A method for adjusting a line in a condition of no shaft for connecting a shield method station and a section line

Abstract

A method for connecting a shield tunnel with a station and a section line without a vertical shaft, comprising: defining various centerlines and boundaries of the station and the tunnel; taking point A as a starting point, and taking the minimum turning radius D of the shield after expansion as an arc AB, so that the tangent of point A overlaps the centerline of the station, and the terminal point B is located on the original centerline of the shield; taking AB as the centerline to draw the inner contour of the tunnel after expansion, and adjusting the position of point B until there is no conflict with the driving boundary to determine the starting point of expansion; taking point B as a starting point, and taking the minimum turning radius d of the shield before expansion as an arc BC, requiring the terminal point C to be located on the original centerline of the shield, the tangents of points B and C to coincide with the line, and the maximum offset to be not more than 30 cm; if not, the point B is moved forward; and then taking BC as the centerline to draw the inner contour of the tunnel before expansion, and adjusting point C until there is no conflict to confirm the starting point of the line adjustment. The method realizes the smooth connection of the line before and after the shield expansion through accurate arc line adjustment, avoids the vertical shaft construction, improves the efficiency, and reduces the cost and risk.

Description

Technical Field

[0001] This invention relates to the field of shield tunnel construction technology, and in particular to a method for adjusting the alignment of shield tunnel stations and track sections under conditions without shafts. Background Technology

[0002] When connecting a station with a tunnel section, it is often necessary to adjust the attitude of the tunnel boring machine (TBM) after the tunnel is widened to meet the station construction requirements. The current conventional method is to construct a secondary launching shaft for the TBM. However, this method has high requirements for the construction environment. If there are important buildings or structures within the influence range of the receiving shaft construction, the attitude adjustment measures will be extremely complex, requiring a large amount of manpower and resources to handle the TBM attitude adjustment problem, which will significantly increase the project cost and construction period. Summary of the Invention

[0003] In order to solve the above-mentioned technical problems, the present invention provides a method for adjusting the alignment of shield tunneling stations and track sections without the construction of shafts. This method can achieve the seamless connection of the track before and after the shield tunnel widening without the construction of shafts, and meets the station construction requirements.

[0004] To achieve the above objectives, the technical solution adopted by this invention is as follows: a method for track alignment of a shield tunneling station and a section of track under shaftless conditions is provided, comprising the following steps:

[0005] S1. Clearly define the station's starting mileage line, station centerline, train centerline, train boundary, and the original shield tunnel centerline;

[0006] S2. Mark the intersection of the station's starting mileage line and the station's centerline as point A. Starting from point A, draw an arc AB with the minimum turning radius D of the shield tunnel after widening. The tangent of the arc AB at point A overlaps with the station's centerline, and the endpoint B of the arc AB is located on the original shield tunnel's centerline.

[0007] S3. Draw the inner contour of the tunnel after widening, using the arc AB as the centerline of the shield tunnel after widening. Determine whether it conflicts with the centerline of traffic and the traffic boundary. If there is no conflict, take point B as the starting point of widening. If there is a conflict, move point B along the original shield tunnel centerline towards the direction of the shield tunnel, and ensure that the radius of the arc AB is not less than the minimum turning radius D of the shield tunnel after widening, until the inner contour of the tunnel after widening does not conflict with the centerline of traffic and the traffic boundary. Finally, determine point B as the starting point of widening.

[0008] S4. Starting from point B, draw an arc BC with the minimum turning radius d of the shield before the excavation as the radius. The end point C of the arc BC is located on the original shield centerline, and the tangents of the arc BC at points B and C coincide with the front and rear lines. At the same time, the offset of the highest point of the arc BC from the original shield centerline does not exceed 30cm.

[0009] S5. If the arc BC cannot simultaneously satisfy all the conditions in step S4, then move point B along the original shield centerline toward the shield direction, and ensure that the radius of the arc BC is not less than the minimum turning radius d of the shield before the excavation, until all the conditions in step S4 are simultaneously satisfied.

[0010] S6. Draw the inner contour of the tunnel before widening, using the arc BC as the centerline of the shield before widening, and determine whether it conflicts with the centerline and boundary of the vehicle. If there is no conflict, take point C as the starting point for adjustment. If there is a conflict, move point C along the original centerline of the shield towards the direction of the shield, and ensure that the radius of the arc BC is not less than the minimum turning radius d of the shield before widening, until the inner contour of the tunnel before widening does not conflict with the centerline and boundary of the vehicle. Finally, determine point C as the starting point for adjustment.

[0011] S7. Using point C as the starting point for alignment adjustment, arc BC as the centerline of the shield tunnel before excavation, and point B as the starting point for excavation, arc AB as the centerline of the shield tunnel after excavation, the alignment is seamlessly connected, and the alignment adjustment is completed.

[0012] As a further improvement of the present invention, the minimum turning radius D of the shield tunnel after widening is 1000m.

[0013] As a further improvement of the present invention, the minimum turning radius D of the shield tunnel before widening is 450m.

[0014] As a further improvement of the present invention, the diameter of the inner contour of the tunnel after widening is equal to the diameter of the tunnel segments after widening.

[0015] As a further improvement of the present invention, the diameter of the inner contour of the tunnel after widening is 11.1m.

[0016] As a further improvement of the present invention, the diameter of the inner contour of the tunnel before widening is equal to the diameter of the segment before widening.

[0017] As a further improvement of the present invention, the diameter of the inner contour of the tunnel before widening is 8.5m.

[0018] The beneficial effects of this invention are as follows: This method achieves seamless connection of the shield tunneling line before and after the expansion excavation through precise circular arc alignment, thus eliminating the need to excavate a vertical shaft to adjust the attitude of the shield machine after the expansion excavation, thereby effectively improving construction efficiency, shortening the construction period, reducing construction risks and saving project costs. Attached Figure Description

[0019] Figure 1 A schematic diagram of the boundaries and centerline of the station, train operation, and tunnel boring machine;

[0020] Figure 2 Draw a schematic diagram for arc AB;

[0021] Figure 3 This is a schematic diagram of the tunnel's internal outline after widening and excavation.

[0022] Figure 4 Draw a schematic diagram for the arc BC;

[0023] Figure 5 This is a schematic diagram of the tunnel's internal outline before widening. Detailed Implementation

[0024] The present invention will be further described below with reference to specific embodiments and accompanying drawings.

[0025] Referring to the figure, a method for adjusting the alignment of a shield tunneling station and a section of track under shaftless conditions includes the following steps:

[0026] S1, such as Figure 1 As shown, the station's starting mileage line, station centerline, train centerline, train boundary, original shield tunnel centerline, segment diameter before excavation, and segment diameter after excavation are clearly defined. These conditions can be confirmed through original design documents, survey data, etc. The train boundary is the area formed by extending 1.65m outwards from the train centerline on both sides.

[0027] S2, such as Figure 2 As shown, the intersection of the station's starting mileage line and the station's centerline is marked as point A. Using point A as the starting point of the arc, and with a radius of 1000 meters (the minimum turning radius of the tunnel boring machine after widening), an arc AB is drawn towards the direction of the tunnel boring machine. When drawing, it is essential to ensure that the tangent of this arc at point A completely coincides with the station's centerline. The endpoint B of arc AB is located on the original tunnel boring machine's centerline. Thus, the arc AB is preliminarily determined.

[0028] S3, such as Figure 3 As shown, using the initially determined arc AB as the shield tunnel centerline after widening, and based on the widened segment diameter of 11.1 meters, expand outward by 5.55 meters (i.e., 11.1 / 2) to draw the inner contour of the widened tunnel. Check whether this inner contour conflicts with the traffic centerline and traffic boundary.

[0029] No conflict: If the check is correct, then the current point B is confirmed as the starting point for the excavation.

[0030] Conflicts may occur: If the inner contour of the tunnel after widening conflicts with the traffic boundary, point B needs to be moved along the original shield centerline towards the shield's direction. Each time point B is moved, a new arc must be drawn starting from point A, with a radius not less than the minimum turning radius D of the widened shield, and ending at the new point B. The newly generated inner contour of the tunnel is then checked again. This process is iterated until the first point B location is found that completely prevents the inner contour of the widened tunnel from encroaching on the traffic boundary. This point B is then ultimately confirmed as the starting point of the widening. Moving point B essentially increases the turning radius, making the curve smoother and thus avoiding conflicts.

[0031] S4, such as Figure 4 As shown, starting from the final determined point B, and with the minimum turning radius of the tunnel boring machine before widening the tunnel as d = 450 meters, an arc BC is drawn towards the direction of the tunnel boring machine. This arc must meet three strict conditions:

[0032] 1. The endpoint C of the arc must fall on the centerline of the original shield tunnel in the original section.

[0033] 2. The tangent of the arc at point B must coincide with the tangent of the AB arc at point B as determined in step S3; at the same time, the tangent of the arc at point C must coincide with the direction of the original shield tunnel centerline at point C to ensure a smooth connection of the line.

[0034] 3. The horizontal offset between the highest point of the arch of the arc BC and the centerline of the original shield tunnel in the original section shall not exceed 30cm.

[0035] S5. If the initially drawn arc BC cannot simultaneously meet the above three conditions, for example, if the tangent direction at point C is mismatched or the offset exceeds the limit, then point B needs to be finely adjusted again along the original shield centerline towards the shield. After adjustment, using the new point B as the starting point, redraw the arc BC with a radius no less than the minimum turning radius d of the shield before widening, and re-verify all conditions. This process is repeated until a definite position of point B is found, until all conditions in step S4 are simultaneously met.

[0036] S6, such as Figure 5 As shown, the arc BC determined in the previous step, which satisfies all conditions, is used as the shield centerline before widening. Based on the segment diameter of 8.5 meters before widening, it is widened outward by 4.25 meters (i.e., 8.5 / 2) to draw the inner contour of the tunnel before widening. Check whether this inner contour conflicts with the traffic centerline and traffic boundary.

[0037] No conflict: then confirm that the current point C is the starting point for line adjustment.

[0038] If there is a conflict: then point C will be moved along the original shield centerline toward the shield direction. During the movement, ensure that the radius of the arc BC is not less than the minimum turning radius d of the shield before the excavation, until there is no conflict between the inner contour of the tunnel before the excavation and the centerline and boundary of the traffic. Finally, point C will be determined as the starting point for the alignment adjustment.

[0039] S7. Finally, one or more tunneling routes for the tunnel boring machine (TBM) can be selected, and the alignment is adjusted. Taking point C as the starting point for alignment adjustment, the TBM tunnels along the arc BC (the centerline of the TBM before widening), and after reaching point B (the starting point of widening), it widens the TBM and then enters the arc AB (the centerline of the TBM after widening) for tunneling. Finally, it enters the station section with a perfect horizontal posture, realizing the smooth connection of the line and completing the alignment adjustment.

[0040] By employing the aforementioned precise alignment method, a smooth and safe transition from the small cross-section of the tunnel section to the large cross-section of the station was successfully achieved without the need for constructing expensive and time-consuming vertical shafts. This method significantly improves construction efficiency, shortens the overall construction period, and reduces project risks and costs, demonstrating significant engineering application value.

[0041] The above-described embodiments are merely illustrative of the present invention. Any equivalent embodiments made by those skilled in the art, without departing from the scope of the technical features disclosed in the present invention, using partial modifications or alterations to the technical content disclosed in the present invention, shall still fall within the scope of the technical features of the present invention.

Claims

1. A method for adjusting the alignment of a shield tunneling station and a track section under shaftless conditions, characterized in that... Includes the following steps: S1. Clarify the station's starting mileage line, station centerline, train centerline, train boundary, and original shield tunnel centerline through the original design documents and survey data; S2. Mark the intersection of the station's starting mileage line and the station's centerline as point A. Starting from point A, draw an arc AB with the minimum turning radius D of the shield tunnel after widening. The tangent of the arc AB at point A overlaps with the station's centerline, and the endpoint B of the arc AB is located on the original shield tunnel's centerline. S3. Draw the inner outline of the tunnel after widening the excavation, taking the arc AB as the centerline of the shield tunnel after widening the excavation, and determine whether it conflicts with the centerline of traffic and the boundary of traffic. If there is no conflict, point B will be taken as the starting point for the excavation. If there is a conflict, move point B along the original shield centerline toward the shield direction, and ensure that the radius of the arc AB is not less than the minimum turning radius D of the shield after the excavation, until the inner contour of the tunnel after the excavation has no conflict with the driving centerline and driving boundary, and finally determine point B as the starting point of the excavation. S4. Starting from point B, draw an arc BC with the minimum turning radius d of the shield tunnel before widening. The endpoint C of the arc BC is located on the original shield tunnel centerline. The tangent of the arc at point B must coincide with the tangent of the AB arc at point B determined in step S3. At the same time, the tangent of the arc at point C must coincide with the direction of the original shield tunnel centerline at point C. Also, the horizontal offset of the highest point of the arc BC from the original shield tunnel centerline should not exceed 30cm. S5. If the arc BC cannot simultaneously satisfy all the conditions in step S4, then move point B along the original shield centerline toward the shield direction, and ensure that the radius of the arc BC is not less than the minimum turning radius d of the shield before the excavation, until all the conditions in step S4 are simultaneously satisfied. S6. Draw the inner outline of the tunnel before widening, taking the arc BC as the shield centerline before widening, and determine whether it conflicts with the traffic centerline and traffic boundary. If there is no conflict, point C will be used as the starting point for alignment adjustment; if there is a conflict, point C will be moved along the original shield centerline toward the shield direction, ensuring that the radius of the arc BC is not less than the minimum turning radius d of the shield before the excavation, until there is no conflict between the inner contour of the tunnel before the excavation and the centerline and boundary of the traffic, and finally point C will be determined as the starting point for alignment adjustment. S7. Using point C as the starting point for alignment adjustment, arc BC as the centerline of the shield tunnel before excavation, and point B as the starting point for excavation, arc AB as the centerline of the shield tunnel after excavation, the alignment is seamlessly connected, and the alignment adjustment is completed.

2. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 1, is characterized in that: The minimum turning radius D of the tunnel boring machine after widening is 1000m.

3. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 1, is characterized in that: Before widening the tunnel, the minimum turning radius d of the shield tunnel is 450m.

4. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 1, is characterized in that: The diameter of the tunnel's inner profile after widening is equal to the diameter of the tunnel segments after widening.

5. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 4, is characterized in that: The diameter of the tunnel's inner profile after widening is 11.1m.

6. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 1, is characterized in that: The diameter of the tunnel's inner profile before widening is equal to the diameter of the tunnel segments before widening.

7. The alignment method for connecting a shield tunneling station and a section of track under shaftless conditions, as described in claim 6, is characterized in that: Before the widening, the diameter of the tunnel's inner profile was 8.5m.

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