RU2586424C2 - Method for vehicle overcoming of water obstacles - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to high-speed railway transport and is intended to ensure overcoming by transport of water obstacles like rivers, lakes or sea straits via a bottom tunnel. According to the suggested method of overcoming by transport of water obstacles, it is necessary to ensure an eight operation of electric trains in a bottom rectangular tunnel of prefabricated reinforced concrete elements at a speed of 300 km/h. There is foreseen simultaneous movement in every direction of several trains at a safe distance. Trains are protected against terrorists attacks by reinforced concrete structures of the tunnel, high-speed movement of trains in the tunnel and pre-entraining inspection of cars, passengers and their luggage. In contrast to passenger and freight long-distance trains long-distance, cargo-passenger trains ply only from one shore of a water obstacle to another one and vice versa, carrying various cars and their passengers. Tunnel, in fact, is a fast and safe transport conveyor across a water obstacle acting according to logistics laws.

EFFECT: as a result, there is achieved fast and safe crossing of a water obstacle by a railway transport.

1 cl, 3 dwg

Description

The technical solution relates to methods of transport overcoming water obstacles, in particular, the proposed solution "Method of transport overcoming water obstacles" can be used to build a railroad track at the site of overcoming a wide water obstacle.

The level of technology.

Known technical solutions for transport overcoming wide water obstacles:

- ferry crossings;

- bridges;

- sea flyovers;

- tunnels with underground tunneling of a circular gallery;

- Russian patent for invention No. 2503560 “Method for anti-terrorist ultra-high-speed inter-city transportation of passengers and goods” dated 10.01.2014 with a tunnel of rectangular cross-section.

The analogues closest to the proposed technical solution (in terms of the essential features) are railway tunnels with underground tunneling of a circular cross-section gallery under the bottom of a water obstruction, technical solutions according to Russian invention No. 2503560 with a rectangular reinforced concrete tunnel without underground tunneling, with identical internal equipment and the designed steel two-story bridge for the Kerch Strait.

Description of analogue No. 1 - for example, urban metro or the world-famous transport tunnel under the English Channel (Eurotunnel) with information about it on Wikipedia mail.ru at: https://ru.wikipedia.org/wiki/ about technical economic indicators: the length of the tunnel is 49 km (including the underwater section 38 km) with Eurostar train cars. During the construction, 7 million tons of soil was extracted, 15,000 builders worked, construction lasted 7 years. The tunnel consists of three circular volumes with internal reinforced concrete lining - two extreme tunnels with a diameter of 8 meters each for laying one track of railway communication (cars are transported in special two-tier cars) and a middle tunnel of smaller diameter serves for maintenance of the tunnel and laying of communications. The adits for the tunnels are made by the method of underground tunneling at a depth of 114 meters from sea level. The speed of trains is 300 km / h. A passenger train of 11 cars accommodates 800 passengers in seats. Each day, 200 trains pass through each tunnel, i.e. on average, trains leave every 7.2 minutes. The construction costs did not materialize, and the Eurotunnel is considered the most inefficient road in Europe.

The main features of analogue No. 1, coinciding with the essential features of the proposed method of technical solution: tunnels are used to overcome water obstacles by rail.

Description of analogue No. 2. The method provides non-stop railway communication only between megacities using sealed electric shuttle trains in airtight reinforced concrete rectangular almost straight tunnels running in an open trench (without tunneling underground) at a speed of up to 350 km / h. Wagons with increased safety and comfort.

- The maximum annual productivity of the tunnel can be about 200 million passengers in the daytime and 50 million tons of cargo at night.

- The top of the analog tunnel is buried below the ground level of at least 2 m.

- Between adjacent tracks for the opposite movement of trains, instead of a continuous dividing wall, a series of round (aero-streamlined) columns is made, which allows you to double the air volume of the tunnel, and such free flow of air between the tracks will effectively suppress the formation of airbags.

- To reduce the air resistance to the movement of shuttle trains, in the form of air cushions in front of the train and negative cushions behind the last car, the train has streamlined shapes to easily overcome the collision of pre-air cushions when the trains meet in the tunnel and reduce the braking effect of the low-pressure cushion in the region the tail of the train.

- To increase comfort in cars, paired extra-class air seats are installed with their mandatory 180-degree turn (in the direction of the shuttle train).

- Mandatory use of seat belts for the entire duration of the shuttle train, the presence of emergency glazed doors and the reinforced structure of the carriage frame. Each shuttle train is constantly monitored by automation, the incombustibility of the materials from which the wagons are made, the exclusion of the possibility of collision with any object in the tunnel and the transparent two-meter partition separating the landing apron from the railway track and wagons - all this together increases the level of safety for passengers.

- The experience of China is used, for example, on the Beijing-Shanghai line, where high-speed trains leave every 3 minutes.

The main features of analogue No. 2, which coincide with the essential features of the proposed method of technical solution: both tunnels are used for high-speed railway communication with trains leaving at least 3 minutes (if there are customers), underground tunneling is also not required, the cars are also airtight, and the same the tunnel has two railway tracks and the same technical stuffing inside the tunnels.

Description of analogue No. 3 (selected by me as a prototype), closest to the invention for its intended use. The projected “Transport passage through the Kerch Strait” is carried out by the design institute Giprotransmost OJSC, Moscow, Pavel Korchagin Str. 2, gtmost.ru info@gtmost.ru tel. (495) 686 70 77 and additional information on the Internet at go.mail.ru/search?g= Wikipedia. A two-story metal bridge 19 kilometers long over the Kerch Strait using the first floor for two-track railway communication, and the second floor for 4-lane vehicles moving on their own. Plus two multi-kilometer gantry overpasses so that the trains can raise to the level of the bridge and descend on the other side of the bridge, and 2 more large decoupling reinforced concrete flyovers of large diameter in plan to ensure the arrival and lowering of vehicles to the second floor of the bridge at an altitude of more than 55 meters above the surface the strait. The bridge capacity is 100 million passengers per year. The bridge at an altitude of 50 meters above water level on high pylons with their underwater 70-meter extension. The total height of the supports is from 80 to 120 meters. The speed of road transport is about 100 km / h. The two-story bridge-monster in terms of size and volume of construction and installation works is located at a 50-meter height above the strait, and in order to ensure such a position of the bridge in space, hundreds of bridge supports must be completed. The bridge supports will be based on bedrock of the Kerch Strait, designed for the perception of all the usual regulatory loads, taking into account possible emergency rams by sea boats, fishing nets, anchors, sea elements and strict requirements to prevent uneven settlement of foundations, distortions or deviations of bridge supports, 10 -scale seismic shocks, surge headings of ice, and most importantly - inadmissible placement of the bridge route over the functioning volcanoes of the tectonic fault and during inimum 100 years of operation of the bridge. The volume of work is colossal, including underwater work. Journalists claim that the cost of a prototype structure will be the highest in the world.

The main features of the analogue No. 3 (prototype), coinciding with the essential features of the proposed method of technical solution: in both cases, technical solutions are designed to overcome water obstacles (in the form of the Kerch Strait with a width of 4.5 to 6 kilometers) by double-track rail and road transport.

The disadvantages of analogues and prototype regarding the proposed technical solutions are:

By analogue No. 1:

- the implementation of tunnels for tunnels by the method of underground mining;

- the round cross-sectional shape of the tunnels does not allow rational use of the space inside the tunnels (it was convenient for the ancient Greek philosopher Diogenes to live in a barrel!);

- the specified dimensions of the cross section of the tunnels and their spatial arrangement in the form of three independent tunnels connected by transverse passages indicates spatial planning excesses (only one railway track is laid in the transport tunnels) and not rational use of the internal space of the three tunnels;

- not a high annual throughput of tunnels;

- a high level of safety for passengers is not provided, including the implementation of anti-terrorism measures;

- the above main disadvantages are the reason for the bankruptcy of the first company to build the Eurotunnel. The construction costs were not justified and the title deserved: "The most un rational road of Europe."

By analogue No. 2: not suitable for underwater use, although inside the tunnel there are the same two railroad tracks and the technical filling inside the tunnels. The movement of passenger trains only is provided during the day and night of freight trains and the movement of freight and passenger trains is not provided, as well as a significant amount of excavation work to carry out a temporary trench with a depth of at least 6 meters.

The proposed technical solution (for passing the tunnel along the bottom of a water obstacle) is actually an adapted version of analogue No. 2.

By analogue No. 3 (prototype): not a high annual throughput, gigantic volumes of work and not rational expenses for construction work (the proposed technical solution will be cheaper from 30% to 35%, and will be twice as large in throughput). What is only the construction of 3 temporary metal heavy-bearing bridges for the transport of building materials for the construction of the main bridge;

- a high level of safety for passengers is not provided, and anti-terrorism measures are not provided for;

- the designed technical solution cannot be classified as innovative because neglects the laws of logistics;

- The above-mentioned main shortcomings are the basis for journalists to claim that this will be the most cost-effective bridge construction in the world.

Description of the proposed technical solution "Method of transport overcoming water obstacles."

The objective of the technical solution is to overcome water obstacles by rail and road (freight, passenger and freight-passenger), which can be obtained as a technical result of the embodiment of the invention by building a bottom tunnel (1) with an attached communication pocket (2) for all kinds of permanent supply of Crimea (see. Fig. 1). It is possible to add another transport tunnel (3) in the future.

The method provides for the simultaneous movement on the same track of several trains at a safe distance and the simultaneous movement of oncoming trains in the same tunnel with the simultaneous use of two tracks. Electric trains move in a waterproof reinforced concrete rectangular tunnel made along the bottom of a water obstacle (without tunneling underground and building high towers) at a speed of up to 300 km / h. The bulk are freight and passenger trains running from only one shore to the other and vice versa. The outer edges of the tunnel are streamlined (without corners) to reduce the possibility of engaging the anchor or fishing net. For example: the time to overcome the Kerch Strait (from one coastal station to another, i.e. 20 km) in 5-6 minutes.

- The maximum estimated annual productivity of the tunnel is approximately 200 million passengers during daylight hours and 50 million tons of cargo at night.

Hermetic passenger cars (10) with a high level of safety and normal comfort.

Two rows of double seats and no windows are installed in the cars they are not needed in the tunnel.

- Mandatory use of seat belts for the entire duration of the train, the presence of emergency glazed doors and the reinforced structure of the carriage frame. Each train is under constant control of automation, incombustibility of the materials from which the wagons are made, the exclusion of the possibility of collision with any object in the tunnel and glazed doors, as well as the technology of extracting a train flooded in the tunnel - all this in combination increases the level of safety for passengers.

- To reduce the air resistance to the movement of trains, in the form of air cushions in front of the train and negative cushions behind the last car, the train has streamlined shapes to easily overcome the impact of pre-air cushions when the trains meet in the tunnel and reduce the braking effect of the low-pressure cushion in the area of the train tail .

- There is no continuous dividing wall between adjacent tracks for the opposite train movement, which allows you to double the air volume, and such free flow of air between the tunnels will effectively suppress the formation of airbags.

- For example, China’s rational experience is used - on the Beijing-Shanghai line, where high-speed trains leave every 3 minutes. The adoption of such a busy schedule of train departures in the summer season requires the technologically necessary set of support services and facilities (car entrances, a system of loading and unloading dead ends, shunting tracks and landing aprons) in order to prepare trains in advance (if there are customers).

In the proposed technical solution, in addition to the usual high-speed passenger and freight trains, freight and passenger trains are provided in which passengers of their own vehicles travel in a passenger car (10) acting as a locomotive, and their vehicles overcome the water barrier in the same train on container cars ( 11) as on a ferry - cars and their passengers overcome a water barrier on one ship (with long loading and unloading and low speed). Wheels (9) and rails (8) of normal railway gauge.

The tunnel, in essence, is a transport conveyor through a water obstacle, organized and operating according to the laws of logistics. All container wagons of the train have a normal track and represent a single continuous platform for free, without waiting in line, independent arrival of cars from the end of the train (see Fig. 2) and independent exit from the other end of the train on the opposite bank of the water obstacle.

For this, a part of the train, only from container wagons, is driven into a dead end, to which there is a specially equipped car access (13) for self-loading and self-unloading of vehicles (16) from the end of the train and a landing platform (14) with a guard (15) for passengers to leave their cars to the passenger car and vice versa. The rigging team shows the drivers of the cars where to stop and fixes the cars for the time of transportation, and the passengers of the cars go to the platform for boarding the passenger car in their seats according to the tickets.

A wall-shield (12) is provided along one side of the container carriages for hanging rigging, fire-fighting equipment (so that nothing lies on the floor and does not interfere with the passage of cars) and video cameras to monitor the state of transported vehicles on the go. The opposite side of the container ships is completely open for the passage of passengers of vehicles to the boarding platform and further transition to the passenger carriage or vice versa. Due to the high degree of concentration of people and equipment at the crossing over a water barrier, the facility has a high degree of attractiveness for terrorists, and therefore pre-boarding inspection of cars and passengers with their luggage is necessary.

According to the law of Archimedes, ascent forces directed upward and equal to the weight of the liquid displaced by the tunnel constantly act on the tunnel. Therefore, the strength, massiveness and severity of the tunnel structures not only fulfill their design purpose, but also the second - they contribute to the tunnel's non-floating nature and help the system to prevent the tunnel from surfacing due to stone cargo, anchors (7) fixed to bedrock of the bottom of a water obstacle.

The problem is solved due to the fact that in the invention, “The method of transport overcoming water obstacles”, containing technical solutions common with analogs and significant characterizing features, the following differences are provided when implementing the present invention.

It is envisaged to make a bottom-hole rectangular tunnel made of precast concrete elements with connecting spacers, combined into one structure using stainless steel rods over the entire length of the tunnel. The bottom of the tunnel is buried in friable bottom sediments to ensure reliable support of the precast concrete elements of the tunnel (5) to the leveling monolithic reinforced concrete layer (4) laid on primary bottom soil rocks. The tunnel element mounted under water through the elastic docking strip is attracted to the previous tunnel element by tightening the self-jammed thread of the couplings connecting the ends of the embedded rods (6). Thus, the rods (6) become continuous along the entire length of the tunnel, combining precast concrete elements of the tunnel into a single tunnel design. These rods, together with couplings, are the most critical structures, and therefore are made of high-strength stainless steel.

In areas with a change in the direction of the tunnel, docking pads with variable thickness are used.

- Perform an anti-floating system of the tunnel with the help of a stone weigher and anchors fixed in the bedrock of the bottom of a water obstacle.

- Do not perform the tunnel heating system, taking into account the use of heat from heating the rails and wheels due to constant electrical discharges.

- The internal thermal insulation of the walls is made of a material that is simultaneously sound absorbing.

- The configuration of the tunnel cover is streamlined without protruding ribs, for which an anchor or fishing net could catch.

“In addition to the usual high-speed passenger and freight long-distance trains, they provide for the movement of freight and passenger trains through the tunnel, designed only to overcome water obstacles for passengers and their cars.

- Provide a technologically necessary set of services (car entrances, loading and unloading deadlocks, boarding aprons) that provide advance preparation of trains for departure (if there are customers).

- Provide a system of loading and unloading dead ends, where cars, moving from the car entrance to the end of the train from container platforms, are self-loading and driving along the continuous surface of the train to the previous self-loading car, and upon arrival at the dead end on the opposite side, they leave from the other end of the train to the car entrance self-unloading from a passenger train.

- To ensure safety systems, it is planned to use a sealed locomotive combined with a passenger carriage having a two-hour autonomous life support system and in case of an accident or terrorist attack (when the water quickly fills the tunnel), the nearest mini-submarine delivers the end of the cable and connects it to the end of the train to a powerful portal winch at the entrance to the tunnel pulled a train out of the tunnel.

To install another reinforced concrete element of the tunnel in place at the bottom, a 200-ton floating crane is used. This will increase the length of the precast concrete elements of the tunnel and reduce the number of joints of the tunnel.

By the time the tunnel elements are installed, seawater will be inside the tunnel and it cannot be pumped out until all stone weights and anchors have been completed, securing the tunnel to the bottom and guaranteeing that the tunnel is not entangled.

- The placement of the driver’s cabs at the ends of the sealed passenger car - locomotive, ensures the safety of the driver in case of emergency filling of the tunnel with water, and since the car has a two-hour autonomous life support system.

- The tunnel does not provide for the possibility of moving cars on their own, as a forced stop of one of thousands of cars will stop traffic in the tunnel for a long time.

- If cars moved along the tunnel on their own, and not on platforms, the gas contamination of the tunnel (with the economical size of the tunnel) would be unacceptable and the throughput of the tunnel would decrease significantly, as the speed of cars would not be more than 50 km / h, and not like a train - 300 km / h.

- To reduce the volume of underwater work and improve the quality of insulation manufacturing, prefabricated reinforced concrete elements of the tunnel at the plant are brought to the maximum level of readiness (internal insulation of the tunnel surfaces, strong waterproofing that is not damaged by anchors and fishing nets and waterproofing lining between the ends of the reinforced concrete elements of the tunnel).

- Taking into account the experience of operating the tunnel under the English Channel, it is more advisable not to implement a cooling system for rails heated by constant electric discharges, but to use this heat and refuse to perform the heating system of the tunnel and exclude the cost of its implementation and operation.

- The manufacture of prefabricated reinforced concrete elements of the tunnel should be made of high-strength waterproof concrete, taking into account the high degree of aggressiveness of sea water. To lay down the minimum required amount of work in the project documentation so that the cost of constructing a bottom tunnel is the minimum necessary.

The proposed invention "Method of transport overcoming water obstacles" has the distinctive features specified in the claims of the proposed technical solution. Given the fact that between the set of essential features of the claimed object and the achieved technical result, there is a causal relationship set forth above and reflecting all types of technical result known to the applicant in comparing the actual indicators by analogues with their comparisons with the indicators of the claimed object and with an explanation, due to which it became possible to improve the performance of the proposed facility in comparison with three analogues.

The proposed technical solution "Method of transport overcoming water obstacles" (due to the actual advantages over analogues) allows you to:

by analogue No. 1: to reduce the amount of construction work and construction time and, accordingly, to reduce the cost of construction due to:

- refusal from underground tunneling, which constitutes the bulk of the work and cost;

- rejection of the circular shape of the tunnel in the context, ensuring the rational use of the volume of the tunnel;

- rejection of space-planning excesses in the form of construction for each railway track of a separate tunnel;

- to increase the throughput of the tunnel, abandon the mode of sending trains on average every 7.2 minutes, while in China ground trains leave every 3 minutes:

- qualify the provided conditions for the level of safety for passengers as elevated, including for terrorist security.

By analogue No. 2: with minor design changes, analogue No. 2 created the possibility of using a tunnel to overcome a water obstacle along the bottom of high-speed passenger and freight long-distance trains, and the range of provided combination services with the ability to pass through the tunnel to overcome the water obstacle of cargo-passenger trains was supplemented in which car owners, professional truckers and their companions ride in a passenger car, and their cars drive on freight platforms (very good service for vacationers-motorists and professional truckers).

By analogue No. 3 (prototype):

- refusal of low speeds of motor transport overcoming water obstacles on their own, which reduces the throughput by analogue No. 3 (prototype);

- refusal to overcome a water obstacle at an altitude of 50 meters above water level (for free passage of water transport) with the construction of a large number of high supports and huge traffic intersections to create the possibility of raising railway transport to the level of entry to the bridge at an altitude of 50 meters above water level. The metal bridge has a high degree of windage, and wind loads will be significant;

- consider the proposed technical solution innovative using the invention and the laws of logistics;

- qualify the provided conditions for the level of safety for passengers as elevated, including for terrorist security.

During seismic shocks and other external influences on the tunnel (during the long term of operation of the structures), the forces of the structures are proportional to the spatial rigidity of these structures. In the proposed tunnel construction made of precast concrete elements, there are numerous joints that are expansion joints with gaskets that provide waterproofness and significant longitudinal deformability of the tunnel. As a result, the maximum possible forces do not arise in the tunnel structures and, accordingly, heavy-duty tunnel structures are not required. Significantly reduced the threat of loss of usability of the tunnel in the next 100 years.

Two mini-submarines will be in the arsenal of operators not only in the event of an accidental flooding of the tunnel, but also for constant external monitoring of the state of the tunnel and performing necessary repairs under water.

The technical solution described above, “Method of transport overcoming water obstacles”, is carried out in accordance with modern technologies and the guidelines in the text of this description.

The invention is intended to provide transport overcoming water obstacles in the form of rivers, lakes or straits using a bottom tunnel. The technical result is achieved by the construction of a tunnel along the bottom of a water obstacle. This is the most high-performance, inexpensive and service-comfortable way for mass overcoming water obstacles by vehicles (the most mobile, numerous, convenient and everywhere passable, except for water obstacles). Therefore, overcoming the water obstacle by traveling motorists and professional truckers on freight and passenger trains, in which car owners and professional truckers ride in the passenger carriage, and their cars ride on the freight platforms of the same train (which is a very convenient service for holidaymakers and truckers, as there are no other obstacles on the surface of the earth for them).

The volume of construction and installation work and the cost of the proposed invention, “Method of transport overcoming water obstacles” is about a third less than during construction by analogue No. 3 (prototype), and the throughput is twice as much.

Claims (1)

The method of transport overcoming water obstacles, providing railway communication, characterized in that:
- provide for the implementation of a rectangular bottom tunnel of prefabricated reinforced concrete elements of the tunnel with docking pads and combined into a single tunnel structure using stainless steel rods over the entire length of the tunnel;
- taking into account the weight of the tunnel structures perform anti-floating tunnel system;
- movement along the tunnel of freight and passenger trains intended only to overcome water obstacles by passengers together with their cars, combine with the movement of high-speed passenger and freight long-distance trains;
- provide for the construction of technologically necessary loading and unloading deadlocks, shunting paths, landing aprons and automobile entrances, providing the possibility of preparing trains for departure in advance every 3 minutes (if there are customers);
- the configuration of the tunnel cover is streamlined without protruding ribs, which could catch the anchor of the vessel or fishing net;
- provide for the construction of a system of loading and unloading dead ends, where cars on the move, without waiting in line, exit the car entrance directly to the end of the train from container platforms, that is, they are self-loading, and along the continuous surface of the train they drive to the previous self-loading car, and upon arrival of the train to the same dead end on the opposite bank, cars alternately leave from the other end of the train to the car entrance, that is, they unload themselves from the cargo-passenger train;
- to ensure the safety of passengers, all of them are inspected when boarding a sealed passenger carriage with a two-hour autonomous life support system during emergency filling of the tunnel with water;
- the internal thermal insulation of the walls of the tunnel is made of non-combustible material, which is also sound absorbing;
- do not perform the tunnel heating system, taking into account the use of heat from heating the rails and wheels due to the occurring constant electric discharges.

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