The method of construction of the new tunnels deep under the surface between two metro stations after the accidental destruction of the old tunnels

 

(57) Abstract:

New tunnels deep under the surface between two metro stations after the accidental destruction of the old tunnels construct, descending from the first station under the thalweg erosion. The longitudinal axis of the new, right along from the first station, tunnel all over the place in the same vertical plane with the longitudinal axis of the old right of way. Then assign the length to fit two normative curves: circular to pair the elements of the longitudinal profile and the transition plan from the beginning of the station platform the second station to the second vertical plane, normal to the first. On the line of intersection of these planes emit a vertical line connecting the two points: one at the bottom belonging to the axis of the new right of way, the other at the top belonging to the axis of the existing right of station tracks. Horizontal normal in the second vertical plane restrict the center of the circular curve normative for railway track radius. From the bottom of the vertical lines describe the axis of the new right of way the same radius on the right one-turn spiral to the top point of the vertical and connect with the right station PU is rodallega profile with minimal slope, connecting element of descent and ascent, to the beginning of the one-turn spiral binding in a single slope that defines the minimum steepness of the ascent of the spiral. New left tunnel being constructed parallel to the axis of the right tunnel on the straight and concentric with him on the curves in the plots when the width of the intertrack spaces equal to midout at the second station. 2 Il.

The invention relates to the construction of subways, directly to the reconstruction of their separate parts in case of need.

The objective of the invention is the elimination of tunneling through the emergency area of the washout to ensure the safety and smooth operation of the subway.

The objective of the method of construction of the new tunnels deep under the surface between two metro stations after the accidental destruction of the old tunnels is solved due to the fact that the new tunnels of the building, descending from the first station under the thalweg erosion, preserving the protective thickness over them, and the longitudinal axis of the new right during distillation of the tunnel, and match it in terms of the longitudinal axis of a new railway road, all the way down between the end and beginning of two station Poza what about the path distillation of the tunnel, then assign the distance required to fit two normative curves; one pie for coupling adjacent elements of the longitudinal profile and the other transition in the plan, from the beginning of the station platform the second station to the second, new, vertical plane, normal to the first and crossing both predstavlennyh track and in a straight line to the intersection of these two planes emit a vertical line connecting the two points; one at the bottom belonging to the axis of the new right of way, the other at the top belonging to the axis of the existing station right path, spend a horizontal normal lying in a second vertical plane, through the bottom point of the vertical and limiting the normal center of the circular curve is acceptable and normative for railway track radius, then from the bottom of the vertical lines describe the axis of the new right of way the same radius on the right one-turn spiral from the bottom to the top point of the vertical, where her limit, connecting the axis of the new right path distillation of the tunnel to the right of the station by the second station, and pave the intermediate element longitudinal profile from the lower starting point of the rise of the new right path distillation of the tunnel, which take the x element, by the beginning of the one-turn spiral binding in a single monotonous slope that defines the minimum steepness of the ascent of the spiral, and the new left of the main line tunnel being constructed so that the longitudinal axis of its prescribed path parallel to the axis of the right tunnel on the straight and concentric with him on the curves of the track sections and matching with the right axis the way their elevations in the longitudinal profile with a width of intertrack spaces equal to the intertrack spaces at the second station.

Describes the set of features provides receive the following technical result.

The selected method of construction, replicating in terms of the old track running tunnels from the first to the second station located to the right of the last one-turn spiral ascent to it, eliminates the need of design work on the preparation of feasibility studies and project assignments, and allows to make working drawings. The method solves only the problem of communication in the whole of metro lines.

This new track tunnels virtually eliminates the need for extensive engineering and geological surveys.

The descent from the first station under the thalweg erosion and rise to the AUX on the steepness of the slope is alternated with a slope twice less that is consistent with the requirement of design standards subways, SNiP P-40-80, p. 3.12.

This avoids overheating of the rheostats on rolling stock during the descent in braking, regenerative braking motors and overload on the rise.

Tunnels throughout are dense, homogeneous, waterproof Proterozoic clays, the best environment for mechanized tunnelling shields (average speed of construction and operation of tunnels and reduce production time for each activity.

Elevation stations and thalweg scour their mutual references in the plan, in the case of a standard crawls old trails that stretch between the stations to the left or right, set almost the same length as these two rounds, and the proposed method with the use of the same maximum slope gradients. When this inevitably will be part of the spiral ring. To crawl to the left it will be great, and on the right is small, but the length of the new sections will be the same as for driving a spiral ring.

In Fig. 1 shows a plan section along the longitudinal axis rail tracks new and old tunnels with a left and right tunnels.

In the method of construction of the new tunnels 1 deep-level between the two stations 2 and 3 subway after the accidental destruction of the old tunnels 4 station 3 and 3 must be connected to the new main line tunnels 1 after the destruction of the old, operated prior to the accident tunnels 4, passed in weak, unstable, water-saturated soil zone, silt 5 with artificial freezing. New tunnels prevent penetration through the zone of erosion. Their construct, descending from the first station under the thalweg erosion 6, with retention of protective Proterozoic strata of clay over them so that the longitudinal axis of the new right during the transition tunnel, and match it in terms of the longitudinal axis of new railway tracks 7, throughout between the late 8th and early 9th two station boarding platforms, placed in the same vertical plane with the longitudinal axis of the old right distillation of the tunnel, also coincident with its axis of railway track 10.

Thus, the new main line tunnel goes from one station to another by the shortest and the old way, but deliberately much lower, so right to rise to the level of the way station to the second station newsmartin curves: one pie for coupling adjacent elements of the longitudinal profile, and another transition in the plan, from the beginning of the station platform the second station to the second, new, vertical plane, normal to the first and crossing both predstavlenie way.

In a straight line to the intersection of two vertical planes emit a vertical line connecting the two points: one 11 in the bottom belonging to the axis of the new right of way, another 12 at the top belonging to the axis of the existing right of station tracks. Then connect the horizontal normal 13 lying in a second vertical plane, the lower point of the vertical and restrict the normal center 14 of the circular curve is acceptable and normative for railway track radius.

Then from the bottom of the vertical lines describe the axis of the new right of way the same radius on the right one-turn spiral, from which the bottom will lead to the top point of the vertical, where her limit, connecting the axis of the new right path distillation of the tunnel to the right of the station by the second station.

The top point of the vertical axis 15 (Fig. 1) plan combines beginning and the end closed on itself in a circular curve train tracks with points of discontinuity at the bottom and connect the composite tangent at the top, matching both in respect to the axis of the new Patitucci vertical can be determined from the condition known values of the entire sum of the lengths of the elements of the longitudinal profile between the points of junction of the new right of way for the first station and the second, and because the new and old road axis lie in the same plane, then a direct consequence of this is that whatever the lengths of the elements of the profile and their biases we did not match the beginning and end of the new drive, its length between these points is equal to the length of the old one.

Thus it is necessary to bear in mind the limitation of the upper limit of steepness of slope. It should not exceed by 0.055, i.e., 55 m to 1000 m in length horizontally or exceed the 3o00', since the values of the tangent and sine are almost the same, and the length of the leg can be equated to the hypotenuse.

Within the first vertical plane (Fig. 2) lay the longitudinal axis of the three elements of the longitudinal profile and partly the fourth element of the new right distillation of the tunnel. The length and slope of the first three elements specified by us. The longitudinal axis of the fourth element intersects the vertical 11-12, i.e., straight line crossing the first and second vertical planes. Hence the new right of the main line tunnel out of a common plane with the old and then makes a full and accurate turnover 360owith the rise of the second station in a spiral.

The climb itself is practically starts from the point 16, the end of the target element 17, combining two adjacent elemei, knowing the distance between stations of working drawings of a line segment and assigned us the points of coincidence of the axes of the new right distillation of the tunnel with the old station axes. The first station is the point 21, and the second point 12 (the start point and the end of the one-turn helix).

Thus, the known length and height of the mark three elements of the profile 22, 18 and 17. The element 19 is known only length as the difference between the points of coincidence of the axes of the new and old tunnels between stations and a length of three well-known elements.

To get the full length of the lifting element to the second station, to the length of the element 19 must be added the circumference, the radius of which is also known. The slope of this rise can be obtained by knowing the difference between the known elevation between points 12 and 16.

Such calculations are made next.

Therefore, the last operation of the proposed method lies in the fact that the new left of the main line tunnel being constructed so that the longitudinal axis of its prescribed path parallel to the axis of the path of the right tunnel on the straight and concentric with him on the curves of the track sections and matching with the right axis the way their elevations in the longitudinal profile with a width of meokgo laying between two metro stations after the accidental destruction of the old tunnels, in which new tunnels of the building, descending from the first station under the thalweg erosion, preserving the protective strata above them, and the longitudinal axis of the new right during distillation of the tunnel, and match it in terms of the longitudinal axis of a new railway road, all the way down between the end and beginning of two of the station boarding platforms, placed in the same vertical plane with the longitudinal axis of the old right train path distillation of the tunnel, and then assign the distance required to fit two normative curves: one pie for coupling adjacent elements of the longitudinal profile and the other transition in the plan, from the beginning of the station platform the second station to the second, new, vertical plane, normal to the first and crossing both predstavlennyh track and in a straight line to the intersection of these two planes emit a vertical line connecting the two points: one at the bottom belonging to the axis of the new right of way, the other at the top belonging to the axis of the existing station right path, spend a horizontal normal lying in a second vertical plane through the bottom point of the vertical and restrict the normal center of the circular curve priemel the right path with the same radius on the right one-turn spiral from the bottom to the top point of the vertical where is its limit, connecting the axis of the new right path distillation of the tunnel to the right of the station by the second station, paving the intermediate element longitudinal profile from the lower starting point of the rise of the new right path distillation of the tunnel, which take the end of the regulatory element longitudinal profile with a minimum slope connecting two adjacent other element of descent and ascent, to the beginning of the one-turn spiral binding in a single monotonous slope that defines the minimum and the steepness of the ascent of the spiral, and the new left of the main line tunnel being constructed so that the longitudinal axis of its prescribed path parallel to the axis of the right tunnel on the straight and concentric with him on the curves of the track sections and matching with the right axis the way their elevations in the longitudinal profile with a width of intertrack spaces equal to midout at the second station.

 

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FIELD: hydraulic structures, particularly for laying underwater pipelines.

SUBSTANCE: method involves transporting pipeline tunnel sections by water to pipeline laying site; submerging thereof; placing pipeline tunnel sections on underwater piers with the use of flexible ties; sealing pipeline tunnel sections. Tunnel sections have nearly zero floatability. Pipeline tunnel sections are submerged and put on piers by flexible ties. Then pipeline tunnel sections are pushed in docking unit of previous submerged section with the use of submarine and sealed from inside and outside along with connection of inner service lines. After finishing pipeline tunnel sections assemblage entry and exit tunnels are secured to pipeline tunnel. System for underwater pipeline tunnel sections assembling includes underwater pipeline tunnel mounted on underwater piers and formed of separate sections having design lengths. Pipeline tunnel sections are divided into two chambers by horizontal partition. Transport path is arranged in upper chamber. Lower section is divided into several cavities by air-tight partitions for laying inner pipelines. Underwater pipeline tunnel sections are formed of two thick-walled shells of steel plates or titanium alloy. Longitudinal partitions are mounted between shells and secured along perimeter thereof. Longitudinal partitions serve as pipelines and stiffening ribs. Pipeline tunnel sections are laid on underwater permanent and temporary piers. Upper pier parts have bases of semicircular or parabolic shape. Pier part dimensions exceed that of pipeline tunnel sections.

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2 dwg

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Tunnel // 2250962

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