Method for plane alignment arrangement of highway or city tunnel

Abstract

The invention discloses a method for the plane alignment arrangement of a highway or city tunnel, which utilizes two dual-layer and bidirectional tunnels with an independent and bidirectional traffic function to respectively connect two primary roads at a node of a road network so as to cause the two tunnels to intersect in a planar X shape at the node of the road network; the dual-layer and bidirectional roadways of each tunnel are respectively connected with one primary road in a successive manner; and other traffic organizations with secondary flows are completed by arranging ramps connected with the tunnels. Aiming at the defects in the traffic relief method of existing highway or city tunnels, the method utilizes the two dual-layer and bidirectional tunnels with the independent and bidirectional traffic function to respectively connect two primary roads at the node of the road network; by reasonable arrangement of a route plane section and a route vertical section, the method causes the two tunnels to intersect in a planar X shape at the node of the road network, thereby realizing rapid connection with two roads at the node of the road network; and the method has the advantages of small occupancy area and low cost.

Description

technical field [0001] The invention relates to tunnels, in particular to a planar arrangement of highways or urban tunnels, which is especially suitable for solving the problem of traffic relief when shield tunneling underwater tunnels are connected to existing surface "T" roads near water. Background technique [0002] Highway or urban underwater tunnels often have a large traffic flow, high road grade, and the end is located at an important node of the expressway or urban expressway network, so it needs to conduct traffic relief with more than two surface roads. However, since the existing underwater tunnels at home and abroad basically use the parallel wiring method of two-hole tunnels from the entrance to the exit, the traffic at the end and the ground road can only be resolved using the "main line-ramp" mode, that is, the tunnel is connected with One ground road is used as the main line, and the connection with the other ground roads at the node adopts the underground ...

AI Technical Summary

Problems solved by technology

However, since the existing underwater tunnels at home and abroad basically use the parallel wiring method of two-hole tunnels from the entrance to the exit, the traffic at the end and the ground road can only be resolved using the "main line-ramp" mode, that is, the tunnel is connected with One ground road is used as the main line, and the connection with the other ground roads at the node adopts the underground ramp method or the ground detour after grounding. The main disadvantages are: ① When the traffic flow in the two directions at the node The ramp (the speed of the ramp is 40km / h) has poor dispersal ability. When a road is selected as the main line (the speed of the main line can reach 80 to 120km / h according to the location of the road network) to connect, it will inevitably fail to meet the traffic evacuation needs of another road. ; ②When the traffic flow is large, the junction of the main line and the ramp will become a traffic bottleneck for entering and exiting the tunnel, and traffic accidents are prone to occur; ③The ground bypass method increases the traffic burden of the surrounding roads, which is not conducive to the ground traffic organization in the area; ④Underground Ramps often occupy a large area due to the limitation of the turning radius, which is unfavorable for land acquisition and demolition and the development and utilization of surrounding land; ⑤ Especially when the nodes connected by the tunnel are close to the water area, in order to achieve intercommunication, it is necessary to set up the main line and the ramp at the same time within the water area , making the project extremely difficult or even infeasible

[0006] Because the speed of the ramp is significantly lower than that of the main line and the detour distance of the ground road is longer, the existing evacuation methods are not as good as the evacuation ability of the road R2, and the purpose of rapid evacuation cannot be achieved.

The setting of ramps occupies a large area, which is not conducive to the development and utilization of surrounding land. Especially ramps ZD1 and 2 are located in water areas, the construction is extremely difficult, and it involves issues such as flood control and navigation. Ramps ZD1 and 2 will not be implemented, and the corresponding traffic relief function The aforementioned ① and ③ points will be missing

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