor het verwezenlijken van een doorgang of tunnel doorheen een grondophoping of dergelijke, doorgang verkregen en middelen hierbij gebrui
GB1463632A (en) * 1975-01-10 1977-02-02 Genton J C Method of positioning and underpass below another roadway by hydraulic drive-through and the constructive work obtained thereby
DE2802751A1 (de) * 1978-01-23 1979-07-26 Friedrich Bong Ausbildung der schneiden (vortriebsbereich) bei vorgefertigten verpressbruecken
ES2012490B3 (es) * 1986-05-09 1990-04-01 Jean Marie Beauthier Procedimiento para obras de construccion bajo vias ferreas en explotacion.

Also Published As

Publication number Publication date
EP0418162A1 (de) 1991-03-20
FR2651813B1 (fr) 1992-11-06
DE69006144D1 (de) 1994-03-03
FR2651813A1 (fr) 1991-03-15
ES2048465T3 (es) 1994-03-16
ATE100523T1 (de) 1994-02-15
DE69006144T2 (de) 1994-08-04

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