Non-rectangular tunnel structure and parameter design method thereof

Abstract

The application discloses a non-rectangular tunnel structure and a parameter design method thereof, and relates to the technical field of tunnel section construction. On one hand, the method comprises the following steps: according to the track transverse elastic deformation, the track vehicle transverse displacement and the curve radius at the track turning position, the widening distances of the inside and the outside of the tunnel structure passing space at the turning position are determined; according to the running speed of the track vehicle, the curve radius at the track turning position and the distance between the two track head center lines, the inclination angle of the outer side surface of the tunnel structure at the turning position is determined; according to the widening distances of the inside and the outside of the tunnel structure passing space at the turning position and the inclination angle of the outer side surface of the tunnel structure at the turning position, the size parameters of the tunnel structure at the turning position are determined. On the other hand, the non-rectangular tunnel structure obtained by using the method is provided. Through the above parameter design method, the utilization rate of the complex underground complex space can be improved by avoiding other structures outside the outer side surface of the tunnel structure.

Description

Technical Field

[0001] This invention relates to the field of tunnel cross-section construction technology, specifically to a non-rectangular tunnel structure and its parameter design method. Background Technology

[0002] In recent years, with the vigorous development of rail transit projects, the cross-sectional shapes of tunnels have become increasingly diverse. In rail transit design projects, due to the influence of the terrain or buildings along the line, many tunnel sections are built on curved sections with a certain degree of superelevation. When there is superelevation in the tunnel, the effective usable range of the tunnel cross-section will change accordingly with the change in superelevation, that is, the requirements for the tunnel's internal profile will also change accordingly.

[0003] For conventional underground open-cut rectangular tunnel sections, the clearance width is calculated and determined based on the geometric offset caused by the horizontal or vertical curve, the clearance widening and heightening caused by excessive or insufficient superelevation, and the clearance widening caused by changes in the curved track parameters and vehicle parameters.

[0004] However, the rectangular widening did not take into account the overall tilt of the vehicle under superelevation conditions, resulting in some ineffective widening on both the inner and outer sides. This ineffective widening leads to a certain waste of space and affects the passability of curved sections, which is particularly prominent in underground complex projects with complex spatial relationships. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a non-rectangular tunnel structure and its parameter design method to solve the problem of wasted space on ultra-high curved road sections in the existing technology.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] On the one hand, this application provides a parametric design method for non-rectangular tunnel structures, including the following steps:

[0008] Based on the lateral elastic deformation of the track, the lateral displacement of the track vehicle, and the curve radius at the track bend, determine the widening distance on the inner and outer sides of the tunnel structure's passage space at the bend.

[0009] The inclination angle of the outer facade of the tunnel structure at the turning point is determined based on the running speed of the rail vehicle, the curve radius at the turning point, and the distance between the center lines of the two rail heads.

[0010] The dimensional parameters of the tunnel structure at the bend are determined based on the widening distances on the inner and outer sides of the passage space of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend.

[0011] In some optional embodiments, the widening distances inside and outside the tunnel structure's passage space at the curve are determined based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend, including:

[0012] Based on the aforementioned lateral elastic deformation of the track, the aforementioned lateral displacement of the rail vehicle, and the aforementioned curve radius at the track bend, determine the widening amount of the rail vehicle's car body and bogie.

[0013] Based on the curve radius at the aforementioned track bend, determine the geometric offset of the rail vehicle body;

[0014] Based on the widening amount of the car body and bogie of the aforementioned rail vehicle and the geometric offset of the car body of the aforementioned rail vehicle, the widening distances of the inner and outer sides of the passage space of the aforementioned tunnel structure at the turning point are determined.

[0015] In some optional embodiments, the widening amount of the rail vehicle's car body and bogie is determined based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend, including:

[0016] The widening amount △Yc of the car body and bogie of the above-mentioned rail vehicle is determined according to △Yc=3+300 / R+△de+△Q, where R is the curve radius at the track bend, △de is the lateral elastic deformation of the track, and △Q is the lateral displacement of the rail vehicle.

[0017] In some optional embodiments, determining the geometric offset of the rail vehicle body based on the curve radius at the track bend includes:

[0018] according to Determine the geometric offset T of the above-mentioned rail vehicle body. a .

[0019] In some optional embodiments, the widening distances inside and outside the tunnel structure passage space at curves are determined based on the widening amount of the rail vehicle body and bogies and the geometric offset of the rail vehicle body, including:

[0020] According to E 内 =E 外 =T a +ΔY c Determine the widening distance E on the inner side of the aforementioned tunnel structure at the bend. 内 and E 外 .

[0021] In some optional embodiments, the inclination angle of the outer facade of the tunnel structure at the bend is determined based on the operating speed of the rail vehicle, the curve radius at the bend, and the distance between the centerlines of the two rail heads, including:

[0022] according to Determine the inclination angle α of the outer facade of the tunnel structure at the turning point, where V is the running speed of the rail vehicle and L is the distance between the center lines of the two rail heads.

[0023] In some optional embodiments, the dimensional parameters of the tunnel structure at the bend are determined based on the widening distances on the inner and outer sides of the passage space of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend, including:

[0024] Based on the inclination angle of the outer facade of the tunnel structure at the bend and the distance from the rail surface to the top of the tunnel structure roof, the inclination distance of the outer facade of the tunnel structure at the bend is determined.

[0025] The dimensional parameters of the tunnel structure at the turning point are determined based on the inclination distance of the tunnel structure's exterior facade and the widening distance of the tunnel passage space structure inside and outside at the turning point.

[0026] In some optional embodiments, the inclination distance of the outer facade of the tunnel structure at the bend is determined based on the inclination angle of the outer facade of the tunnel structure at the bend and the distance from the rail surface to the top of the tunnel structure roof, including:

[0027] The inclination distance W of the outer facade of the tunnel is determined by W = H × tanα, where H is the distance from the rail surface to the top of the tunnel structure's roof slab.

[0028] In some optional embodiments, the dimensional parameters of the tunnel structure at the bend are determined based on the widening distances on the inner and outer sides of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend, including:

[0029] According to E 上 =E0+E 内 +E 外 -W determines the upper width of the tunnel structure at the bend. 上 ;

[0030] According to E 下 =E0+E 内 +E 外 Determine the lower width E of the tunnel structure at the bend. 下 E0 is the initial design width of the tunnel structure at the bend.

[0031] On the other hand, this application also provides a non-rectangular tunnel structure, which is constructed using any of the above-mentioned parameter design methods.

[0032] Compared with the prior art, the advantages of the present invention are as follows: Based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, the curve radius at the track bend, and the running speed of the rail vehicle, the dimensional parameters of the tunnel structure at the bend are determined. This allows the tunnel structure to not only meet the safety requirements of rail vehicle passage, but also to provide space for structures other than the outer facade of the tunnel structure, thereby improving the passability of rail transit lines in complex underground complex spaces. Furthermore, by utilizing the passage space above the tunnel structure after the rail vehicle body tilts in a superelevated state, the utilization rate of complex underground complex spaces is improved. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a flowchart of a parameter design method for a non-rectangular tunnel structure according to the present invention;

[0035] Figure 2 This is a schematic diagram of a non-rectangular tunnel structure according to the present invention.

[0036] In the diagram: 1. Non-rectangular tunnel structure. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0039] Understandably, during tunnel construction, parameter design is required based on the passage space for rail vehicles. At curves, the passage space within the tunnel structure should be appropriately widened to accommodate the deviation of rail vehicles at the curves, preventing collisions between rail vehicles and the tunnel structure that could lead to safety accidents. Therefore, the dimensions of the tunnel structure's cross-section are related to the type of rail vehicle. Simultaneously, the tunnel structure also needs to accommodate overhead contact lines, rails, and other components; thus, the cross-sectional dimensions of the tunnel structure must also be designed with these other structural parameters in mind.

[0040] On the one hand, such as Figure 1 As shown, this application provides a parametric design method for a non-rectangular tunnel structure, including the following steps:

[0041] S1: Based on the lateral elastic deformation of the track, the lateral displacement of the track vehicle, and the curve radius at the track bend, determine the widening distance on the inner and outer sides of the tunnel structure's passage space at the bend.

[0042] It is understandable that when a rail vehicle travels through a bend, the track will undergo elastic deformation, and the rail vehicle will also experience lateral displacement.

[0043] Specifically, in some optional embodiments, step S1 above includes:

[0044] S11: Determine the widening amount of the rail vehicle body and bogie based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend.

[0045] In this example, the widening amount △Yc of the rail vehicle's body and bogie is determined according to △Yc=3+300 / R+△de+△Q, where R is the curve radius at the track bend, △de is the lateral elastic deformation of the track, and △Q is the lateral displacement of the rail vehicle.

[0046] It should be noted that △Q=△w+△q, where △w is the lateral displacement of the secondary spring of the rail vehicle, and △q is the lateral displacement of the primary spring of the rail vehicle.

[0047] In this example, the difference between △w and the straight line is 15mm, and the difference between △q and the straight line is 4mm.

[0048] Of course, in other embodiments, the lateral displacement of the secondary spring and the lateral displacement of the primary spring of the rail vehicle can be calculated according to the different types of rail vehicles.

[0049] S12: Determine the geometric offset of the rail vehicle body based on the curve radius at the track bend.

[0050] In this example, according to Determine the geometric offset T of the rail vehicle body a .

[0051] S13: Determine the widening distances on the inner and outer sides of the tunnel structure passage space at the curves, based on the widening amount of the rail vehicle body and bogie and the geometric offset of the rail vehicle body.

[0052] Specifically, according to E 内 =E 外 =T a +ΔY cDetermine the widening distance E on the inner and outer sides of the tunnel structure's passage space at the bend. 内 and E 外 .

[0053] It should be noted that E 内 It refers to the side of the curve closest to the center of the circle, E. 外 It refers to the side of the turn that is furthest from the center.

[0054] S2: Determine the inclination angle of the outer facade of the tunnel structure at the turning point based on the running speed of the rail vehicle, the curve radius at the track bend, and the distance between the center lines of the two rail heads.

[0055] Specifically, in some optional embodiments, according to Determine the upper inclination angle α of the outer facade of the tunnel structure at the bend, where V is the running speed of the rail vehicle and L is the distance between the center lines of the two rail heads.

[0056] In this example, a type A rail vehicle is used, and the track bed type is ballastless track bed.

[0057] S3: Determine the dimensional parameters of the tunnel structure at the bend based on the widening distance on the inner and outer sides of the passage space of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend.

[0058] Specifically, in some optional embodiments, step S3 above includes:

[0059] S31: Determine the inclination distance of the tunnel structure's exterior facade at the bend based on the upper inclination angle of the tunnel structure's exterior facade and the distance from the rail surface to the top of the tunnel structure's roof slab.

[0060] In this example, the inclined distance W of the upper outer part of the tunnel is determined according to W = H × tanα, where H is the distance from the rail surface to the top of the tunnel structure slab.

[0061] It should be noted that the distance from the rail surface to the top of the structural top plate is related to the type of rail vehicle and the type of overhead contact line, and is generally 6000 to 7200 mm. In this example, we take 6000 mm.

[0062] S32: Determine the dimensional parameters of the tunnel structure at the bend based on the inclination distance of the tunnel structure's exterior facade and the widening distance on the inner and outer sides of the tunnel passage space structure at the bend.

[0063] It is understandable that the dimensional parameters of the tunnel structure at the bend include the lower width for the passage of rail vehicles and the upper width that does not interfere with the passage of rail vehicles. The height of the tunnel structure remains unchanged, and the cross-sectional area of ​​the tunnel structure remains unchanged to ensure the strength of the structure.

[0064] Therefore, in some alternative embodiments, according to E上 =E0+E 内 +E 外 -W determines the upper width of the tunnel structure at the bend. 上 According to E 下 =E0+E 内 +E 外 Determine the lower width E of the tunnel structure at the bend. 下 E0 is the initial design width of the tunnel structure at the bend.

[0065] On the other hand, such as Figure 2 As shown, this application also provides a non-rectangular tunnel structure, which is constructed using the above-described parameter design method.

[0066] Specifically, based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend, the widening distance E on the inner and outer sides of the tunnel structure's passage space at the bend is determined. 内 E 外 Based on the running speed of the rail vehicle, the curve radius at the track bend, and the distance between the center lines of the two rail heads, determine the inclination angle α of the outer facade of the tunnel structure at the bend; based on the widening distance inside and outside the passage space of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend, determine the dimensional parameters of the tunnel structure at the bend.

[0067] Understandably, the widening of the tunnel structure's inner passageway at curves is an equal-distance widening, meaning the upper and lower parts of the tunnel structure's inner side are widened by the aforementioned distance. However, the widening of the tunnel structure's outer passageway is not an equal-distance widening. It requires widening the lower part of the outer facade of the tunnel structure by the aforementioned distance and tilting the upper part of the inner side of the outer facade of the tunnel structure at the aforementioned angle, thereby forming a non-rectangular tunnel cross-section structure.

[0068] Specifically, the inclination angle of the outer facade of the tunnel structure at the bend is determined based on the operating speed of the rail vehicle, the curve radius at the bend, and the distance between the center lines of the two rail heads. Then, the inclination distance W of the outer facade of the tunnel structure at the bend is determined in conjunction with the distance from the rail surface to the top of the tunnel structure's roof slab. The final determined dimensional parameters of the tunnel structure at the bend are, E 上 =E0+E 内 +E 外 -W, E 下 =E0+E 内 +E 外 .

[0069] For example, taking a rail vehicle of type A, a track bed of ballastless track, a rail vehicle operating speed of V = 100 km / h, and a curve radius of R = 800 m at the track bend as an example, a distance of 590 mm can be left to avoid the outer side of the outer facade of the track structure.

[0070] Therefore, it is evident that the outer facade of the tunnel structure at bends can be designed according to parameters to allow for designated space. This allows for the avoidance of other structures besides the outer facade of the tunnel structure, improving the passability of rail transit lines in complex underground complexes. Furthermore, it utilizes the passage space above the tunnel structure for rail vehicles after tilting at superelevation, thus increasing the utilization rate of space in complex underground complexes. Moreover, the structural stability of the tunnel structure constructed using these design parameters remains unaffected.

[0071] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0072] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0073] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A parametric design method for a non-rectangular tunnel structure, characterized in that, Includes the following steps: Based on the lateral elastic deformation of the track, the lateral displacement of the track vehicle, and the curve radius at the track bend, determine the widening distance on the inner and outer sides of the tunnel structure's passage space at the bend. The inclination angle of the outer facade of the tunnel structure at the turning point is determined based on the running speed of the rail vehicle, the curve radius at the turning point, and the distance between the center lines of the two rail heads. The dimensional parameters of the tunnel structure at the bend are determined based on the widening distances on the inner and outer sides of the passage space of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend. Based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend, the widening distances on the inner and outer sides of the tunnel structure's passage space at the bend are determined, including: The widening amount of the rail vehicle body and bogie is determined based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend. The geometric offset of the rail vehicle body is determined based on the curve radius at the track bend. Based on the widening amount of the rail vehicle's body and bogie and the geometric offset of the rail vehicle's body, determine the widening distances of the tunnel structure's passage space inside and outside at the turning point. Based on the lateral elastic deformation of the track, the lateral displacement of the rail vehicle, and the curve radius at the track bend, determine the widening amount of the rail vehicle's car body and bogie, including: The widening amount △Yc of the rail vehicle's body and bogie is determined according to △Yc=3+300 / R+△de+△Q, where R is the curve radius at the track bend, △de is the lateral elastic deformation of the track, and △Q is the lateral displacement of the rail vehicle. Based on the curve radius at the track bend, determine the geometric offset of the rail vehicle body, including: according to Determine the geometric offset of the rail vehicle body. ; Based on the widening of the rail vehicle's body and bogies, and the geometric offset of the rail vehicle's body, determine the widening distances on the inner and outer sides of the tunnel structure's passage space at curves, including: according to Determine the widening distance inside the tunnel structure at the bend. and .

2. The parameter design method as described in claim 1, characterized in that, Based on the operating speed of the rail vehicle, the curve radius at the turn, and the distance between the centerlines of the two rail heads, the inclination angle of the outer facade of the tunnel structure at the turn is determined, including: according to Determine the inclination angle of the outer facade of the tunnel structure at the turning point. Where V is the running speed of the rail vehicle and L is the distance between the center lines of the two rail heads.

3. The parameter design method as described in claim 1, characterized in that, Based on the widening distances on the inner and outer sides of the tunnel structure's passage space at the bend and the inclination angle of the outer facade of the tunnel structure at the bend, the dimensional parameters of the tunnel structure at the bend are determined, including: The inclination distance of the outer facade of the tunnel structure at the turning point is determined based on the inclination angle of the outer facade of the tunnel structure at the turning point and the distance from the rail surface to the top of the tunnel structure top plate. The dimensional parameters of the tunnel structure at the turning point are determined based on the inclination distance of the tunnel structure's exterior facade and the widening distance on the inner and outer sides of the tunnel passage space structure at the turning point.

4. The parameter design method as described in claim 3, characterized in that, Based on the inclination angle of the outer facade of the tunnel structure at the bend and the distance from the rail surface to the top of the tunnel structure's roof slab, the inclination distance of the outer facade of the tunnel structure at the bend is determined, including: According to W=H× Determine the inclination distance W of the outer facade of the tunnel, where H is the distance from the rail surface to the top of the tunnel structure's roof slab.

5. The parameter design method as described in claim 4, characterized in that, Based on the widening distances on the inner and outer sides of the tunnel structure at the bend and the inclination angle of the outer facade of the tunnel structure at the bend, the dimensional parameters of the tunnel structure at the bend are determined, including: according to Determine the upper width of the tunnel structure at the bend. ; according to Determine the lower width of the tunnel structure at the bend. ,in This represents the initial design width of the tunnel structure at the bend.

6. A non-rectangular tunnel structure, characterized in that, It was constructed using the parameter design method described in any one of claims 1-5.

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