EP3921514B1 - Voussoir de tunnel en béton armé - Google Patents

Voussoir de tunnel en béton armé Download PDF

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Publication number
EP3921514B1
EP3921514B1 EP20705273.9A EP20705273A EP3921514B1 EP 3921514 B1 EP3921514 B1 EP 3921514B1 EP 20705273 A EP20705273 A EP 20705273A EP 3921514 B1 EP3921514 B1 EP 3921514B1
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EP
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Prior art keywords
tunnel lining
lining segment
segment
steel bar
steel
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EP20705273.9A
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German (de)
English (en)
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EP3921514A1 (fr
EP3921514C0 (fr
Inventor
Johann Kollegger
Clemens PROKSCH-WEILGUNI
Hannes WOLFGER
Marion Decker
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Technische Universitaet Wien
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Technische Universitaet Wien
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Priority claimed from PCT/AT2020/060030 external-priority patent/WO2020160582A1/fr
Publication of EP3921514A1 publication Critical patent/EP3921514A1/fr
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Publication of EP3921514B1 publication Critical patent/EP3921514B1/fr
Publication of EP3921514C0 publication Critical patent/EP3921514C0/fr
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    • 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

Definitions

  • the invention relates to a segment made of reinforced concrete, wherein the segment has a load transfer surface for a longitudinal joint.
  • Tunnel tubes are often manufactured using shield driving with segment rings.
  • the tunnel tube consists of segment rings arranged one behind the other in the longitudinal direction of the tunnel.
  • Each segment ring consists of, for example, six to ten individual segments distributed around the circumference of the segment ring.
  • the segments are manufactured near the tunnel tube as prefabricated parts made of reinforced concrete.
  • the so-called ring joint is located between two adjacent segment rings.
  • the so-called longitudinal joint is located between the segments of a segment ring.
  • the tunnel tube is loaded by its own weight and by radial compressive forces from the rock or soil material adjacent to the tunnel tube.
  • the radial compressive forces often occur in different magnitudes along the length of the tunnel tube.
  • the segments generally have a constant thickness in a tunnel tube. The thickness of the segments is therefore dimensioned for the maximum value of the radial compressive forces or special steel segments are used in the more heavily loaded sections of the tunnel tube.
  • steel segments are considerably more expensive than reinforced concrete segments.
  • the load transfer area in the longitudinal joint between two reinforced concrete segments is smaller than the cross-sectional area of the segments.
  • the cross-sectional area of a segment in a radial section results from the product of the width b 1 and the thickness d 1 .
  • the width b 1 of a segment or a segment ring in the longitudinal direction of the tunnel is usually between 1.5 m and 2.5 m.
  • the thickness d 1 of a segment is usually between 0.2 m and 0.7 m.
  • the load transfer area required for the transmission of the compressive force in the ring direction is in a longitudinal joint with a width b 0 that is smaller than the width bi, and a thickness d 0 that is smaller than the thickness d 1 .
  • the load transfer area in the longitudinal joints there is therefore only one area available, which results from the product of the width b 0 and the thickness d 0 .
  • the width b 0 is approximately 85 % to 95 % of the width b 1 .
  • the thickness d 0 is approximately 45 % to 55 % of the thickness d 1 .
  • the size of the load transfer area is calculated using the mean values of the bandwidths given above (90 % and 50 %). This means that the load transfer area is only 45 % of the cross-sectional area of the segment.
  • JP 11 287 093 A Another embodiment for a segment with steel elements in a longitudinal joint is shown in JP 11 287 093 A described.
  • C-shaped steel elements which are anchored in the segment with screwed-in reinforcing bars, are installed in the sides of the segments adjacent to the longitudinal joints.
  • steel connecting elements are inserted into the C-shaped steel elements.
  • the JP 11 287 093 A also shows that the end faces of the C-shaped steel elements, when installed, have a distance S that corresponds to twice the distance T. A pressure transfer in the longitudinal joints via the C-shaped steel elements is therefore not possible in a segment ring.
  • a segment made of reinforced concrete wherein the segment has a load transfer surface for a longitudinal joint, wherein at least one steel rod with an end face is installed in the segment, wherein the steel rod is arranged in the segment such that a tangent to a center of gravity of the steel rod in the end face encloses an angle between 0° and 45° with a normal to the load transfer surface, and wherein the end face is arranged at a distance from the load transfer surface which is between 0 mm and 50 mm, preferably between 0 mm and 10 mm.
  • the steel rods arranged in the segment according to the invention - which are advantageously present in addition to the reinforcement of the concrete - it can be manufactured more cheaply than the segments of the prior art and still have greater durability and fire resistance.
  • the steel rods of the segment also achieve particularly good force transmission on the load transfer surface, which is located between the segment and another segment belonging to the same segment ring.
  • the steel bar is preferably a ribbed reinforcing bar, which results in improved force transmission to the concrete in the area of the longitudinal joint.
  • a steel rod without ribs can also be used.
  • the steel bar could be straight, for example if it has a length that is less than a third of the length of the segment in the circumferential direction.
  • the steel rod preferably has a curvature that essentially corresponds to a curvature of the segment in order to enable improved installability.
  • the steel rods are installed at a distance from the middle plane of the segment. This allows a guide rod to be installed in the load transfer area in the middle plane of the segment.
  • the steel bar is installed in the segment in such a way that a concrete cover is provided between a surface of the steel bar and an edge of an overpressed area of the load transfer surface, whereby the steel bar has greater durability compared to an arrangement outside the overpressed area.
  • the steel rod preferably has a diameter between 10 mm and 100 mm, particularly preferably between 20 mm and 50 mm, whereby a good compromise is achieved between suitability for power transmission and weight or costs.
  • the concrete from which the majority of the segment is made can be arranged at the distance mentioned.
  • the expansion can be, for example, a screwed-on end piece, a welded steel plate or a thickening of the steel rod.
  • the expansion can be made from the same material as the steel rod.
  • the steel rod has a length that corresponds to an unrolled length of the segment minus twice the distance.
  • the steel rod can therefore run through the entire length of the segment and transfer force to both ends of the segment.
  • shorter steel rods could be provided separately in the arrangement according to the invention at both ends of the segment.
  • the length of the steel rod corresponds to an unrolled length of the segment minus twice the distance, it is particularly preferred if the expansion of the steel rod is provided adjacent to one of the distances.
  • Such segments can be installed in a segment ring in such a way that one end of the steel rod without expansion is aligned with one end of a steel rod with expansion. Two different types of segments do not have to be used for such constructions.
  • At least two of the steel rods mentioned are preferably installed in the tubbing, with the two steel rods being arranged on a common plate which has a higher compressive strength than the concrete of the tubbing.
  • the force transmission of two or more steel rods can thus be achieved over a large area, which complicates the construction of the tubbing but further improves the force transmission.
  • the plate is preferably made of steel and both steel rods are welded to the plate, which means that the steel plate can be made particularly durable and connected to the steel rods.
  • the end face of the steel rod forms an angle with the center of gravity of the steel rod which is between 60° and 90°, preferably between 75° and 90°.
  • the steel rod can have an end face that is oblique with respect to the center of gravity in order to individually adjust the space enclosed between the load transfer surface and the end face.
  • a hardened mortar that has a higher compressive strength than the concrete of the segment is located in the said distance, with the mortar particularly preferably being located in a recess that was formed by a filling material that was removed after the concrete had hardened. This allows the distance to be filled in such a way that the load transfer surface is made more stable.
  • the segment preferably has a formwork which is at a distance of 0.1 mm and 50 mm, preferably 0.1 mm and 10 mm, from the end face of the steel rod.
  • the steel bar is a ribbed reinforcing bar which is arranged in the ring direction on the inside and/or the outside of the segment and with two bends is made in the area of the longitudinal joint, so that two different sections of the steel rod run parallel to a circumferential direction of the segment.
  • the steel rod of the first segment has a different diameter than the steel rod of the second segment.
  • the segments can have steel rods of different thicknesses at their ends, so that the segment ring can, for example, be made from identical segments.
  • first and the second segment are preferably arranged relative to one another in such a way that the assembly inaccuracies in a longitudinal joint formed between them are less than 20 mm, preferably less than 10 mm, which in practice provides sufficient accuracy for the segment ring according to the invention.
  • Fig. 1 to Fig. 23 For the sake of clarity, the seals, fastening means, centering means and injection lines normally required for the construction of tunnel tubes 11 in shield tunneling with segments 12 as well as the reinforcement inserted in the segments 12 are not shown.
  • the reinforcement in a segment 12 can consist of reinforcing steel, steel fibers, plastic fibers and stainless steel reinforcement.
  • the Fig.1 shows a section through a tunnel tube 11, which consists of six segments 12.
  • the segments 12 have a thickness d 1.
  • Longitudinal joints 13 are arranged between the segments 12.
  • the six segments 12 form a segment ring 17.
  • the segment ring 17 is loaded primarily by normal compressive forces. Bending moments are caused in the segment ring 17 by assembly inaccuracies during the manufacture of the segment ring 17 and by the load due to the dead weight.
  • the Fig.2 shows that in the longitudinal joint 13 between a first segment 1 and a second segment 2, which are also referred to below as segments 12, the thickness d 1 of the segments 12 is reduced to the thickness d 0 in the load transfer surface 14.
  • the outer areas of the front sides at the longitudinal joints 13 are shifted by, for example, 3 to 5 mm relative to the load transfer surface 14. This creates recesses 28 in the longitudinal joint 13 with a height of, for example, 6 to 10 mm.
  • the Fig.3 shows that the width b 1 of the segments 12 is reduced to the width b 0 in the area of the longitudinal joint 13.
  • the load transfer area 14 results from the product of the width b 0 and the thickness d 0 .
  • the load transfer area 14 is smaller than the cross-sectional area of a segment 12, which results from the product of the width b 1 and the thickness d 1 .
  • first steel rods 3 are installed in the first segment 1 and second steel rods 4 in the second segment 2.
  • the tangent 9 to the center of gravity 7 in the front face 5 of a first steel rod 3 and the tangent 10 to the center of gravity 8 in the front face 6 of a second steel rod have the same intersection points 19 with the load transfer surface 14 because in this example the first steel bars 3 and the second steel bars 4 are installed exactly opposite each other and no offset occurs in the longitudinal joint 13 during the installation of the segments 1 and 2.
  • the steel bars 3 and 4 have a curved shape and consist of ribbed reinforcement bars 20.
  • the end face 5 of the first steel rod 3 and the end face 6 of the second steel rod 4 are each at a distance a from the load transfer surface 14. There is therefore a concrete layer with a height of 2a between the end faces 5, 6.
  • Our own experiments have shown that it is possible to transfer the force of a first steel rod 3, which results from the area of the first steel rod 3 and the yield stress of the steel, via the concrete layer into the second steel rod 4. This transmission of force creates triaxial compressive stresses in the thin concrete layer that are much higher than the maximum uniaxial compressive stress that can be absorbed by the concrete.
  • the Fig.4 shows one of the Fig. 2 corresponding detail with a first segment 1 and a second segment 2, which have a mutual offset v in the direction of the thickness due to assembly inaccuracies.
  • the Fig.5 shows one of the Fig.3 corresponding section with a first segment 1 and a second segment 2, which have a mutual offset w due to assembly inaccuracies.
  • the Fig.6 shows that, as a result of these assembly inaccuracies, the intersection points 19 of the tangents 9 to the centroid axes 7 in the end faces 5 of the first steel bars 3 with the load transfer surface 14 and the intersection points 19 of the tangents 10 to the centroid axes 7 in the end faces 6 of the second steel bars 4 with the load transfer surface 14 have a distance b.
  • the force that can be transmitted in the concrete layer depends on the height 2a of the concrete layer and on the cross-sectional area of the steel rods. If the ratio of the height 2a of the concrete layer and the diameter of the steel rods 3, 4 is greater than 0.15, the full load-bearing capacity of a first steel rod 3 can no longer be transferred to a second steel rod 4. Also those in the Fig. 4 to Fig. 6 The arrangement of the steel rods 3, 4 shown with a mutual distance b reduces the force that can be transmitted via the concrete layer.
  • the Fig.7 shows that a first steel bar 3 and a second steel bar 4 are installed in such a way that the end face 5 and the end face 6 touch each other.
  • the intersection points 19 of the tangents 9 and 10 with the load transfer surface 14 are at the same place.
  • a concrete cover c is present between the edge 16 of the overpressed area 15 and the surface of the steel bars 3 and 4.
  • the Fig.9 shows the development of a segment ring 17, which consists of six segments 12.
  • the segments 12 have a diamond-shaped or trapezoidal shape.
  • the longitudinal joints 13 are therefore not parallel to the longitudinal axis of the tunnel tube 11.
  • the Fig.10 shows that because of the Fig.9 In the arrangement of the longitudinal joints 13 shown, an angle ⁇ occurs between the centroid axes 7 and 8 of the steel bars 3 and 4 and the normal 18 to the load transfer surface 14 because the steel bars 3 and 4 are installed parallel to the side surfaces of the segments 12 arranged in the ring joints.
  • the steel bars 3 and 4 are sawn off at an angle ⁇ to the centroid axes 7 and 8.
  • the end faces 5 of the first steel bars 4 therefore form an angle ⁇ with the centroid axes 7.
  • the end faces 6 of the second steel bars 4 form an angle ⁇ with the centroid axes 8.
  • the steel bars 3 and 4 are installed so that the tangents 9 and 10 are parallel to the normal 18 on the load transfer surface 14.
  • the Fig. 11 and the Fig. 12 show that widenings 21 have been produced next to the end faces 5 and 6 of the steel bars 3 and 4.
  • the widenings 21 can, for example, consist of end pieces 26 made of steel which are screwed onto the threaded ends of the steel bars 3 and 4. It would also be possible to weld steel plates to the ends of the steel bars 3 and 4 in order to produce a widening 21. It would also be possible to apply a thickening in and next to the end faces 5 and 6 of the steel bars 3 and 4 by means of thermal and/or mechanical processes in order to produce a widening.
  • At least one first steel rod 3 is produced with an expansion 21 and installed in a first segment 1 such that the opposite at least one second steel rod 4 has a constant diameter.
  • first steel rods 3 and the second steel rods 4 are installed in such a way that the steel rods 3 and 4 are at a distance from the center planes of the segments 1 and 2.
  • the diameter of the first steel rods 3 is larger than the diameter of the second steel rods 4.
  • the first steel bars 3 are installed so that the end faces 5 lie directly in the plane of the load transfer surface 14.
  • the second steel bars 4 are installed so that they have a distance a between the end faces 6 and the load transfer surface 14.
  • the length of the second steel bars 4 corresponds to the unrolled length of the segment 2 minus twice the distance a.
  • the planned maintenance of the distance a between the load transfer surface 14 and the end faces 6 serves to compensate for manufacturing tolerances.
  • first steel bars 3 are fastened to a plate 27.
  • the plate 27 is made of steel and the steel bars 3 are fastened by a welding process.
  • the plate 27 could also be made of another metallic building material, ultra-high-strength concrete, a ceramic building material or a plastic.
  • the end faces 6 of the second steel bars 4, which are displaced by an offset v are only a distance a from the surface of the steel plate 27 embedded in the first segment 1.
  • the transmission of the compressive forces through the concrete layer arranged between the end faces 5 and 6 of the first steel bars 3 and the second steel bars 4 is more effective when the distance a is small. Because in this example the end faces 6 of the second steel bars 4 are only a distance a from the steel plate even with an offset v, this example represents a particularly advantageous embodiment.
  • the second steel rods 4 have a length that corresponds to the unrolled length of the second segment 2 minus twice the distance a.
  • the segment ring 17 consists of six segments 12, for example, three first segments 12 are made with plates 27 made of steel in the longitudinal joints 13 and three second segments 2 with second steel rods 4, which have a length that corresponds to the unrolled length of the second segments 2 minus twice the distance a.
  • At least two first steel rods 3, arranged in the thickness direction of the segment 1, are fastened to a common plate 27. It would also be possible to arrange at least two steel rods 3 arranged in the direction of the width of the segment 1 on a common plate 27.
  • the fastening of at least two first steel bars 3 on a plate 27 and the fastening of at least two second steel bars 4 on a further plate 27 would be possible, but would mean increased expenditure in the segment production and would only result in an insignificant increase in the load-bearing capacity of the segment longitudinal joint 13, because
  • the basic idea of the present invention is that the compressive force from a first steel bar 3 can be transferred either directly or through a thin concrete layer to a second steel bar 4.
  • a necessary prerequisite for this support mechanism is that the thickness a or 2a of the concrete layer between the end faces 5 and 6 of the steel bars 3 and 4 is small or equal to zero.
  • the ribbed reinforcing bars 20 laid in the ring direction on the inside and outside, which form part of the reinforcement of the segment 12, are each equipped with two bends 29 with a radius r near the longitudinal joint 13, so that the ribbed ones Remove reinforcing bars 20 from the inside or outside of the segment 12, whereby two different sections of the steel rod 3 run parallel to a circumferential direction of the segment 1.
  • the end faces of the steel rods 3 and 4 are arranged in the load transfer surface 14 of the longitudinal joint 13.
  • the already existing longitudinal reinforcement of the segment 12, which in the usual embodiment near the longitudinal joint 13 plays no role in the load-bearing capacity of the segment 12, is used to increase the load-bearing capacity of the longitudinal joint 13. Chipping of the corners of the segments 12 can be prevented by arranging bow-shaped reinforcing bars with small diameters. For the sake of clarity, these bow-shaped reinforcing bars are in the Fig. 16 not shown.
  • Fig. 17 shows that in a formwork 22 for a segment 12, a first steel rod 3 or a second steel rod 4 is installed such that it has a distance a from the load transfer surface 14.
  • the Fig. 18 shows that before or after the installation of the steel rod 3 or 4, a filling material 23 is installed between the end faces 5 or 6 and the formwork 22.
  • the filling material 23 can consist, for example, of extruded polystyrene, an elastomer or wood.
  • the Fig. 19 shows that after the concrete of the segment 12 has hardened, the formwork 22 and the filling material 23 are removed, so that a cavity 24 is created.
  • the Fig. 20 shows that a mortar 25 is then introduced into the cavity 24.
  • the mortar 25 can, for example, consist of a trowelable mortar which, in the hardened state, has a strength of 50 N/mm 2 to 200 N/mm 2 and preferably of 60 N/mm 2 to 120 N/mm 2 .
  • the Fig. 21 shows that a steel rod 3 or 4 is installed so that the tangent 9 or 10 has an angle ⁇ to the normal 18 to the load transfer surface 14 and that the end face 5 or 6 touches the load transfer surface.
  • the thickness of the layer of mortar 25 that fills the cavity 24 is therefore not constant.
  • steel bars 3 or 4 are installed on the inside and outside of the segments 12 in the ring direction in such a way that the areas of the steel bars 3 or 4 further away from the longitudinal joint 13 are in the same position as the longitudinal reinforcement of the segments 12.
  • the steel bars 3 or 4 each have a bend 29 with a radius r. This ensures that the end faces 5 or 6 of the steel bars 3 or 4 are arranged near the load transfer surface 14.
  • the tangents 9 or 10 to the centroid axes 7 or 8 in the end faces 5 or 6 of the steel bars 6 or 4 have an angle ⁇ of 30 degrees to the normal 18 to the load transfer surface 14 in this example.
  • the steel bars 3 or 4 are in this example additionally to the Fig. 22 longitudinal reinforcement (not shown) is installed.
  • the normal compressive stresses of the steel bars 3 and 4 are transferred into the concrete of the segments 12.
  • the normal compressive stresses of the steel bars 3 and 4 can be absorbed by the concrete because the concrete in the segments 1 and 2 has reinforcement near the load transfer surface 14, which is laid in the direction of the segment thickness and in the direction of the segment width and which is arranged in several planes that are positioned parallel to the load transfer surface 14.
  • Such reinforcement laid in a plane parallel to the load transfer surface 14 is referred to as ladder reinforcement.
  • ladder reinforcement Usually, two to four ladder reinforcements are used in a segment 12 near the load transfer surfaces 14. These ladder reinforcements cause a three-axial stress state to arise when the segment ring 17 is loaded near the load transfer surface 14.
  • the first steel bar 3 and the second steel bar 4 have such a large mutual offset due to manufacturing tolerances and positional deviations that can occur during installation of the segments 12 and due to pressure stresses from the rock on the segment ring 17 that the end faces 5 and 6 of the steel bars 3 and 4 come to lie next to each other in the load transfer surface 14.
  • a direct force transfer from the first steel bar 3 via a contact stress to the second steel bar 4 is therefore not possible in this example.
  • the length of a steel bar 3 or 4 can advantageously be selected such that the load-bearing capacity of the steel bar 3 or 4 can be introduced into the concrete of the segment 12 via bonding stresses along the length of the steel bar 3 or 4.
  • the yield point of a steel bar can advantageously be between 200 N/mm 2 and 1200 N/mm 2 and preferably between 500 N/mm 2 and 700 N/mm 2 .

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  • Architecture (AREA)
  • Structural Engineering (AREA)
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  • Lining And Supports For Tunnels (AREA)

Claims (16)

  1. Voussoir de tunnel (12) en béton armé, lequel voussoir de tunnel (12) comporte une surface de transfert de charge (14) pour un joint longitudinal (13), caractérisé en ce qu'au moins une barre d'acier (3) dotée d'une face frontale (5) est intégrée dans le voussoir de tunnel (12),
    laquelle barre d'acier (3) est disposée dans le voussoir de tunnel (12) de telle sorte qu'une tangente (9) à un axe de gravité (7) de la barre d'acier dans la face frontale(5) forme un angle (α) de 0° à 45° avec une normale (18) à la surface de transfert de charge (14) et
    laquelle face frontale (5) est disposée à un intervalle (a) de la surface de transfert de charge (14) qui est de 0 mm à 50 mm, de préférence de 0 mm à 10 mm.
  2. Voussoir de tunnel (12) selon la revendication 1, dans lequel la barre d'acier (3) est une barre d'armature nervurée (20).
  3. Voussoir de tunnel (12) selon une des revendications 1 ou 2, dans lequel la barre d'acier (3) présente une courbure qui correspond sensiblement à la courbure du voussoir de tunnel (12).
  4. Voussoir de tunnel (12) selon une des revendications 1 à 3, dans lequel la barre d'acier (3) est intégrée dans un plan médian du voussoir de tunnel (12).
  5. Voussoir de tunnel (12) selon une des revendications 1 à 4, dans lequel la barre d'acier (3) est intégrée dans le voussoir de tunnel (12) de telle sorte qu'une couverture de béton (c) est prévue entre une face supérieure de la barre d'acier (3) et un bord d'une zone en surpression (16) de la surface de transfert de charge (14).
  6. Voussoir de tunnel (12) selon une des revendications 1 à 5, dans lequel la barre d'acier (3) présente un diamètre de 10 mm à 100 mm, de préférence de 20 mm à 50 mm.
  7. Voussoir de tunnel (12) selon une des revendications 1 à 6, dans lequel une extension (21) de la barre d'acier (3) est prévue à l'intervalle (a) susmentionné, laquelle extension (21) est de préférence un embout vissé (26), une plaque d'acier soudée ou un épaississement de la barre d'acier (3).
  8. Voussoir de tunnel (12) selon une des revendications 1 à 7, dans lequel la barre d'acier (3) a une longueur qui correspond à la longueur développée du voussoir de tunnel (12) moins le double de l'intervalle (a).
  9. Voussoir de tunnel (12) selon la revendication 8 en lien avec la revendication 7, dans lequel l'extension (21) de la barre d'acier (3) est prévue uniquement de façon adjacente à une des intervalles (a).
  10. Voussoir de tunnel (12) selon une des revendications 1 à 9, au moins deux des barres d'acier (3) susmentionnées étant intégrées dans ce voussoir de tunnel (12), une plaque commune (27) qui offre une plus grande résistance à la pression que le béton du voussoir de tunnel (12) étant disposée de façon adjacente à l'intervalle (a), cette plaque (27) étant de préférence fabriquée en acier et les deux barres d'acier (3) étant soudées à la plaque.
  11. Voussoir de tunnel (12) selon une des revendications 1 à 10, dans lequel la face frontale (5) de la barre d'acier (3) forme avec l'axe de gravité (7) de la barre d'acier un angle qui est de 60° à 90°, de préférence de 75° à 90°.
  12. Voussoir de tunnel (12) selon une des revendications 1 à 11, dans lequel la barre d'acier (3) est une barre d'armature nervurée (20) qui est disposée dans la direction circonférentielle sur la face intérieure et/ou la face extérieure du voussoir de tunnel (12) et est fabriquée avec deux flexions (29) dans la zone du joint longitudinal (13) de telle sorte que deux sections différentes de la barre d'acier (3) courent parallèlement à une direction périphérique du voussoir de tunnel (12).
  13. Voussoir de tunnel (12) selon une des revendications 1 à 12, dans lequel dans l'intervalle susmentionné (a) se trouve un mortier durci (25) qui présente une plus grande résistance à la pression que le béton du voussoir de tunnel (12), lequel mortier (25) se trouve de façon particulièrement préférée dans une cavité qui a été formée par un matériau de remplissage (23) enlevé après le durcissement du béton.
  14. Voussoir de tunnel (12) selon une des revendications 1 à 13, lequel voussoir de tunnel (12) comporte pendant la fabrication un coffrage (22) qui se trouve à une distance de 0,1 mm à 50 mm, de préférence de 0,1 mm à 10 mm, de la face frontale (5) de la barre d'acier (3).
  15. Voussoir de tunnel (12) selon une des revendications 1 à 14, dans lequel la barre d'acier (3) qui est disposée dans la direction circonférentielle sur la face intérieure et/ou la face extérieure du voussoir de tunnel (12) et est fabriquée avec un coude (29) dans la zone du joint longitudinal (13) de sorte que la face frontale (5) de la barre d'acier (3) présente un intervalle a par rapport à la surface de transfert longitudinale.
  16. Anneau de cuvelage (17) comprenant au moins un premier voussoir de tunnel (1) et un deuxième voussoir de tunnel (2), chacun selon une des revendications 1 à 15, les surfaces de transfert de charge (14) de ces voussoirs de tunnel (1, 2) étant disposés au moins partiellement en face l'une de l'autre de sorte qu'un joint longitudinal (13) est formé entre elles, la tangente (9) à l'axe de gravité (7) dans la face frontale (5) de la barre d'acier (3) du premier voussoir de tunnel (1) croisant la surface de transfert de charge (14) à un premier point d'intersection (19) et la tangente (10) à l'axe de gravité (8) dans la face frontale (6) de la barre d'acier (4) du deuxième voussoir de tunnel (2) croisant la surface de transfert de charge (14) à un deuxième point d'intersection (19),
    les premier et deuxième points d'intersection (19) se trouvant à une distance (b) l'un de l'autre qui est inférieure à 50 mm, de préférence inférieure à 10 mm.
EP20705273.9A 2019-02-04 2020-02-04 Voussoir de tunnel en béton armé Active EP3921514B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT600222019 2019-02-04
ATA50433/2019A AT522094B1 (de) 2019-02-04 2019-05-14 Tübbing aus bewehrtem beton
PCT/AT2020/060030 WO2020160582A1 (fr) 2019-02-04 2020-02-04 Segment de cuvelage en béton armé

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US1969810A (en) * 1931-11-19 1934-08-14 Mcalpine Malcolm Tunnel lining
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CN101016842A (zh) * 2007-02-12 2007-08-15 上海市隧道工程轨道交通设计研究院 用于盾构法隧道中衬砌管片与内层衬砌间的组合连接结构
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CN103206228A (zh) * 2013-03-28 2013-07-17 西南交通大学 一种盾构隧道用柔性管片
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AT522094A1 (de) 2020-08-15
CN113423919B (zh) 2023-10-24
CA3126404A1 (fr) 2020-08-13
CN113423919A (zh) 2021-09-21
EP3921514A1 (fr) 2021-12-15
AT522094B1 (de) 2024-04-15
EP3921514C0 (fr) 2024-04-03

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