KR20240059719A - Tunnel structure of multi-layer shell for absorbing shear deformation of ground, and method for the same - Google Patents

Abstract

In tunnel structures such as undersea tunnels or undersea tunnels, the tunnel lining can be slimmed by forming a multi-layer shell consisting of an outer lining, a middle layer, and an inner lining to absorb ground shear deformation, and also serves as air ventilation. At the same time, the air pressure in the tunnel can be adjusted by installing a duct-type damper that buffers shock from the outside, and thus, a ground shear deformation absorbing multi-layer shell tunnel structure and its construction method that enable high-speed trains are provided.

Description

Ground shear deformation absorbing multi-layer shell tunnel structure and construction method {TUNNEL STRUCTURE OF MULTI-LAYER SHELL FOR ABSORBING SHEAR DEFORMATION OF GROUND, AND METHOD FOR THE SAME}

The present invention relates to a multi-layer shell tunnel structure, and more specifically, in a tunnel structure such as an underwater tunnel or an undersea tunnel, an external lining and an intermediate layer are provided to absorb ground shear deformation. and a ground shear deformation absorbing multi-layer shell tunnel structure that forms a multi-layer shell consisting of an internal lining and a construction method thereof.

Recently, demands have been raised both domestically and internationally for the construction of undersea tunnels or undersea tunnels that can form a transportation and logistics network in coastal areas or between countries and are free from natural disasters such as typhoons and heavy snowfall. Various methods are used to construct such undersea tunnels, depending on construction conditions and purposes, such as cut-and-cover, underground excavation, submerged, and floating methods.

For example, the Seikan Tunnel is an undersea tunnel that passes through the Tsugaru Strait between Japan's Honshu and Hokkaido, connecting the two regions, and was opened in 1988. Additionally, the Channel Tunnel is an undersea tunnel connecting the UK and France, and was opened in 1994.

In addition, the Helsinki Tallinn Tunnel is an undersea tunnel connecting Finland and Estonia, and is currently scheduled for tunnel construction.

In Korea, the Boryeong Undersea Tunnel, which connects Daecheon Port in Sinheuk-dong, Boryeong-si, Chungcheongnam-do, to Wonsan Island in Ocheon-myeon, was fully opened in November 2021.

Figure 1 is a diagram illustrating a flow path undersea tunnel as a general undersea tunnel structure.

As shown in Figure 1, the undersea tunnel structure used in the Anglo-French undersea tunnel uses a service tunnel and a pressure relief (reduction type) duct in addition to the main line parallel tunnel.

This Hatter Journal is a tunnel that passes under the sea, and is necessary when the bridge construction is a section that affects the shipping route due to the presence of a port during bridge construction, or when bridge construction is difficult due to the need to pass over a long sea section.

As mentioned above, several undersea tunnels have been opened, and it is expected that there will continue to be demand for necessary sections in the future.

Meanwhile, in most undersea tunnel construction, stability issues due to faults, soft zones, and large-scale seawater inflow are major issues.

Specifically, these undersea tunnels differ from regular tunnels in several ways as follows.

Because the main construction sections of undersea tunnels are covered with seawater, and often a significant layer of soil may be deposited on the undersea floor, high-level undersea survey techniques must be applied, and there is also more uncertainty when interpreting the survey results than for land tunnels. Therefore, high-quality ground investigation and design are required.

In addition, because the possibility of seawater inflow is unlimited in undersea tunnels and the water pressure is very high, measures against inflow are important when constructing tunnels under high water pressure, and predicting seawater inflow is generally very difficult.

In addition, because the continuous collapse of an undersea tunnel or the inflow of a significant amount of seawater can lead to a large-scale disaster, it is essential to prepare countermeasures against such risks.

In addition, the possibility of seawater inflow is uncertain in undersea tunnels, and all inflow water must be pumped out of the tunnel using a pump.

At this time, because the inflow seawater contains salt, it can cause significant corrosion problems in tunnel excavation equipment and support materials.

In addition, the downward slope from the entrance and exit of the tunnel can result in high costs for transportation and pumping, and optimization of the minimum rock thickness at the top of the tunnel is always a key element in undersea tunnel design.

In addition, continuous geological surveys are required during tunnel excavation, and a high level of vigilance and measures must be prepared for unexpected occurrences during tunnel excavation.

In addition, a high level of quality control must be ensured during ground investigation, design, excavation, and construction, and because ground investigation is difficult due to high pressure and special environmental conditions of seawater, undersea tunnels constructed under these conditions are much more difficult than land tunnels. A high stability rate must be secured.

Additionally, special restrictions are needed regarding the transportation of hazardous materials in undersea tunnels.

Figure 2 is a diagram illustrating an undersea tunnel using existing tunnel construction methods.

As shown in Figure 2, in order to be able to resist high earth pressure and water pressure in underwater tunnels and undersea tunnels using existing tunnel construction methods, the thickness of the lining and support material increases significantly.

Accordingly, there is a limitation that the economic feasibility of the tunnel may decrease as the concrete structure becomes enlarged and the cross-sectional area of the tunnel excavation increases.

Meanwhile, as prior art related to undersea tunnels, Japanese Patent Publication No. Hei 7-42181 discloses an invention titled “tunnel unit,” which will be described with reference to FIG. 3.

Figure 3 is a cross-sectional view showing an underwater tunnel to which a tunnel body unit according to the prior art is applied.

Referring to Figure 3, the underwater tunnel to which the tunnel body unit according to the prior art is applied, By forming a core portion 11 between the outer cylinder 19 and the inner cylinder 21, which are concentrically made of concrete, and forming a honeycomb structure 22 thereto, a plurality of web plates 12 are formed. The outer cylinder 19 and the inner cylinder 21 are connected, and a plurality of hexagonal column-shaped fillings are formed in the core portion 11 by the web plate 12.

By filling the charging space with lightweight filler 13, weight reduction is achieved and water leakage into the charging space is prevented.

In addition, the tunnel unit 15 can be formed in a structural state that is resistant to local destruction or bending through the reinforcing strength of the web plate 12.

Specifically, as shown in FIG. 3, the underwater tunnel has a tunnel structure 15 floating in water such as the sea, and a tunnel space is formed inside the tunnel structure 15. The tunnel structure 15 is formed so that its overall specific gravity is smaller than that of the sea.

In addition, the outer cylinder 19 forming the outer periphery of the tunnel body unit, the inner cylinder 21 forming the inner periphery of the tunnel body unit, and the core between the outer cylinder 19 and the inner cylinder 21. A honeycomb structure 22 is formed in the tunnel circumferential direction to fill the portion 11.

According to an underwater tunnel using a tunnel body unit according to conventional technology, an underwater tunnel can be built with a tunnel body unit that is lightweight and has high rigidity.

Meanwhile, as another prior art related to undersea tunnels, Republic of Korea Patent No. 10-892134 discloses an invention titled “block for undersea tunnels,” which will be described with reference to FIGS. 4A and 4B.

Figure 4a is a perspective view showing a block for an undersea tunnel according to the prior art, and Figure 4b is a front view showing a block for an undersea tunnel.

Referring to FIGS. 4A and 4B, the blocks for undersea tunnels according to the prior art are blocks used when constructing undersea tunnels and are easily manufactured due to their simple structure.

In order to ensure that construction is carried out quickly within a short period of time and to significantly reduce construction costs compared to bridges, it includes a main body (30), a weight application unit (40), a buoyancy application unit (50), and a road unit (60). .

The main body 30 forms a middle tube 32 between the inner tube 31 and the outer tube 33, and has several diaphragms 32a and 33a between the inner tube and the middle tube and between the middle tube and the outer tube. The synthetic resin material is molded into a multi-tube shape using a conventional extruder.

The weight application part 40 is formed to have weight by injecting concrete between the inner tube 31 and the middle tube 32 so that it can sink to the seabed.

The buoyancy application unit 50 is formed between the middle tube 32 and the outer tube 33 to apply buoyancy by injecting or exhausting air so that the tube can sink or float depending on the depth of the sea floor.

The road portion 60 is formed inside the inner pipe 31 for the passage of vehicles, trains, etc. while having a large bearing capacity even under the pressure of the sea floor.

Here, the road unit 60 is mounted and fixed by a connection fixing part 70 with prefabricated blocks 63 in contact with each other on the inner peripheral surface of the inner pipe,

Inside the prefabricated block, a floor plate 62 is constructed on the upper part of the support piers 61 to form a roadway 62a and a sidewalk 62b, and a receiving space 62c is provided at the lower part of the floor plate to accommodate various cables. ) is formed.

The connection fixing part 70 forms an inlet space 71 in a corresponding part where the prefabricated blocks come into contact, so that when the prefabricated block is molded in the inlet space on one side, a fixture 72 such as a nut is built in, and the inlet space on one side is inserted into the other side. The space portion is fastened and fixed by inserting a fastening fixture 73 such as a bolt fastened to the fixture 72.

Accordingly, according to the block for an undersea tunnel according to the conventional technology, manufacturing is easy due to a simple structure, construction is also carried out quickly in a short period of time, and construction costs are significantly reduced compared to bridges.

Construction can be carried out smoothly within a short period of time with minimal construction costs, making it easy to construct an undersea tunnel suitable for the current situation.

In addition, various cables can be accommodated at the bottom of the floor plate of the road, so there is no need to install separate cables, and it is highly practical.

In addition, by allowing wires to be inserted and connected to the prefabricated blocks provided in the inner pipe, the blocks themselves can have greater bearing capacity after construction of the undersea tunnel.

Meanwhile, as another prior art, Republic of Korea Patent No. 10-998649 discloses an invention titled “Underwater tube tunnel built in an underground excavation hole and its construction method,” referring to FIGS. 5A and 5B. Explain.

Figure 5a is a side cross-sectional view showing the process of gravity-based construction of an underwater tube tunnel built in an underground excavation according to conventional technology, and Figure 5b is a buoyancy-type construction process of an underwater tube tunnel built in an underground excavation hole. This is a cross-sectional view shown.

Referring to FIG. 5A, when constructing the underwater tube tunnel 80 built in an underground excavation according to the conventional technology by gravity, first, an underground excavation 81b is formed in the seafloor, such an underground excavation ( 81b) is formed by excavating from land to the seafloor, and a lining layer 81c is formed on the inner surface of the underground excavation hole 81b.

Such underground drilling holes 81b can be continuously installed in the seafloor using, for example, a Tunnel Boring Machine (TBM) device 81.

At this time, a waterproof lining layer 81c of the thinnest possible thickness is formed on the inner surface of the continuously formed underground excavation hole 81ㅠ. This waterproof lining layer (81c) is,

For example, a primary cement concrete layer is sprayed on the inner surface of the underground excavation hole 81b, a waterproof sheet containing a plastic or rubber sheet is attached and installed on the primary cement concrete layer, and concrete is placed on the adhesive layer of the waterproof sheet. It can be constructed inside the underground excavation hole (81b) through the process of installing the lining layer (81c).

The concrete lining layer 81c is constructed continuously after the formation of the underground excavation hole 81b by installing a mobile lining construction device 81a behind the TBM (Tunnel Boring Machine) device 81 in the underground excavation hole 81b. .

Afterwards, a tube tunnel 82 is built inside the underground excavation hole 81b, and this tube tunnel 82 has a structure in which a roadway or sidewalk is formed inside.

The tube tunnel 82 is manufactured as individual units in a separate onshore manufacturing plant, and then transported into a structure such as a dry dock 82a provided on land, and is equipped with a separate extrusion device such as a large hydraulic cylinder, for example. It is inserted into the lining layer (81c) of the underground excavation hole (81b) by a continuous extrusion method through 82b).

The tube tunnel 82 slides into the underground excavation hole 81b. To ensure smooth sliding, the lining layer 81c of the underground excavation hole 81b is provided with a sliding surface when the tube tunnel 82 is extruded. To achieve this, a plurality of rollers 82c can be installed at regular intervals along the longitudinal direction.

In addition, the underwater tube tunnel 80 built within the underground excavation hole 81b is formed with a water-filled layer 83 filled in the space between the underground excavation hole 81b and the tube tunnel 82.

This water-filled layer 82 is formed between the outer surface of the underground excavation hole 81b and the inner surface of the underwater tube tunnel 80. This water-filled layer 83 is formed through the water inlet 83a, which will be described later. From outside, for example, sea water flows in,

As shown in Figure 5a, a multi-stage waterproof ring 84 is installed around the front outer edge of the tube tunnel 82 to fill the space limited to the space between the underground excavation hole 81b and the tube tunnel 82 with water. , It is a structure that blocks the inflow of water in front of the tube tunnel 82.

Specifically, it is provided with a water inlet (83a) for supplying water to the water filled layer 83, and this water inlet (83a) is in the form of a vertical passage extending from the upper side of the underground excavation hole (81b) to the sea level. , It is constructed by constructing a caisson (83b) on the sea floor.

And this water inlet (83b) is equipped with blocking devices, for example, valve devices (83c), to control the flow of water flowing into the inside.

Additionally, the water inlet 83a may include a ventilation hole 83d extending above the water surface.

In addition, referring to FIG. 5b, when constructing an underwater tube tunnel built in an underground excavation hole according to the conventional technology using a buoyancy method, the underwater tube tunnel 80 built in the underground excavation hole 81b is ) and the tube tunnel 82 is provided with a spacer 85 to maintain a certain gap.

At this time, the mounting position of the spacer 85 may vary depending on whether the tube tunnel 82 is a gravity structure or a buoyancy structure.

This spacer 85 has a structure including a cushioning support 85a. The spacer 85 forms a plurality of grooves 85d on the outer surface of the tube tunnel 82, and the inside of each groove 85d is formed. is provided with a buffer support (85a).

The buffer support (85a) is made of a rubber material with excellent elasticity and restoring force, and a hydraulic jack (85b) is located at the bottom of the buffer support (85a), so that the buffer support (85a) moves into the tube tunnel by the operation of the hydraulic jack (85b). It protrudes to the outside of (82).

The hydraulic jack (85b) moves the rod forward and backward through the hydraulic jack line (85c) connected to the inside of the tube tunnel (82), so that the shock absorber (85a) rises and falls by the operation of the hydraulic jack (85b). When lifted by (85b), the buffer support (85a) protrudes from the outer surface of the tube tunnel (82) to the inner surface of the underground excavation hole (81b).

The spacer 85 is filled with high-strength non-shrinking mortar 86 inside the groove 85d to fix the position after the cushioning support 85a protrudes outward. To this end, one side of the groove 85d is provided. A mortar filling port (86a) is formed, an air outlet (86b) is formed on the other side, and an elastic waterproof rubber ring (86c) is formed on the outside of the cushioning support (85a) to block the inner space of the groove (85d) from the outside. This can be installed.

Through this structure, the inner space of the groove (85d) is isolated from the outside, and the high-strength non-shrinking mortar (86) is injected through the mortar filling port (86a) and the groove (85d) space through the air outlet (86b). The air inside is discharged and the mortar 86 is filled in the groove 85d.

Accordingly, according to the underwater tube tunnel built in an underground excavation according to the conventional technology, when water is filled between the underground excavation and the tube tunnel and the tube tunnel is extruded, buoyancy is applied to the tube tunnel by the water. , Through this buoyancy, the tube tunnel can be maintained close to weightlessness and extrusion operation can be achieved. Therefore, the construction of an underwater tube tunnel can be easily accomplished.

And since the water filled between the underground excavation hole and the tube tunnel can push and support the lining layer of the underground excavation from the inside with significant water pressure, it is structurally safe and can effectively prevent the collapse of the underground excavation hole.

In addition, the water filled between the underground excavation hole and the tube tunnel acts as a fluid buffer damper, allowing the underwater tube tunnel to remain structurally safe even against external forces such as earthquakes.

Meanwhile, in the case of existing undersea tunnels, in relation to the configuration of connecting the precast inner lining or outer lining, an inlet through which fastening members can be inserted into the precast panel is constructed, using fastening members such as bolts and nuts. The majority of configurations that connect panels or segments are used.

In addition, there is a need for more in-depth research on the material composition of high-durability precast panels considering the salinity characteristics of the seabed and the connection joints between each precast panel.

In addition, when constructing an underwater tunnel, precast panels are used for rapid construction, but a specific construction method that requires appropriate durability and stability is needed considering the characteristics of construction on the seabed.

Republic of Korea Patent No. 10-892134 (registration date: March 31, 2009), title of invention: “Block for undersea tunnel” Republic of Korea Patent No. 10-998649 (registration date: November 30, 2010), title of invention: “Underwater tube tunnel constructed in an underground excavation hole and its construction method” Japanese Registered Patent No. 6,935,471 (Registration Date: August 27, 2021), Title of Invention: “Sea Tunnel” U.S. Patent No. 4,657,435 (registration date: April 14, 1987), title of invention: “Underwater Tunnel Construction” Japanese Patent Publication No. Hei 7-42181 (publication date: February 10, 1995), title of invention: “Tunnel unit” European Patent Publication No. EP3945164A1 (publication date: February 2, 2022), title of invention: “Underwate Traffic Tunnel”

The technical problem to be achieved by the present invention to solve the above-described problems is to form a multi-layer shell consisting of an outer lining, a middle layer, and an inner lining to absorb ground shear deformation in a tunnel structure such as an underwater tunnel or an undersea tunnel. The purpose is to provide a ground shear deformation absorbing multi-layer shell tunnel structure that can slim the lining and its construction method.

Another technical problem to be achieved by the present invention is a ground shear deformation absorbing multi-layer shell tunnel structure that can control the air pressure in the tunnel by installing a duct-type damper that serves to ventilate the air and at the same time buffer shock from the outside. and its construction method.

Another technical problem to be achieved by the present invention is to reduce construction costs by reducing the tunnel excavation cross-section, and to improve the safety and maintainability of the tunnel internal structure, such as a ground shear deformation absorbing multi-layer shell tunnel structure and the same. It is intended to provide a construction method.

As a means to achieve the above-described technical problem, the ground shear strain absorbing multi-layer shell tunnel structure according to the present invention includes an external lining formed on the inner peripheral surface of tunnel excavation to primarily support the load applied to the tunnel; An intermediate layer made of a duct-type damper and an intermediate material and formed on the inner peripheral surface of the outer lining to protect the inner lining by absorbing the load and deformation transmitted from the outer lining; An internal lining formed on the inner peripheral surface of the intermediate layer to protect the tunnel internal structure without corrosion problems caused by inflow water; and an air circulation port formed by communicating the duct-type damper of the middle layer with the inner lining to be connected to an external air circulation port for air pressure adjustment and air circulation inside the tunnel, wherein the outer lining, the middle layer, and the inner lining form a multi-layer shell. The duct-type damper is characterized in that it acts as a damper to absorb ground shear deformation by reducing the load transmitted from the external lining.

Here, the outer lining primarily supports the load due to high water pressure and earth pressure and the external force of earthquake, but is made of a material that allows maximum deformation within the limit without destruction or damage.

Here, the intermediate layer includes a duct-type damper installed longitudinally along the inner lining at a position capable of absorbing maximum tensile and compressive deformation due to shear deformation due to a dynamic load; And it may include an intermediate material that fills the space between the outer lining and the inner lining.

Here, a plurality of duct-type dampers may be installed at positions where maximum deformation of the outer lining and the inner lining occurs to reduce deformation transmitted from the outer lining.

Here, the duct-type damper may be a square-shaped duct-type damper or a circular duct-type damper depending on its cross-sectional shape.

Here, the intermediate material is preferably formed of a soft material with a waterproof function to reduce the load transmitted from the outer lining and shock due to earthquakes.

Here, the inner lining is non-corrosive and non-porous, and can block water flowing into the tunnel.

The ground shear deformation absorbing multilayer shell tunnel structure according to the present invention may further include a waterproofing membrane installed on the inner peripheral surface of the external lining for waterproofing.

Meanwhile, as another means for achieving the above-described technical problem, the construction method of a ground shear strain absorbing multi-layer shell tunnel according to the present invention includes the steps of a) excavating the ground for tunnel construction; b) forming an external lining by assembling segments on the ground excavation surface; c) installing a waterproof membrane on the inner peripheral surface of the outer lining; d) forming an intermediate layer consisting of a duct-type damper and an intermediate material on the inner peripheral surface of the outer lining; e) forming an inner lining on the inner peripheral surface of the intermediate layer; and f) forming an air circulation port by communicating the inner lining with the duct-type damper, wherein the outer lining, the middle layer, and the inner lining form a multi-layer shell, and the duct-type damper of step c) is It is characterized by playing a damping role in absorbing ground shear deformation by reducing the load transmitted from the external lining.

Here, the tunnel in step a) may be an undersea tunnel or an undersea tunnel.

Here, the air circulation port in step f) is formed by communicating the duct-type damper of the intermediate layer with the inner lining so as to be connected to the external air circulation port for air pressure control and air circulation inside the tunnel.

According to the present invention, in a tunnel structure such as an underwater tunnel or an undersea tunnel, the tunnel lining can be slimmed by forming a multi-layer shell consisting of an outer lining, a middle layer, and an inner lining to absorb ground shear deformation.

According to the present invention, the air pressure in the tunnel can be adjusted by installing a duct-type damper that serves to ventilate the air and at the same time buffer shock from the outside, thereby making it possible to increase train speed.

According to the present invention, construction costs can be reduced by reducing the tunnel excavation cross-section, and the safety and maintainability of the tunnel internal structure can be improved.

According to the present invention, it is possible to improve safety and reduce construction costs during the construction of undersea tunnels by excluding the pressure relief duct used in most undersea tunnels, and by forming the ventilation opening gap as wide as possible when constructing ultra-long tunnels such as undersea tunnels. Construction costs can be reduced.

Figure 1 is a diagram illustrating a flow path undersea tunnel as a general undersea tunnel structure.
Figure 2 is a diagram illustrating an undersea tunnel using existing tunnel construction methods.
Figure 3 is a cross-sectional view showing an underwater tunnel to which a tunnel body unit according to the prior art is applied.
Figure 4a is a perspective view showing a block for an undersea tunnel according to the prior art, and Figure 4b is a front view showing a block for an undersea tunnel.
Figure 5a is a side cross-sectional view showing the process of gravity-based construction of an underwater tube tunnel built in an underground excavation according to conventional technology, and Figure 5b is a buoyancy-type construction process of an underwater tube tunnel built in an underground excavation hole. This is a cross-sectional view shown.
Figure 6 is a front view showing a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention.
Figure 7 is a perspective view showing the position of a square-shaped duct-type damper in a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention.
FIG. 8 is a diagram specifically showing the square-shaped duct-type damper shown in FIG. 7.
Figure 9 is a diagram showing a circular duct-type damper in a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention.
FIG. 10 is a diagram specifically showing the circular duct-type damper shown in FIG. 9.
Figure 11 is a diagram for explaining that the ground shear deformation absorbing multi-layer shell tunnel structure absorbs shear strain according to an embodiment of the present invention.
Figure 12 is an operation flow chart showing the construction method of a ground shear deformation absorbing multi-layer shell tunnel according to an embodiment of the present invention.
Figures 13a to 13f are cross-sectional views for specifically explaining the construction method of a ground shear strain absorbing multi-layer shell tunnel according to an embodiment of the present invention.

Below, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. In order to clearly explain the present invention in the drawings, parts unrelated to the description are omitted, and similar parts are given similar reference numerals throughout the specification.

Throughout the specification, when a part is said to “include” a certain element, this means that it may further include other elements rather than excluding other elements, unless specifically stated to the contrary.

[Ground shear deformation absorbing multi-layer shell tunnel structure (100)]

Figure 6 is a front view showing a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention.

Referring to FIG. 6, the ground shear strain absorbing multilayer shell tunnel structure 100 according to an embodiment of the present invention includes an outer lining 110, a waterproofing membrane 120, an intermediate layer 130, an inner lining 140, and Includes a drainage guideway (150).

In addition, it includes an air circulation port 160 as shown in FIG. 8, which will be described later.

The outer lining 110 is formed on the inner peripheral surface of tunnel excavation and is a lining that primarily supports the load applied to the tunnel. It allows maximum deformation within the limit that does not cause destruction or damage, so the lining thickness can be minimized. .

That is, the external lining 110 primarily supports the load due to high water pressure and earth pressure and external forces such as earthquakes. At this time, maximum deformation can be allowed within the limit without destruction or damage to the outer lining 110, so the thickness of the entire lining can be reduced. For example, the outer lining 110 may be formed by assembling multiple concrete segments.

The waterproof membrane 120 is installed on the inner peripheral surface of the outer lining 110 for waterproofing.

The middle layer 130 is a layer that protects the inner lining 140 by absorbing the load and deformation transmitted from the outer lining 110, and is composed of a duct-type damper 131 and an intermediate material 132 with a waterproof function. do. Here, the duct-type damper 131 may be a square-shaped duct-type damper 131a or a circular duct-type damper 131b depending on its shape, as will be described later.

The duct-type damper 131 of the middle layer 130 is a damper installed longitudinally along the inner lining 140 at a position that can absorb the maximum tensile and compressive deformation caused by shear deformation due to dynamic loads such as earthquakes. It plays a damping role in reducing the load transmitted from the external lining 110.

The intermediate material 132 of the intermediate layer 130 fills the space between the outer lining 110 and the inner lining 140, and is a soft material that reduces the load transmitted from the outer lining 110 and shock due to earthquakes, etc. It is formed from materials.

The inner lining 140 is a lining capable of non-corrosion and non-porous joints, and serves to protect the inner structure of the tunnel without problems such as corrosion caused by inflow water such as seawater.

The drainage guideway 150 is installed in the lower center or lower portions on both sides of the inner lining 140 to drain the tunnel.

As shown in FIG. 8, which will be described later, the air circulation port 160 includes the duct-type damper 131 of the middle layer 130 and the inner lining ( 140) is formed by connecting.

Accordingly, the ground shear strain absorbing multilayer shell tunnel structure according to an embodiment of the present invention is a cross-sectional reduction type multilayer that can reduce ground shear strain such as an earthquake under conditions of high load such as an undersea tunnel. It is formed in a shell structure.

Typically, undersea tunnels have thick linings to resist high pressure, which significantly increases construction costs. However, the ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention absorbs the load experienced in the outer lining 110 in the middle layer 130 including the duct-type damper 131 and transfers it to the inner lining 140. With a structure that minimizes the transmission of , it is possible to reduce the thickness of the lining without compromising tunnel stability.

In addition, the air pressure-adjustable duct-type damper 131 can adjust the air pressure within the internal lining 140 to the desired level, thereby widening the ventilation opening installation interval required for ultra-long tunnel construction, and is a pressure reduction tunnel used in existing undersea tunnels. can be removed.

Meanwhile, Figure 7 is a perspective view showing the position of a square-shaped duct-type damper in a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention, and Figure 8 shows the square-shaped duct-type damper shown in Figure 7. This is a drawing that shows it specifically.

As shown in FIG. 7, the duct-type damper 131 has the shape of a hollow duct with an empty interior, and the air pressure inside the tunnel can be adjusted by connecting the inner lining 140 and the air circulation port 160. there is.

At this time, since the duct-type damper 131 is connected to the external ventilation port (not shown) of the tunnel, air can be injected and discharged arbitrarily. Additionally, when designing a tunnel, the quantity, placement location, and shape can be changed according to the load review results.

At this time, the duct-type damper 131 shown by reference numeral A in FIG. 7 may be a square-shaped duct-type damper 131a, as shown in FIG. 8 .

In other words, the deformation occurring in the outer lining 110 due to the load is absorbed by the intermediate layer 130 composed of the duct-type damper 131 and the soft intermediate material 132 and is transmitted to the inner lining 140. minimize.

Accordingly, even if deformation occurs in the outer lining 110, the safety of the inner lining 140 and the tunnel internal structure is not impaired.

Meanwhile, Figure 9 is a diagram showing a circular duct-type damper in a ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention, and Figure 10 specifically shows the circular duct-type damper shown in Figure 9. This is a drawing that represents.

The duct-type damper 131 shown by reference numeral B in FIG. 9 may be a circular duct-type damper 131b, as shown in FIG. 10 .

Accordingly, the ground shear strain absorbing multilayer shell tunnel structure according to an embodiment of the present invention is formed as a multilayer shell capable of absorbing shear strain when a tunnel experiences a dynamic load such as an earthquake.

This multi-layer shell tunnel structure is composed of an outer lining 110, an inner lining 140, and an intermediate layer 130 that serves to absorb shear deformation between them.

At this time, a large load such as an earthquake received from the outer lining 110 is relieved by the duct-type damper 131, which functions to absorb energy and control air pressure, and the intermediate material 132 made of a soft material, and then is transferred to the inner lining 140. By delivering this, the thickness of the entire lining of the tunnel structure can be reduced, thereby improving safety during tunnel construction and reducing construction costs.

Meanwhile, Figure 11 is a diagram for explaining that the ground shear strain absorbing multi-layer shell tunnel structure absorbs shear strain according to an embodiment of the present invention.

In the ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention, as shown in FIG. 11, when an external force acts on the outer lining 110 and shear deformation of the outer lining 110 occurs,

The duct-type damper 131 and the intermediate material 132 can absorb shear deformation, and thus, the stability inside the tunnel can be secured by controlling the deformation of the inner lining 140.

Shear deformation occurs as the external lining 110 primarily supports external forces such as earthquakes. At this time, the outer lining 110 is formed in a structure that allows some degree of deformation, and the shear deformation of the outer lining 110 can be absorbed by the soft duct-type damper 131 and the intermediate material 132.

In other words, since the deformation in the outer lining 110 is absorbed by the middle layer 130, the load transmitted to the inner lining 140 is greatly reduced,

Accordingly, the deformation of the inner lining 140 is controlled and internal stability of the undersea tunnel can be secured.

In addition, since the structure allows for some deformation of the outer lining 110, the thickness of the outer lining 110 can be minimized, and thus the overall lining thickness and excavation cross-sectional area of the tunnel structure can be reduced.

Accordingly, as the lining thickness of the entire tunnel is reduced, not only the cost of the tunnel structure but also the tunnel excavation cross-section is reduced, enabling economical tunnel design and construction.

In addition, by applying the duct-type damper 131 capable of controlling air pressure, there is no need for an additional transverse tunnel (pressure relief duct) used in undersea tunnels, etc. to reduce existing pressure.

Ultimately, according to the ground shear deformation absorbing multi-layer shell tunnel structure according to an embodiment of the present invention, in tunnel structures such as undersea tunnels or undersea tunnels,

The tunnel lining can be slimmed by forming a multi-layer shell consisting of an outer lining, a middle layer, and an inner lining to absorb ground shear deformation.

In addition, by installing a duct-type damper that serves to ventilate the air and at the same time buffer shock from the outside, the air pressure in the tunnel can be adjusted, thereby making it possible to increase train speed.

[Construction method of ground shear deformation absorbing multi-layer shell tunnel]

Figure 12 is an operation flow chart showing the construction method of a ground shear deformation absorption type multi-layer shell tunnel according to an embodiment of the present invention, and Figures 13a to 13f are each a flow chart showing the construction method of a ground shear deformation absorption type multi-layer shell tunnel according to an embodiment of the present invention. These are cross-sectional drawings to explain the construction method in detail.

Referring to FIG. 12, in the construction method of a ground shear strain absorbing multi-layer shell tunnel according to an embodiment of the present invention, first, the ground 200 is excavated for tunnel construction (S110).

Specifically, as shown in Figure 13a, the ground 200 is excavated using the New Astrian Tunneling Method (NATM) or Tunnel Boring Machine (TBM) method for the construction of a tunnel such as an undersea tunnel or an undersea tunnel, and a long-distance undersea tunnel In this case, it is preferable to excavate using the TBM (Tunnel Boring Machine) method. At this time, the cross-section of the tunnel is shown as being circular, but it may also be horse-shaped.

Next, the segments are assembled on the excavated surface of the ground 200 to form the external lining 110 (S120).

Specifically, as shown in Figure 13b, the outer lining 110 primarily supports the load due to high water pressure and earth pressure and the external force of earthquake, but is deformed within the limit without destruction or damage. It is made of a material that allows maximum.

For example, the outer lining 110 can be formed by assembling multiple concrete segments for rapid construction.

Next, as shown in FIG. 13C, a waterproof membrane is installed on the inner peripheral surface of the outer lining 110 (S130).

Next, an intermediate layer 130 consisting of a duct-type damper 131 and an intermediate material 132 is formed (S140).

Specifically, as shown in FIG. 13D, the middle layer 130 is,

A duct-type damper 131 installed longitudinally along the inner lining 140 at a position capable of absorbing maximum tensile and compressive deformation due to shear deformation due to dynamic load; And it may include an intermediate material 132 that fills the space between the outer lining 110 and the inner lining 140.

At this time, a plurality of duct-type dampers 131 are installed at positions where maximum deformation of the outer lining 110 and the inner lining 140 occurs to reduce the deformation transmitted from the outer lining 110,

The duct type damper 131 may be a square duct type damper 131a or a circular duct type damper 131b depending on its cross-sectional shape.

In addition, the intermediate material 132 is preferably made of a soft material with a waterproof function to reduce the load transmitted from the outer lining 110 and shock due to earthquakes.

Next, an internal lining 140 is formed on the inner peripheral surface of the intermediate layer 130 (S150). Specifically, as shown in Figure 13e, the internal lining 140 is formed on the inner peripheral surface of the intermediate layer 130 to protect the structure inside the tunnel without corrosion problems caused by inflow water, and is a corrosion-free and non-porous joint inside the tunnel. The inflow of water into the furnace can be blocked.

Next, the inner lining 140 and the duct-type damper 131 are communicated to form an air circulation port 160 (S160).

Specifically, as shown in FIG. 13F, the air circulation port 160 is connected to the duct-type damper 131 of the middle layer 130 and the inner lining to be connected to the external air circulation port for air pressure control and air circulation inside the tunnel. It is formed by connecting (140).

According to the construction method of a ground shear deformation absorbing multi-layer shell tunnel according to an embodiment of the present invention, construction costs can be reduced by reducing the tunnel excavation cross-section, and the safety and maintainability of the tunnel internal structure can be improved,

In addition, by excluding the pressure relief duct used in most undersea tunnels, safety can be improved and construction costs can be reduced during undersea tunnel construction, and construction costs can be reduced by making the ventilation gap as wide as possible when constructing ultra-long tunnels such as undersea tunnels. It can be reduced.

In the end, the construction method of the ground shear strain absorbing multi-layer shell tunnel according to the embodiment of the present invention can be applied to the construction of long-distance undersea tunnels where it is difficult to install ventilation holes,

In addition, it can be applied to tunnel construction in sections with unfavorable ground conditions, such as long-distance undersea tunnels such as continental railways.

The description of the present invention described above is for illustrative purposes, and those skilled in the art will understand that the present invention can be easily modified into other specific forms without changing the technical idea or essential features of the present invention. will be. Therefore, the embodiments described above should be understood in all respects as illustrative and not restrictive. For example, each component described as single may be implemented in a distributed manner, and similarly, components described as distributed may also be implemented in a combined form.

The scope of the present invention is indicated by the claims described below rather than the detailed description above, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention. do.

100: Ground shear deformation absorption type multi-layer shell tunnel structure
200: Ground
110: outer lining 120: waterproof membrane
130: middle layer
131: Duct type damper 132: Intermediate material
131a: Square-shaped duct-type damper 131b: Circular-shaped duct-type damper
140: inner lining
150: drainage induction channel 160: air circulation port

Claims (17)

An external lining (110) formed on the inner peripheral surface of tunnel excavation to primarily support the load applied to the tunnel;
An intermediate layer made of a duct-type damper 131 and an intermediate material 132 and formed on the inner peripheral surface of the outer lining 110 to absorb the load and deformation transmitted from the outer lining 110 and protect the inner lining 140. (130);
An internal lining 140 formed on the inner peripheral surface of the intermediate layer 130 to protect the tunnel internal structure without corrosion problems caused by inflow water; and
An air circulation port 160 formed by communicating the duct-type damper 131 of the middle layer 130 and the inner lining 140 to be connected to an external air circulation port for air pressure control and air circulation inside the tunnel,
The outer lining 110, middle layer 130, and inner lining 140 form a multilayer shell; The duct-type damper 131 is a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that it plays a damping role in absorbing ground shear deformation by reducing the load transmitted from the external lining 110. According to paragraph 1,
The outer lining 110 primarily supports the load due to high water pressure and earth pressure and the external force of earthquake, but is formed of a material that allows maximum deformation within the limit without destruction or damage. A ground shear deformation absorbing multi-layer shell tunnel structure. The method of claim 1, wherein the middle layer 130 is:
A duct-type damper 131 installed longitudinally along the inner lining 140 at a position capable of absorbing maximum tensile and compressive deformation due to shear deformation due to dynamic load; and
A ground shear deformation absorbing multi-layer shell tunnel structure including an intermediate material (132) that fills the space between the outer lining (110) and the inner lining (140). According to paragraph 3,
The duct-type damper 131 is characterized in that a plurality of duct-type dampers 131 are installed at positions where maximum deformation of the outer lining 110 and the inner lining 140 occurs to reduce the deformation transmitted from the outer lining 110. A multi-layer shell tunnel structure that absorbs ground shear deformation. According to paragraph 3,
The duct-type damper 131 is a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that it is a square-shaped duct-type damper 131a or a circular duct-type damper 131b depending on its cross-sectional shape. According to paragraph 3,
The intermediate material 132 is a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that it is formed of a soft material with a waterproof function to reduce the load transmitted from the external lining 110 and shock due to earthquakes. According to paragraph 1,
The internal lining 140 is a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that it blocks inflow into the tunnel through non-corrosion and non-porous joints. According to paragraph 1,
A ground shear deformation absorbing multi-layer shell tunnel structure further comprising a waterproofing membrane 120 installed on the inner peripheral surface of the external lining 110 for waterproofing. a) excavating the ground 200 for tunnel construction;
b) forming an external lining 110 by assembling segments on the excavated surface of the ground 200;
c) installing a waterproof membrane on the inner peripheral surface of the outer lining (110);
d) forming an intermediate layer 130 made of a duct-type damper 131 and an intermediate material 132 on the inner peripheral surface of the outer lining 110;
e) forming an inner lining 140 on the inner peripheral surface of the intermediate layer 130; and
f) forming an air circulation port 160 by communicating the inner lining 140 and the duct-type damper 131;
The outer lining 110, middle layer 130 and inner lining 140 form a multi-layer shell; Construction of a ground shear strain absorbing multi-layer shell tunnel structure, wherein the duct type damper 131 in step c) plays a damping role to absorb ground shear deformation by reducing the load transmitted from the external lining 110. method. According to clause 9,
A method of constructing a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that the tunnel in step a) is an underwater tunnel or an underwater tunnel. According to clause 9,
The outer lining 110 in step b) is made of a material that primarily supports the load due to high water pressure and earth pressure and the external force of earthquakes, but allows maximum deformation within the limit without destruction or damage. A construction method for a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that it is formed. The method of claim 9, wherein the intermediate layer 130 in step d) is,
A duct-type damper 131 installed longitudinally along the inner lining 140 at a position capable of absorbing maximum tensile and compressive deformation due to shear deformation due to dynamic load; and
A method of constructing a ground shear strain absorbing multi-layer shell tunnel structure including an intermediate material (132) that fills the space between the outer lining (110) and the inner lining (140). According to clause 12,
The duct-type damper 131 is characterized in that a plurality of duct-type dampers 131 are installed at positions where maximum deformation of the outer lining 110 and the inner lining 140 occurs to reduce the deformation transmitted from the outer lining 110. Construction method of ground shear deformation absorbing multi-layer shell tunnel structure. According to clause 12,
The construction method of the ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that the duct-type damper 131 is a square-shaped duct-type damper 131a or a circular duct-type damper 131b depending on its cross-sectional shape. According to clause 12,
The intermediate material 132 is a construction method of a ground shear strain absorbing multi-layer shell tunnel structure, characterized in that the intermediate material 132 is formed of a soft material with a waterproof function to reduce the load transmitted from the external lining 110 and shock due to earthquakes. According to clause 9,
The inner lining 140 in step e) is formed on the inner peripheral surface of the intermediate layer 130 to protect the inner structure of the tunnel without corrosion problems caused by inflow water, and to block inflow water into the tunnel through non-corrosion and non-porous joints. A construction method for a ground shear deformation absorbing multi-layer shell tunnel structure. According to clause 9,
The air circulation port 160 in step f) is formed by communicating the duct-type damper 131 of the middle layer 130 with the inner lining 140 to be connected to the external air circulation port for air pressure control and air circulation inside the tunnel. A construction method for a ground shear deformation absorbing multi-layer shell tunnel structure, characterized in that: