JP3099086B2 - Subway of shield tunnel which becomes double-layered double track - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Recently, large cities in developed nations have become increasingly crowded, with increased concentration of people, goods, funds and information, while the number of vehicles has increased dramatically due to the remarkable increase in the number of vehicles. Road traffic congestion has become extreme, increasing traffic accidents, not only leading to constant traffic congestion in various places, but also ground-based rail transport has become oversaturated, leading to day and night commuter hell, especially in the morning and evening. Conventional railroads, which are taxiing during rush hours, have increased the number of trains and increased the number of trains to surpass the urgent need, but these measures have now reached their limits. Moreover, it is extremely difficult to realize the increase in the number of railway lines and new lines that are considered to be the most effective for the traffic demand for commuting to school, which has recently increased unusually, because the problem of high land prices stands in the built-up city area, As a result of these phenomena,
It severely hinders daily city functions.

The most ideal way to deal with this situation is to build a subway system, and major metropolitan cities in each country can see the development of various types of subway networks.

There are currently two methods of constructing tunnels for subway roads, one of which is to lay a box-shaped tunnel by the open cut method or the latent box method, which is applied when the depth is shallow. In some cases, a tunnel with a circular cross section is laid by a shield method at deep depths.

However, recently, many foundations have been constructed to a very deep place due to the denseness and high rise of constructions in cities, and the subway route tends to be limited mainly to the main street while avoiding these. In addition to the major restrictions on free design on railroad routes that dislike strong curves, the problem of land tenure underground has made the construction of subways by shallow routes increasingly difficult.

On the other hand, the construction of a subway using the shield method for large depth routes has the advantage that free routes can be designed underground in the city avoiding obstacles in the case of the above-mentioned shallow depth,
Subway road construction in the future tends to be a deep subway at a certain cost.

However, subway construction inevitably requires a huge amount of construction cost compared to the construction of ground lines and elevated lines, so that the excavation section has been made a little smaller, and recently a mini-mini Subway construction is being promoted in various places.

The construction of these mini-subways is meaningful on routes with modest traffic demand.However, on subway lines that serve as trunk lines connecting large terminal sub-centers with several terminal stations for suburban railways, Such mini-subways cannot handle huge traffic demands at all, so it is necessary to run a conventional train with a vehicle width (for example, 2,790 to 2,865 mm), and if necessary, the Shinkansen trains of Japan There is also a need to run such as 3,400mm wide.

That is, the conventional double track cider tunnel is usually set with a double track line that allows the train to run side by side with respect to the tunnel cross section, but here the present invention relates to a circular excavation cross section cider tunnel, A subway system in which a double track consisting of two upper and lower tracks is constructed over the entire length of the route to allow a train with an ultra-wide body to run, and the weight of the upper track floor and the load and vibration of the upper running train added thereto The lower end of the arc column of the arc column to support and
It is fixed with bolts and nuts etc. so that it is sandwiched from both ends in the invert concrete which will be the lower track floor,
The side surfaces of the arc-shaped column are formed with substantially the same curvature as the arc-shaped inner wall surface of the lower half of the tunnel formed cylindrically with the segment as a base, and a cushion material such as hard rubber is provided on the arc-shaped inner wall surface of the lower half of the tunnel. This is a subway system that has two layers of reciprocating lanes in the tunnel, which are in close contact with each other through the road, and this makes it possible to run a train with an ultra-wide body that can achieve twice or more traffic volume. As a result, it is possible to secure a dramatic amount of transportation to compensate for the expensive subway construction costs.

This will be described below in detail with reference to the drawings, in comparison with the case of a conventional line.

Fig. 1 shows a cross section of a standard double-track shield tunnel of a subway line in major cities in Japan. The vehicle (1) is a model of the Eidan Marunouchi line in Tokyo. It will be a conventional line.

In other words, the shield tunnel of the conventional line illustrated in FIG. 1 has a radius D of the excavated cross section of 4,900 mm and a diameter E of 9,800.
mm, and the thickness F of the tunnel frame (2) including the segments and the secondary lining is 500 mm. In this tunnel, a train (1) having a standard track C of 1,435 mm having a vehicle width B of 2,790 mm, a vehicle height A of 3,495 mm, and a standard gauge C of 1,435 mm was run as a double-track having both left and right sides. In this case,
A large amount of invert concrete (3) is required, and in the case of an overhead wire current collection method, a pandagraph (4) and overhead wire equipment are required in the upper space, but a current collection method using a third rail without these aerial equipment. Even in the case of, when a double track runs side by side in a tunnel having a circular cross section, a considerable useless space is created in the vertical direction.

On the other hand, in the present invention, the ratio of the transport amount to the excavated area is significantly increased by dividing the shield tunnel equivalent to that for the Shinkansen into two upper and lower sections and running as a double-track railway up and down.

That is, according to the present invention, as shown in FIG. 2, when the height A 'of the train (5) is 3,700 mm, the radius D of the shield tunnel is 6,500 mm, as viewed from the average height of the human body. Ideally, the cross-sectional diameter E 'should be about 13,000 mm.

In the case of such a shield tunnel, the thickness F 'of the tunnel frame (6) is 550 mm in the segment, the secondary lining is 300 mm, and the total wall thickness is 850 mm. As shown in the figure, an upper track rail (7) is provided over the entire length of the tunnel at a height of 1, and a train (5) is run on the upper and lower sides in a reciprocating direction as a double track.

In the case of such a configuration, the vehicle width B 'of the train (5)
As shown in Table 1, the excavation cross section of a conventional double track shield tunnel is
Assuming that 0.79 m ² is 1, in the present invention, the excavated cross-sectional area is 40.8
Only increases in only 1.3 times the 4m ^2, the vehicle body width of the conventional lines
Compared to 2,790 mm, the subway train of the present invention has a body width of 6,900 mm
At the same time, it will actually exhibit 2.47 times the transport capacity.

When the present invention is compared with the cross section of the shield tunnel of a conventional Shinkansen railway in Japan, the Shinkansen shield tunnel is exemplified as the Tohoku Shinkansen No. 1 Ueno tunnel as shown in FIG. Height A "is 4,000m
m, and the vehicle width B "is 3,400 mm, so a shield tunnel that can pass as a double track with a body of this size,
The radius D of the appendix section is 6,510 mm, the diameter E "is 13,020 mm, and the thickness (8) of the tunnel body F" is 550 m in the segment.
m, the secondary lining is 300mm and the total is 850mm, and the excavation cross-sectional area is almost the same as the upper and lower two-layer subway shield tunnel of the present invention.

However, when the transport amount of both of them is converted into the width of the car body, as shown in Table 1, if the case of the Shinkansen is 1, then in the case of the present invention, it will be said that it is twice as much, and the excavation cross section is It can be seen how strong transportation capacity can be ensured by dividing and using the upper and lower layers.

In the figure, the gauge C of the conventional line and the gauge C ″ of the Shinkansen are both 1,435 mm between the standard gauges. However, in the case of the present invention, since the vehicle is an ultra-wide body, the gauge C 'is also 3,000 m for stable running.
It would have to be a super-wide gauge railway of m or more.

However, when the super-wide gauge is used, when the left and right wheels rotate coaxially as in a conventional train, a large rotation difference is caused between the left and right wheels at the curved portion, causing an undesirable friction rotation between the wheels and the rail. Although there is a fear, if the left and right wheels are independently rotated by the recently developed linear motor propulsion, this problem will be easily solved technically.

Regarding the power collection system, the third rail system will be used instead of the overhead line system using a panda graph, which requires a large amount of space above, so that an ultra-wide, flat, ultra-large vehicle can be run in two layers above and below. In general, the construction of shield tunnels was carried out by excavating and carrying out earth and sand while propelling a shield digging machine with a circular cross section into the soil, and at the same time, turning into a block made of iron or reinforced concrete on the tunnel wall with a circular cross section. The segment (9) is assembled, and the tunnel wall is held so as not to collapse by utilizing the mutual support of the segments. On the inner surface side, the secondary lining (10) further increases the strength and waterproofness. It is completed by rolling up reinforced concrete.

However, a structure such as a beam (12) that supports and supports an upper roadbed (11) to which a large force or vibration is applied locally is usually applied to the tunnel wall having such a structure. Should not be installed directly on the interior wall of the car.

Therefore, in the present invention, as shown in FIG. 4, mounting plates (1) are provided at both ends of a beam (12) on which an upper track bed (11) is placed and supported.
3) Inverted concrete (3), which is an arc-shaped column (14) made of H-shaped steel or square pipe made into an arc shape along the inner surface of the tunnel through etc.
It is structured to be supported so as to be sandwiched from the upper side of the slab via the treadplate (16).

In this case, the lower end of the circular column (14) of the treadle plate (16) fixed to the inverted concrete (3) is fixed with bolts and nuts, etc., but the beam (12) and the circular column ( The side surface of (14) is not directly fixed to the tunnel body (6), but is made to abut softly over the entire contact surface with a cushioning material such as hard rubber. ) And most of the vibration caused by the train running and the load on the upper roadbed (11) and the beam (12) are transmitted to be sandwiched between the lower invert concrete (3) via the arc-shaped column (14). Loads and vibrations are transmitted from the side of the arcuate column (14), which is curved in an arc, to a gentle state that is widely dispersed in the lower half of the tunnel frame (6) composed of segments via cushioning material. Be supported and accepted Therefore, by dividing the shield tunnel into upper and lower layers, it is possible to smoothly travel without failure several railway.

Incidentally, (17) in FIG. 4 is a drainage groove, and illustration of rails in the tunnel, third rail for current collection, communication lines, sidewalks of workers, and the like are omitted.

According to such a configuration, since the load of the structure for supporting the train running on the road and its track bed and the like can be constructed without directly and locally applying the load to the tunnel frame (6) composed of the segments and the like, the life of the tunnel is maintained long. In the future, for example, in the case of construction of a large undersea shield tunnel using both a double-track railway and a motorway for running ordinary trains, since the traffic space as the upper and lower two layers can be effectively stored in a circular cross section without waste. It can be used for

[Brief description of the drawings]

[Fig. 1] Cross section of conventional subway double track shield tunnel,

[Fig. 2] The shield tunnel with the same excavation section as the Shinkansen double track shield tunnel in Japan is a double track tunnel with upper and lower layers.
A cross-sectional view of the tunnel of the present invention in which a train having the same height as a conventional line vehicle and an ultra-wide body is run,

[Fig. 3] Cross-sectional view of Japanese traditional Shinkansen railway double track shield tunnel,

FIG. 4 is a sectional view of a shield tunnel showing a configuration for supporting an upper track floor according to the present invention.

Claims (1)

(57) [Claims] In a shield tunnel having a circular excavated cross section, a subway system device in which a double-track having two layers of upper and lower layers is constructed over the entire length of the line to allow a train having an ultra-wide body to run, comprising: The lower ends of the arc columns in the row of arc columns to support the weight of the raceway floor and the load and vibration of the upper running train added thereto are fixed with bolts and nuts so that the lower ends of the arc columns are sandwiched from both ends by invert concrete. At the same time, the side surface of the arc column is formed with substantially the same curvature as the arc-shaped inner wall surface of the lower half of the tunnel formed into a cylindrical shape with the segment as a base, and the hard rubber is formed on the arc-shaped inner wall surface of the lower half of the tunnel. A subway system with two tunnels inside and outside the tunnel, which are in close contact with each other via a buffer material.