Tunnel lining method and device

Abstract

The method for lining a tunnel includes providing an apparatus with a number of injectors 7, which are arranged adjacent to the tunnel inner surface 6 or 41 and which are used to compress, optionally crush and dewater the solid particles of the lining material 5 to form a tunnel lining structure. The apparatus moves forward due to the pressure exerted by the injectors 7 as they release the lining material. An articulated shutter for the tunnel lining is provided at the rear of the apparatus. The injectors 7 may be arranged in an apparatus having a cross-section corresponding to the cross-section of the tunnel to be lined.

Description

[Technical field]

[0001] The present invention relates to a tunnel construction method and a tunnel structure. [Background technology]

[0002] Rapid population growth and explosive urbanization around the world are rapidly increasing the demand for increased utilization of underground space. Hence, the construction of new underground space by tunneling is rapidly increasing. However, it has been recognized that a faster, cheaper, safer, and more sustainable method of building new tunnels and rehabilitating existing tunnels is needed.

[0003] There are a variety of tunneling technologies available today. Choosing the best solution depends on a variety of factors, including the prevailing ground conditions, the geometry and function of the tunnel.

[0004] Currently, tunnels of a given geometry are generally constructed using a tunnel boring machine (TBM). Except where sufficiently hard rock is available, where a tunnel lining may not be necessary, the majority of tunnels constructed with a TBM use precast concrete segments set into rings to provide permanent support in the ground, resist groundwater pressure, and provide a rigid surface for the TBM to advance against using hydraulic thrust cylinders.

[0005] Due to construction needs at the site (e.g. for steering), the TBM excavates a larger cross-section than the permanent segmental lining would occupy. The annular gap between the exterior of the segmental tunnel lining and the ground is typically filled with a cement-based grout or mortar.

[0006] The precast concrete segments that form the tunnel lining are manufactured in specialised precast concrete plants which may be located at the tunnel construction site or may be off-site.

[0007] If sufficient land is available at the tunnel construction site for a segment manufacturing plant and segment storage stockyard (and if the planning authorities permit), a decision may be made to manufacture the segments at the tunnel construction site. However, such facilities are expensive and are usually decommissioned and removed at the end of the tunnel construction.

[0008] When the segments are manufactured off-site (often quite far from the tunnel construction site), they need to be transported from the precast plant to the tunnel construction site, which usually involves a significant amount of costly and time-consuming re-handling and increases the risk of accidental damage.

[0009] The segment manufacturing process is briefly described below.

[0010] A dedicated mould, manufactured to exacting tolerances, is first fabricated (typically from machined steel). To keep up with the tunnel construction, a large number of steel moulds are required, and the dimensions of each complete ring are likely to vary slightly (requiring custom fabrication).

[0011] The manufactured moulds are transported to the precast plant.

[0012] At the precast factory, any accessories such as waterproof gaskets, bolts, dowels, grout holes etc. are attached to the form and then concrete is placed into the form along with the necessary means to reinforce the concrete.

[0013] The concrete then needs to gain sufficient strength before it can be demolded, and to shorten this time, external heat is often applied during the curing process.

[0014] Once the concrete has reached sufficient strength, it is removed from its form. It is then placed on a conveyor and transported to a temporary storage yard at the precast plant. After the design strength is reached (typically after 28 days), the segments are loaded onto another mode of transport (typically a lorry, train, or barge) for transport to the tunnel construction site. At the tunnel construction site, the segments are lifted from the conveyor and then placed in the on-site segment storage yard.

[0015] As tunnel excavation progresses, the segments are transported from the segment storage yard to the tunnel face, a process that alone may involve several transports and the rotation and reordering of each segment along the way.

[0016] At the tunnel face, the TBM's segment erector picks up and places each segment to form the complete tunnel lining.

[0017] Once a complete tunnel ring has been formed, the annular gap between the segments and the ground is filled with a suitable grout or mortar, usually while excavation for the next tunnel ring is in progress.

[0018] Thus, the current process of manufacturing, transporting, placing and grouting the segmental lining is labor intensive, slow and expensive. Additionally, the concrete used to form the segments is typically hard and brittle and is often damaged during the transportation and construction process, which can result in significant additional costs and quality issues related to the waterproofing and long-term durability of the tunnel.

[0019] Tunnels constructed using TBMs are not normally excavated and advanced continuously. Usually, advancement is stopped once the entire length of the ring has been excavated to allow the ring to be constructed, after which excavation is resumed. The ring construction time is significant and slows down the overall output of the tunnel excavation process. As tunnel excavation speed and cost are very closely related, this interruption process also increases costs.

[0020] However, some forms of TBMs are capable of functioning in a so-called "continuous mining" mode, however this mode is rare and is currently used in the construction of only a small fraction (less than 0.1%) of the tunnels built to date.

[0021] These "continuous mining" TBMs allow the tunnel to be excavated continuously without stopping to build the rings. These machines require significantly longer thrust cylinders, resulting in very long TBMs. Such machines cannot easily negotiate curves and are therefore only used to build relatively straight tunnels.

[0022] When an existing tunnel needs to have new lining concrete installed for repair or strengthening, it is common to use static insitu tunnel forms (also called formwork or shutters). Concrete is poured between the formwork and the existing tunnel substrate.

[0023] Cast-in-place formwork (usually precision-formed from machined steel) is usually designed and manufactured for a specific project, and is not reused on future projects. Cast lengths are typically between 3m and 12m, and the process is relatively slow, as the concrete must gain sufficient strength before the formwork is removed (stripped), cleaned, moved, and reinstalled. Ideally, this cycle is less than 24 hours, but often significantly longer.

[0024] Cast-in-place concrete linings are also difficult to form without defects, so special care must be taken to properly distribute and compact the lining concrete. The void at the top of the tunnel (known as the tunnel crown) also needs to be filled, usually using a secondary grout injection process. Also, restricted shrinkage of the concrete can lead to undesirable cracking, which can adversely affect the long-term functioning of the tunnel.

[0025] Cast-in-place concrete linings formed with fixed shutters are vulnerable to cracking due to shrinkage and thermal effects. To make such linings more waterproof, mechanisms such as crack inducers, water barriers, and grout injection tubes may be provided to help manage cracking in the concrete, but they rarely eradicate the problem.

[0026] Often, a high level of waterproofing is required so it is common to install a continuous waterproofing membrane sandwiched between two concrete layers. These membranes can be applied as sheets or sprayed on. They are time consuming and expensive to install and require high standards of construction to ensure a defect free lining. Summary of the Invention

[0027] The present disclosure describes a new process for rapidly forming a permanent tunnel lining during the construction of a new tunnel (i.e., simultaneously with excavation) or for repairing and / or strengthening an existing tunnel (i.e., asynchronously with excavation). This new process, referred to herein as slipform tunneling, lends itself to consideration as a highly beneficial alternative to currently available tunneling methods and tunnel lining technologies.

[0028] The method and apparatus for lining a tunnel while the tunnel is being excavated is referred to as the simultaneous slipform tunnel lining process.

[0029] The method and apparatus for lining an existing tunnel is called the non-simultaneous slipform tunnel lining process.

[0030] The present invention relates to a method of lining a tunnel, comprising providing an apparatus with multiple injectors, the multiple injectors being positioned adjacent to the inner tunnel face facing away from the direction of travel parallel to the centerline of the tunnel or at an angle to the centerline of the tunnel, placing and compressing the tunnel lining material using the multiple injectors to form a tunnel lining structure, moving the apparatus forward as the tunnel lining material is discharged by pressure exerted by the multiple injectors, and providing an articulated shutter for the tunnel lining at the rear of the apparatus. During the placing process, the high pressure breaks up solid particles and removes excess water from the tunnel lining material, if necessary.

[0031] Tunnel lining materials, referred to herein as slip-form tunnel lining materials (STLM), are not the subject of this invention.

[0032] The term "inner tunnel face" means the ground in the case of a new tunnel being excavated, or the existing tunnel lining in the case of an existing unlined tunnel.

[0033] The multiple injectors may be provided in an apparatus having a cross-section corresponding proportionally to the cross-section of the tunnel to be lined. The multiple injectors may be arranged around the periphery of the apparatus and may be supplied with the STLM from supply lines arranged within the apparatus.

[0034] Excess water may be removed from the tunnel lining material via the injector in the case of an injector with active dewatering, or into the ground in the case of passive dewatering.

[0035] Where a tunnel already exists and the method of the invention involves repairing and / or strengthening the tunnel, the device is steered and braked using its wheels and / or skids.

[0036] The invention also provides an apparatus for lining a tunnel comprising a number of injectors for placing and compressing an STLM against an inner tunnel surface to form a tunnel lining structure, the apparatus moving forward under pressure exerted by the injectors as the STLM is released, the injectors being oriented relative to the apparatus facing away from the direction of movement parallel to the centre line of the tunnel or at an angle to said centre line, and an articulated shutter for the tunnel lining provided at the rear of the apparatus comprising interconnected rings of plates and rods extending through openings in the rings to limit the degree of relative displacement of the rings.

[0037] A number of injectors may be arranged around the apparatus, and a supply line may be disposed within the apparatus for supplying the STLM to the injectors.

[0038] The tunnel lining material is emitted along the axis of the multiple injectors, and the angle between the axis of the multiple injectors and the longitudinal axis of the device may be variable.

[0039] Each injector includes a piston slidable within a cylinder from which the STLM is expelled, and may include an injector head having holes for removing excess water from the STLM through the injector.

[0040] The device may include wheels and / or skids for steering and braking the device. The device may include at least one peripheral seal for retaining the expelled STLM against an internal surface. The seal includes a minimum of two rows of wire brushes that are continuously supplied with a specially formulated tail seal grease.

[0041] The system may include a control system for controlling the injection of the STLM, the cleaning of the injectors, and, in the case of a non-simultaneous system, the steering and braking.

[0042] Five different injector designs are proposed (Types A, B, C, D, E) to be used in conjunction with one of three injector head designs (Types X, Y, Z). The selection of a particular injector and injector head for a project will depend on the geometry and function of the tunnel, the prevailing ground and groundwater conditions, and the nature of the selected STLM.

[0043] In certain circumstances, such as planned or unplanned outages, a liquid mixture may be introduced to prevent discontinuities between sections of the tunnel lining (known as "cold joints") that can cause water passages through the tunnel lining and weak areas. This supply line may also be used systematically to add liquid mixture components simultaneously with the filling of the STLM into the injector (i.e., mixing at the placement point).

[0044] The process is suitable for the construction of tunnels of any size and any geometric form, examples of such geometries can be seen in Figure 5.

[0045] It is recognized that the underground construction environment is harsh on both equipment and workers. The present disclosure recognizes this and is designed with simplicity and robustness as its guiding principles, essentially embodying a process for cleaning and maintaining equipment to ensure continued optimal performance.

[0046] The structural components of the equipment are manufactured from strong, wear-resistant steel. In areas where the greatest wear is expected, the surfaces of these steel components are coated with a wear-resistant coating.

[0047] It is recognized that, despite the measures built into the device to resist wear, wear is inevitable and practically unavoidable with long term, continuous use, and therefore the device is designed so that any worn parts can be easily repaired or replaced in situ underground, this applies to both the simultaneous and non-simultaneous forms of this embodiment.

[0048] The disclosed process is also much easier to operate remotely than traditional TBM tunnel excavation modes, since ring construction and grouting are eliminated and no on-site static shutters are required in a non-synchronous environment. It is proposed that both the synchronous and non-synchronous equipment be operated remotely from the ground, with only service maintenance personnel required in the tunnel. This would further increase safety and reduce costs for the entire process.

[0049] Both the simultaneous and non-simultaneous processes can produce tunnel linings significantly faster and cheaper than current techniques because, unlike existing technologies, they are continuous construction methods that extract maximum performance from the materials used.

[0050] The simultaneous process eliminates two critical steps present in the current state-of-the-art process: construction of the ring and grouting of the annulus.

[0051] The non-synchronous process eliminates the need to assemble, disassemble, clean, move and reassemble static shutters.

[0052] The simultaneous device is significantly shorter than conventional TBMs, allowing it to handle sharper curves.

[0053] The simultaneous device does not require overcutting for steering purposes, therefore reducing over-excavation and earth movement that can damage the existing built environment.

[0054] The simultaneous device places the STLM under high pressure between the articulated shutter and the ground. If a soft or porous ground is present, the pressurized lining material compacts and penetrates the ground, improving the ground properties. Similarly, if voids are present in the ground, the STLM fills these until they are filled. The device cannot advance until sufficient reaction has occurred, thereby ensuring that all voids are filled.

[0055] In both simultaneous and non-simultaneous processes, the slipform tunnel lining material (STLM) may be modified to suit the prevailing conditions. Because the equipment includes multiple inlet ports, STLMs with different properties and performance can be introduced at various locations in both the longitudinal and circumferential directions. In zones where higher strength (either in compression, bending, or direct tension) is required, the composition of the SLTM mixture can be modified, for example, to promote fiber reinforcement by increasing the amount of fiber reinforcement or using higher performance fiber types. Similarly, in areas of increasing concern regarding water ingress and waterproofing, the STLM can be further strengthened to reduce its permeability, reduce or eliminate cracking, and promote self-healing.

[0056] In both the simultaneous and non-simultaneous processes, the tunnel lining structure is formed using high pressure injectors that rapidly create a strong matrix system of composite STLM. In the short term, this process does not rely on the normal chemical processes associated with the setting and hardening of concrete and is therefore much faster.

[0057] Articulated slipform shutters are strong enough to withstand high loads from injectors and other loads while remaining flexible enough to accommodate both horizontal and vertical alignment changes. The sealing system ensures that articulated shutters can negotiate tight curves while remaining waterproof. [Brief description of the drawings]

[0058] The accompanying drawings are included by way of example only to provide a further understanding of embodiments of the present disclosure, are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure, and together with the description, serve to explain the principles of embodiments of the present disclosure.

[0059] [Figure 1] FIG. 1 is a front-to-rear cross-sectional view of an apparatus according to one embodiment of the present invention.

[0060] [Diagram 2] FIG. 2 shows various views of the simultaneous device.

[0061] [Diagram 3] Figure 3 shows the apparatus in a front view and Figure 3.2 shows the anterior-posterior cross section.

[0062] [Figure 4] FIG. 4 is a complete cross section cutting through the simultaneous process.

[0063] [Diagram 5] FIG. 5 is an example of some of the types of tunnel shapes that can be formed using the processes of the present disclosure.

[0064] [Figure 6] FIG. 6 shows the first injector configuration—Type A fitted with a Type X injector head implementing active dehydration.

[0065] [Figure 7] FIG. 7 is an exploded view of a Type A injector fitted with a Type X injector head.

[0066] [Figure 8]Figure 8 shows the operating modes of the type A injector. Figure 8.1 shows the piston in its maximum retracted position and the injection chamber filled with STLM. Figure 8.2 shows the limit of the injector's forward stroke under normal operation. Figure 8.3 shows the injector piston in its maximum forward position, allowing the connection between the flushing circuit and the STLM supply line for cleaning.

[0067] [Figure 9] FIG. 9 shows a second type of injector - Type B - fitted with a Type X injector head and incorporating an active dewatering system.

[0068] [Figure 10] Figure 10 shows the operating modes of the type B injector. Figure 10.1 shows the piston in its maximum retracted position and the injection chamber filled with STLM. Figure 10.2 shows the limit of the injector's forward stroke under normal operation. Figure 10.3 shows the injector piston in its maximum forward position, allowing the connection between the flushing circuit and the STLM supply line for cleaning purposes.

[0069] [Figure 11] FIG. 11 shows a third type of injector - Type C - fitted with a Type Y injector head that relies on passive dewatering into the ground or does not rely on dewatering.

[0070] [Figure 12] Figure 12 shows the operating modes of the Type B injector. Figure 12.1 shows the piston in its maximum retracted position and the injection chamber filled with STLM. Figure 12.2 shows the maximum limit of the injector's forward stroke under normal operation.

[0071] [Figure 13]FIG. 13 shows a fourth type of injector - Type D - fitted with a Type Z injector head implementing active dehydration.

[0072] [Figure 14] Figure 14 shows the operating modes of the D-type injector. Figure 14.1 shows the piston in its maximum retracted position and the injection chamber filled with STLM. Figure 14.2 shows the limit of the injector's forward stroke under normal operation. Figure 14.3 shows the injector piston in its maximum forward position, allowing connection between the flushing circuit and the STLM supply line for cleaning purposes.

[0073] [Figure 15] FIG. 15 shows a fifth type of injector--Type E--fitted with a Type Y injector head and relying on passive dewatering into the ground or no dewatering.

[0074] [Figure 16] Figure 16 shows the operating modes of the Type E injector. Figure 16.1 shows the piston in its maximum retracted position and the injection chamber filled with STLM. Figure 16.2 shows the maximum limit of the injector's forward stroke under normal operation.

[0075] [Figure 17] FIG. 17 is a perspective view of types X, Y, and Z of injector heads.

[0076] [Figure 18] FIG. 18 shows various views of a non-simultaneous device with steering brake wheels.

[0077] [Figure 19] FIG. 19 is a front-rear cross-sectional view of a non-synchronous device with steering brake wheels.

[0078] [Figure 20]FIG. 20 shows how the angle of the injectors can be varied to produce the required amount of forward and backward thrust.

[0079] [Figure 21] Figure 21 shows the non-simultaneous steering brake wheel mechanism. Figure 21.1 is an exploded view of the actuator and wheel. Figure 21.2 shows the placement of the bulkhead and wire brush seal relative to the wheel.

[0080] [Figure 22] FIG. 22 is a perspective view of a non-synchronous steering brake wheel (with bulkhead omitted for clarity).

[0081] [Figure 23] Figure 23 shows a cross-section of a non-synchronous steering brake wheel. Figure 23.1 shows details of the actuator. Figure 23.2 shows details of the wheel mechanism.

[0082] [Figure 24] Figure 24 shows the range of travel that a non-simultaneous brake steering wheel can accommodate. Figure 24.1 shows the wheel actuator in its fully retracted position. Figure 24.2 shows the wheel actuator halfway between full extension and full retraction. Figure 24.3 shows the wheel actuator at full extension.

[0083] [Diagram 25] FIG. 25 shows the non-synchronous wire brush mechanism and how it is attached to the bulkhead.

[0084] [Figure 26] FIG. 26 shows various views of a non-simultaneous device with a steering brake skid attached.

[0085] [Figure 27] FIG. 27 is a front-to-rear cross-sectional view of a non-simultaneous device with a steering brake skid attached.

[0086] [Figure 28] Figure 28 shows the non-simultaneous steering brake skid mechanism. Figure 28.1 shows an exploded view of the actuator and skid. Figure 28.2 shows the bulkhead and wire brush seal placement relative to the skid.

[0087] [Figure 29] Figure 29 shows a cutaway sectional view of a non-synchronous steering brake skid. Figure 29.1 shows details of the actuator. Figure 29.2 shows details of the skid mechanism.

[0088] [Diagram 30] Figure 30 shows the range of travel that a non-simultaneous brake-steer skid can accommodate. Figure 30.1 shows the wheel actuators in their fully retracted position. Figure 30.2 shows the skid actuators halfway between maximum extension and maximum retraction. Figure 30.3 shows the skid actuators at maximum extension.

[0089] [Diagram 31] FIG. 31 shows various views of a non-simultaneous device fitted with a steering brake wheel and a steering brake skid.

[0090] [Diagram 32] FIG. 32 is a front-rear perspective cross-sectional view of a non-simultaneous device fitted with a combination steering brake wheel and steering brake skid.

[0091] [Diagram 33] Figure 33 shows a perspective view of the articulated shutter. Figure 33.1 shows a perspective view from the front. Figure 33.2 shows a cross-sectional view of the articulated shutter from the front to rear.

[0092] [Diagram 34]Figure 34 shows a cross section of a non-simultaneous device with a brake steering wheel mechanism. Figure 34.1 is a longitudinal section through the injector and articulated shutter showing the steering brake wheel mechanism. Figure 34.2 is a cross section through the articulated shutter.

[0093] [Diagram 35] Figure 35 is a cross section of the non-simultaneous process with brake steering skid mechanism. Figure 35.1 is a longitudinal section through the injector and articulated shutter showing the steering brake wheel mechanism. Figure 35.2 is a cross section of the articulated shutter.

[0094] [Diagram 36] FIG. 36 is a cross-sectional view of the articulated shutter taken from the front-rear direction.

[0095] [Figure 37] Figure 37 is a cross-section of an articulated shutter. Figure 37.1 is a cut-away longitudinal section of the articulated shutter, the spherical thrust bearing mechanism in the bulkhead, and the length compensation actuator on the trailing edge of the shutter. Figure 37.2 is a cut-away section of the spherical bearing that secures the fore-aft tension rod to the bulkhead. Figure 37.3 is a cut-away section of the length compensation actuator and spherical bearing that secures the end of the fore-aft tension rod to the trailing edge of the articulated shutter.

[0096] [Figure 38] FIG. 38 is a cross-sectional view of the non-simultaneous device and the towing sledge with the backup equipment and materials positioned thereon.

[0097] [Figure 39] FIG. 39 is a schematic diagram of a non-simultaneous device and towing sledge operating on a curve.

[0098] [Diagram 40]Figure 40 shows a type 1 guide mechanism for a non-synchronous device. Figure 40.1 shows a schematic of a non-synchronous device. Figure 40.2 shows a surveying prism fixed to the inner arc of an existing tunnel.

[0099] [Diagram 41] FIG. 41 shows the location of a gimbal-mounted total station survey instrument on the bulkhead of the non-simultaneous installation.

[0100] [Diagram 42] Figure 42 shows a Type 1 guide mechanism for a non-simultaneous instrument. Figure 42.1 is a schematic layout showing how the bulkhead position and orientation and normal vector are determined. Figure 42.2 is a schematic front view of a non-simultaneous instrument showing three coordinated positions on the bulkhead. Figure 42.3 is a front view of a non-simultaneous instrument showing the position of a gimbal mounted total station survey instrument.

[0101] [Diagram 43] Figure 43 shows a Type 2 guide mechanism for a non-simultaneous device. Figure 43.1 is a schematic plan view showing the relative positions of the total station surveying instrument and targets mounted on a bulkhead. Figure 43.2 shows the total station surveying instrument fixed to the inner arc of an existing tunnel. Figure 43.3 is a front view of a non-simultaneous device showing one of three surveying targets mounted on a bulkhead.

[0102] [Diagram 44] FIG. 44 is a front view of the non-simultaneous device showing where the survey targets are attached to the bulkhead.

[0103] [Diagram 45] Figure 45 shows a Type 2 survey setup for a non-simultaneous device. Figure 45.1 is a schematic layout showing how the bulkhead position and orientation and normal vector are determined. Figure 45.2 is a schematic front view of a non-simultaneous device showing three coordinated positions on the bulkhead. Figure 43.3 is a front view of a non-simultaneous device showing the positions of survey targets fixed to the bulkhead.

[0104] [Diagram 46] FIG. 46 is a system diagram illustrating a computing environment for a non-concurrent device with active dewatering configured to wirelessly receive survey data from a Type 1 surveying process described herein to control operation of the non-concurrent device.

[0105] [Figure 47] FIG. 47 is a system diagram illustrating a computing environment for a non-concurrent device with active dewatering configured to wirelessly receive survey data from a Type 2 survey process described herein and control the operation of the non-concurrent device.

[0106] [Figure 48] FIG. 48 is a system diagram illustrating a computing environment for a non-concurrent device without active dewatering configured to wirelessly receive survey data from a Type 1 surveying process described herein and control the operation of the non-concurrent device.

[0107] [Figure 49] FIG. 49 is a system diagram illustrating a computing environment for a non-concurrent device without active dewatering configured to wirelessly receive survey data from a Type 2 surveying process described herein to control operation of the non-concurrent device.

[0108] [Figure 50] FIG. 50 is a system diagram of a simultaneous device with active dehydration.

[0109] [Figure 51] FIG. 51 is a system diagram of a simultaneous device without active dehydration.

[0110] [Figure 52] Figure 52 is a system diagram of a non-simultaneous device with active dewatering. Both survey options (Type 1 and Type 2) are shown.

[0111] [Diagram 53] Figure 53 is a system diagram for a non-simultaneous device without active dewatering. Both survey options (Type 1 and Type 2) are shown. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0112] The present invention provides a new process for rapidly forming a permanent tunnel lining during the construction of a new tunnel (i.e. simultaneously with excavation) or for repairing and / or strengthening an existing tunnel (i.e. asynchronously with excavation). This new process, referred to herein as slipform tunneling, suits consideration as a highly beneficial alternative to currently available tunneling and tunnel lining technologies.

[0113] The method and apparatus for lining a tunnel while it is being excavated is referred to as the simultaneous slipform tunnel lining process. The apparatus includes a solid bulkhead, an injector, and an interlocking shutter.

[0114] The method and apparatus for lining an existing tunnel is referred to as a non-simultaneous slipform tunnel lining process. The non-simultaneous apparatus shares some features with the simultaneous apparatus, but also some important differences. The non-simultaneous apparatus incorporates a guidance system, a steering wheel and / or steering skids, and a brake wheel and / or steering skids to maintain correct positioning. The back-up apparatus is located on a towed towing sledge. The non-simultaneous apparatus also incorporates a wire brush sealing system to maintain effective containment of the STLM between the inner arc face of the existing tunnel and the bulkhead. Due to variations and undulations in the position of the inner arc of the existing tunnel and the designed location of the new lining, the size of this gap may vary, and therefore the wire brush sealing system is designed to accommodate this variation while maintaining effective containment of the STLM. Similar wire brush sealing systems are commonly used in tunnel excavation to seal the gap between the outer arc of the segment lining and the inside of the tail skin of the TBM, but the mode of application in this disclosure is quite different, however.

[0115] Steering and positioning of the simultaneous equipment is performed by the tunnel boring rig 1 (not part of this invention). The bulkheads and articulated shutters are passively guided behind the tunnel boring rig without the need for independent steering, and therefore follow exactly the excavation profile formed by the simultaneous slipform tunnel construction rig.

[0116] The main part of this disclosure is the injectors. Five different injector designs are proposed. The selection of a particular injector for a project depends on the tunnel geometry and function, the existing ground and groundwater conditions, the characteristics of the selected STLM, and the advancement speed. The injectors generate the forward thrust necessary to move both simultaneous and non-simultaneous devices.

[0117] The STLM is selected project by project and depends on the geometry and function of the tunnel and, in case of simultaneous processes, on the current soil and groundwater conditions.

[0118] STLM is a composite material specially designed for use with the slipform tunnel lining process, consisting of varying proportions of coarse and fine aggregates, binders, fillers, fiber reinforcement, water, and chemical admixtures. STLM derives its early strength from the mechanical interlocking of the solid particles and suction pressure in the pores between the solid particles. Long-term strength is enhanced by the normal hydration processes associated with cementitious binders in concrete, mortar, and grout.

[0119] Mechanical interlocking of the particles and creation of suction pressure in the pore spaces is achieved through the use of an injector that places the material under high pressure. During the placement process, the high pressure shrinks, compacts and optionally breaks down the solid particles and dehydrates the STLM.

[0120] In FIG. 1, the co-equipment is shown. The tunnel boring equipment 1, as such is known. It is expected to be an enclosure for the front section of a conventional TBM (cutter head, drilling chamber, motor, etc.) or, in case of tunnel boring by the open face method, for other forms of tunnel boring equipment (e.g. backhoe excavator, roadheader, breaker, explosives or other new excavation techniques). The total length of the co-equipment (including the drilling equipment) is indicated with the reference number 4. It should be noted that this length is substantially shorter than a conventional TBM, thereby making it possible to negotiate sharper curves. Reference number 2 indicates the length of the bulkhead including the injector, reference number 3 the typical length of the articulated shutter. The length of the shutter may be changed depending on the type of injector, the selected STLM and the advancement speed. Reference number 5 indicates the newly formed tunnel lining and reference number 6 the ground.

[0121] FIG. 2 shows various views of the simultaneous device.

[0122] Figure 3 shows the simultaneous installation and the distribution of the injectors 7 around the circumference. Number 7 indicates the injectors and number 8 the bulkhead in which the injectors are housed. Number 9 is the STLM supply ring main and number 10 (one of four) is the supply inlet point for this ring main. Number 11 is the ring main for the flash cooling circuit (if required) and number 12 (one of four) is the connection point to the flash cooling circuit. In operation, two of the four flushing point connections are configured to supply cooled flushing water and the other two return this water for filtering and cooling.

[0123] The size and spacing of the injectors is determined on a project-by-project basis and depends on the tunnel geometry and function, the existing soil and groundwater conditions, the selected STLM, and the advancement speed.

[0124] Figure 4 shows a longitudinal section through the simultaneous process. Reference 2 is the length of the bulkhead housing the injector. Reference 3 is the length of the articulated shutter, which may be changed depending on the type of injector, the selected STLM and the advancement speed. Reference 5 indicates the newly formed tunnel lining and reference 6 is the ground.

[0125] In this example, six shutter sections are shown. The overall shutter length and length of the individual shutter rings may be varied depending on the tunnel arrangement, injector type, STLM selected and advance speed. In most applications the number of shutter sections will be between 3 and 12.

[0126] FIG. 5 shows exemplary geometries that can be formed using both simultaneous and non-simultaneous devices. The exemplary geometries shown are not intended to be exhaustive, but rather demonstrate the flexibility of possible geometries. Variations in lining thickness can also be easily achieved, if desired. These exemplary geometries are applicable to both simultaneous and non-simultaneous processes.

[0127] These processes are suitable for the construction of tunnels of any size and any geometric form. The equipment can be used to make the linings of horizontal or sub-horizontal tunnels, of vertical or nearly vertical shafts, and of any orientation in between.

[0128] Figure 6 shows the default injector type for most simultaneous applications. This injector is known as the Type A injector and generates the highest deployment pressure of all five types of injectors. The injector comprises a hydraulic cylinder connected to a heavy duty deployment cylinder 20. In both simultaneous and non-simultaneous applications, the heavy duty deployment cylinder is permanently and securely fixed (by welding) to the bulkhead (8 or 46). This provides the necessary reaction force generated by the injector to stiffen the STLM and move the device forward. Should the heavy duty deployment cylinder 20 become excessively worn, the bulkhead segment 8 or 46 needs to be replaced. All other parts of the injector can be maintained and / or replaced underground in situ.

[0129] Type A injectors do not rely on a perfect seal between the injector head and the placement cylinder, therefore the injector head is manufactured entirely from steel components and has no rubber wear parts.

[0130] Many of the components that make up the Type A injector are similar to other embodiments of the injector described in this disclosure.

[0131] The individual components of the Type A injector are: draw wire encoder 14, injector base plate 15, piston barrel 16, piston rod 17, injector head Type X rear 18, injector head Type X front 19, locating cylinder 20, STLM supply port 21, liquid mixture supply line and solenoid valve 22, connection port with cooling flush circuit 23, hydraulic inlet line 24, hydraulic supply inlet solenoid valve 25, piston 26, hydraulic extension line 27, base plate rear O-ring gasket 28, base plate front O-ring gasket 29, piston lock nut and washer 30, injector head Type X fixing screw for joining the front and rear 31, piston seal 32, piston wear band 33, piston rod seal 34, rod seal 35, rod bearing band 36, locating cylinder rear O-ring gasket 37, locating cylinder front O-ring gasket 38, and rod wiper seal 39.

[0132] Figure 7 shows an exploded view of a Type A actuator. Figure 7.1 shows all the components and how they can be separated for replacement if worn in use. Figure 7.2 is a close-up of the Type X injector head, showing how the exhaust hole at the front of the head 19 connects to a larger exhaust hole at the rear of the injector head 18. Both parts of the injector head are connected by a fixing screw 31.

[0133] Figure 8 shows the operating mode of a Type A injector fitted with a Type X injector head. Figure 8.1 shows the piston in its maximum retracted position and the injection chamber being filled with STLM. Retracting the rear of the injector head momentarily closes the flash cooling circuit and creates back pressure at the rear end of the positioning cylinder 20, which flushes the holes in the injector head and prevents them from clogging. This important flushing process occurs every time the cylinder is retracted for filling. Some flash cooling water briefly enters the filling part of the chamber, but this is quickly expelled during the extension stroke of the injector during the dewatering process by the STLM entering the positioning cylinder. Figure 8.2 shows the limit of the injector forward stroke under normal operation. The injector head acts as a simple seal to isolate the STLM supply port from the flash cooling water circuit during normal operation. Figure 8.3 shows the injector piston in its maximum forward position, allowing connection between the flush circuit and the STLM supply line for cleaning.

[0134] Type B injectors also do not rely on a perfect seal between the injector head and the mounting cylinder, therefore the injector head is manufactured entirely from steel components and has no rubber wear parts.

[0135] During operation, the position of each injector is recorded by the drawwire encoders 14 and this data is relayed wirelessly to the slipform computer 103. The slipform computer 103 controls all tunnel lining operations.

[0136] Figure 9 shows a Type B injector fitted with a Type X injector head. This injector is equipped with a flash cooling circuit that facilitates active dehydration of the STLM during the forward stroke of the injector head. The difference between this injector and the Type A injector is that the length of the positioning cylinder is increased and the location of the STLM feed port has moved relative to the location of the bulkhead. The feed port is further away from the bulkhead, and as a result less of the forward stroke is completely insulated from the feed port. During operation, as the injector head moves forward material moves into the permanent lining area 5, but some material is pushed back into the STLM feed circuit 9. This small amount of backflow stops when an equilibrium pressure is reached. This means that although the Type B injector can accommodate more STLM due to its longer length, not all of this material moves into the permanent lining area 5.

[0137] Figure 10 shows the operating mode of a Type B injector fitted with a Type X injector head. Figure 10.1 shows the piston in its maximum retracted position, with the positioning cylinder 20 being filled with STLM. Retracting the piston momentarily closes the flash cooling circuit and creates back pressure at the rear end of the positioning cylinder 20, flushing the holes in the injector head and preventing them from becoming permanently clogged. This important flushing process occurs every time the cylinder is retracted for filling. Some flash cooling water briefly enters the filling part of the chamber, but this is quickly expelled during the extension stroke of the injector during the dewatering process by the STLM entering the positioning cylinder. Figure 10.2 shows the limit of the injector forward stroke under normal operation. The injector head acts as a simple seal to isolate the STLM supply port from the flash cooling water circuit during normal operation. Figure 10.3 shows the injector piston in its maximum forward position, allowing connection between the flush circuit and the STLM supply line for cleaning.

[0138] Figure 11 shows a Type C injector fitted with a Type Y injector head. This injector does not have a flash cooling circuit and therefore relies on passive dehydration into the ground, i.e. it does not rely on STLM dehydration.

[0139] Figure 12 shows the operating mode of a type C injector fitted with a type Y injector head. Figure 12.1 shows the piston in its maximum retracted position and the positioning cylinder 20 filled with STLM. Figure 12.2 shows the limit of the injector's forward stroke under normal operation. The injector head acts as a simple seal to isolate the STLM supply port from the flush cooling water circuit during normal operation. Unlike type A and type B injectors, the type C injector must form a seal between the area of ​​the positioning cylinder behind the injector head and the STLM supply port. Therefore, the type Y injector head is fitted with a rubber seal. This is a wear part and must be replaced periodically.

[0140] Figure 13 shows a Type D injector fitted with a Type Z injector head, which is equipped with a flash cooling circuit that facilitates active dehydration of the STLM during the forward stroke of the injector head.

[0141] Figure 14 shows the operating mode of a Type D injector fitted with a Type Z injector head. Figure 14.1 shows the piston in its maximum retracted position, with the positioning cylinder 20 being filled with STLM. Retracting the piston momentarily closes the flush cooling circuit and creates back pressure at the rear end of the positioning cylinder 20, flushing the holes in the injector head and preventing them from becoming permanently clogged. This important flushing process occurs every time the cylinder is retracted for filling. Some flush cooling water briefly enters the filling part of the chamber, but this is quickly expelled during the extension stroke of the injector during the dewatering process by the STLM entering the positioning cylinder. Figure 14.2 shows the limit of the injector forward stroke under normal operation. The injector head acts as a simple seal to isolate the STLM supply port from the flush cooling water circuit during normal operation. Figure 14.3 shows the injector piston in its maximum forward position, allowing connection between the flushing circuit and the STLM supply line for cleaning purposes.

[0142] Figure 15 shows a Type E injector fitted with a Type Y injector head. This injector does not have a flash cooling circuit and therefore relies on passive dehydration into the ground, i.e. it does not rely on STLM dehydration.

[0143] Figure 16 shows the operating mode of a type C injector fitted with a type Y injector head. Figure 16.1 shows the piston in its maximum retracted position and the positioning cylinder 20 filled with STLM. Figure 16.2 shows the limit of the injector's forward stroke under normal operation. The injector head acts as a simple seal to isolate the STLM supply port from the flush cooling water circuit during normal operation. Unlike type A, type B and type D injectors, the type E injector must form a seal between the area of ​​the positioning cylinder behind the injector head and the STLM supply port. Therefore, the type Y injector head is fitted with a rubber seal. This is a wear part and must be replaced periodically.

[0144] Figure 17 shows examples of Type X, Y, and Z injector heads. Type X injector heads are long two-piece steel structures with drainage and flush holes. The front of the injector head is connected to its rear with six screws located around the perimeter. Type Y injectors are long one-piece steel structures with rubber seals around the perimeter. Type Y injector heads have no drainage or flush holes. Type X injector heads are short one-piece steel structures with drainage and flush holes.

[0145] Figure 18 shows various views of the non-simultaneous device with steering brake wheel attachment. The device is shown with six articulated shutter sections, but the length of the shutters may be altered depending on the type of injector, the STLM selected, and the forward speed. In most applications the number of shutter sections will be between 3 and 12.

[0146] Figure 19 is a longitudinal cross-section of the non-simultaneous process with steering brake wheel. The main components of the non-simultaneous device are steering brake wheel 45, bulkhead 46, grease 47, wire brush seal 48, and articulated shutter. The ground is the outer arc of the tunnel lining formed from the STLM, either on the existing tunnel lining 41, or in the case of a previously unlined tunnel. The steering brake wheel 45 is adjustable to accurately position the device. The wheel is preloaded and given a rolling resistance to generate a reaction force against the forward thrust created by the injector 7. The reaction force is crucial to ensure that the STLM is sufficiently compressed to quickly achieve the required structural performance.

[0147] Figure 20 shows how the angle of the injector can be varied to generate the required amount of forward and backward thrust. In a simultaneous setup, the angle is smaller than in a non-simultaneous setup, as a larger forward thrust is desired as it is also required for tunnel excavation. Figure 20.1 shows an example of a non-simultaneous setup, with an angle of 45 degrees to the centre line of the tunnel lining 5. Figure 20.2 shows how the force from the injector (F) is proportional to the forward and backward reaction force R h and the vertical reaction force R v This shows how the balance is achieved through

[0148] Figure 21 shows the non-simultaneous steering brake wheel mechanism. Figure 21.1 is an exploded view of the actuator and wheel. Figure 21.2 is the placement of the bulkhead and wire brush seal relative to the wheel. Actuator extension is controlled by the slipform computer 103 to ensure both accurate positioning and adequate rolling resistance to provide the required reaction force against the forward thrust of the injectors.

[0149] FIG. 22 is a perspective view of a non-synchronous steering brake wheel (with bulkhead omitted for clarity).

[0150] Figure 23 is a cross-sectional view of a non-synchronous steering brake wheel. Figure 23.1 shows actuator details. Figure 23.2 shows wheel mechanism details. The components of this steering brake subsystem are preload adjusting lock nut 49, tapered roller bearing 50, steel wheel 51, wheel tire 52, removable axle 53, washer 54, rod wiper seal 55, rod seal 56, rod bearing band 57, hydraulic extension line 58, piston barrel 59, piston seal 60, piston wear band 61, base plate O-ring seal 62, base plate 63, draw wire encoder 64, rod 65, piston barrel O-ring seal 66, and hydraulic return line 67.

[0151] Figure 24 shows the range of travel 70 that a non-simultaneous brake steering wheel can accommodate. Figure 24.1 shows the wheel actuator in its most retracted position. Figure 24.2 shows the wheel actuator halfway between maximum extension and maximum retraction. Figure 24.3 shows the wheel actuator at maximum extension. The range of travel is determined on a project-by-project basis and depends on the expected irregularities in the existing tunnel substrate and the relative designed position of the new slipform tunnel lining.

[0152] Figure 25 shows the non-simultaneous wire brush mechanism and how it is attached to the bulkhead. Figure 25.1 shows a perspective view of a single segment of bulkhead 46, the brake steering wheel 45, and the two rows of wire brush seals. Figure 25.2 is a cross-sectional view through the bulkhead 46 and the wire brush seal 48. The wire brush seal is designed to maintain an effective seal between the bulkhead and the existing tunnel substrate over the expected range of travel 70. A special grease 47 designed for use with the wire brush seal is continuously introduced via a seal grease injection line 72. Careful attention is paid to the grease formulation to ensure that it does not adversely affect the performance of the STLM. The wire brush seal is secured to the bulkhead by a set screw 71 and is replaceable if worn over a long period of continuous use.

[0153] 26 shows various views of a non-coincident device fitted with a steering brake skid. The skid 73 can be used in place of the wheels if the substrate allows and greater braking force is required.

[0154] Figure 27 is a longitudinal cross-section of an asynchronous device fitted with a steering brake skid. It is similar to an asynchronous device with a steering brake wheel. The only difference is that the wheel is replaced by a skid. The actuator design for both the wheel and the skid is identical, making it easy to switch between the two modes of steering and braking. The existing tunnel lining 41, or the ground in case of a previously unlined tunnel, becomes the outer arc of the tunnel lining formed from the STLM.

[0155] Figure 28 shows the non-simultaneous steering brake skid configuration. Figure 28.1 is an exploded view of the actuator and skid. Figure 28.2 is the placement of the bulkhead and wire brush seals relative to the skid. Actuator extension is controlled by the slipform computer 103 to ensure both accurate positioning and adequate friction resistance to provide the necessary reaction force against the forward thrust of the injectors.

[0156] Figure 29 is a cross-sectional view of a non-synchronous steering brake skid. Figure 29.1 shows actuator details. Figure 29.2 shows skid arrangement details. The components of this steering brake subsystem are preload adjusting lock nut 49, tapered roller bearing 50, removable axle 53, washer 54, rod wiper seal 55, rod seal 56, rod bearing band 57, hydraulic extension line 58, piston barrel 59, piston seal 60, piston wear band 61, base plate O-ring seal 62, base plate 63, draw wire encoder 64, rod 65, piston barrel O-ring seal 66, and hydraulic return line 67.

[0157] Figure 30 shows the range of travel 70 that a non-simultaneous brake-steer skid can accommodate. Figure 30.1 shows the wheel actuators in their most retracted position. Figure 30.2 shows the skid actuators halfway between maximum extension and maximum retraction. Figure 30.3 shows the skid actuators at maximum extension. The range of travel is determined on a project-by-project basis and depends on the expected irregularities in the existing tunnel substrate and the relative designed position of the new slipform tunnel lining.

[0158] Figure 31 shows various views of a non-simultaneous system in which the steering brake wheel and the steering brake skid are mounted side by side. This is a hybrid of the other two forms of brake steering.

[0159] FIG. 32 is a front-to-rear cross-sectional view of a non-simultaneous process in which a combination steering brake wheel and steering brake skid is installed.

[0160] Figure 33 shows an articulated shutter. Figure 33.1 is a front perspective view. Figure 33.2 is a front-to-rear cross-section of the articulated shutter.

[0161] FIG. 34 is a cross-sectional view of the non-simultaneous device showing the positioning of the brake steering wheel 45. FIG. 34.1 is a longitudinal cross-section of the injector 7 and the articulated shutter 44, also showing the steering brake wheel mechanism. FIG. 34.2 is a cross-section of the articulated shutter, showing the longitudinal tension rod 76 and the longitudinal bolts 77 of the shutter. The longitudinal tension rod 76 is connected at the front to the bulkhead 46 and at the rear to the rear edge of the articulated shutter 44. The longitudinal tension rod 76 is designed to resist the drag forces between the articulated shutter 44 and the STLM 5. During the initial assembly of the shutter, all longitudinal bolts 77 and radial bolts 78 are tightened and torqued to ensure full closure between the shutter segments. The longitudinal tension rod 76 is then installed and the length adjustment actuator is placed at the desired position. This position is set to X times the average theoretical gap between each ring of the shutter, where X is the number of shutter rings minus one (i.e. the number of joints between the shutter rings). The gap 81 between each shutter ring varies from zero to a maximum value that is calculated to accommodate the tightest radius curve on the project. During initial setup, the shutters 44 and tension rods 76 are set to a length that will accommodate the joint opening halfway between this maximum and minimum, thereby allowing for future expansion or contraction at each joint. Once the fore-aft tension bars 76 are set in the correct position, the fore-aft shutter bolts 77 are loosened until they are equal to the calculated maximum joint opening. This extra precaution ensures that no single joint is over-opened.

[0162] Figure 35 is a cross-section of the non-simultaneous process with brake steering skid 73. Figure 35.1 is a longitudinal section of the injector 7 and articulated shutter 44, showing the steering brake wheel mechanism. Figure 35.2 is a cross-section of the articulated shutter, showing the longitudinal tension rod 76 and the longitudinal bolts 77 of the shutter. The longitudinal tension rod 76 is connected at the front to the bulkhead 46 and at the rear to the rear edge of the articulated shutter 44. The longitudinal tension rod 76 is designed to resist the drag forces that arise between the articulated shutter 44 and the STLM 5.

[0163] Figure 36 is a longitudinal cross-section of the articulated shutter 44. Figure 36.1 shows that the articulated shutter 44 has a longitudinal tension rod 76 connected at both ends with a through clearance hole between them. The clearance hole is large enough to accommodate position variations when working in curved configurations. The articulated shutter is constructed of individual steel rings. The length of the shutter may vary depending on the type of injector, the STLM selected, and the advance speed. In most applications, the number of shutter sections will be between 3 and 12. Each shutter ring is constructed of several plates, eight in this example. Each of these plates is bolted together and fitted with a compressible ethylene-propylene-diene-monomer (EPDM) sealing gasket 80. The shutter 44 is designed to accommodate the range of travel required to get through the tightest curvature expected in the project, which may be less than the theoretical minimum radius to allow for construction tolerances. A compressible sealing gasket 80 prevents the pressurized STLM from escaping during deployment and prevents groundwater ingress through the shutters. The sealing gasket is designed to operate effectively over the design range of movement 81 between each shutter ring. Tension in the fore-aft tension rod is resisted by thick EPDM compression packers 88, which are designed to accommodate the expected range of movement 81 between each ring of the articulated shutters 44. The fore-aft tension rod is secured to the bulkhead using a spherical thrust bearing mechanism 79 and secured to the trailing edge of the articulated shutters 44 using a spherical bearing mounted length compensating actuator 82.

[0164] Figure 37 shows a cross section of the articulated shutter. Figure 37.1 is a longitudinal section of the articulated shutter, a spherical thrust bearing mechanism 79 in the bulkhead, and a length compensation actuator 82 at the trailing edge of the shutter. Figure 37.2 is a cutaway section of the spherical bearing that secures the longitudinal tension rod to the bulkhead. The spherical bearing 83 is secured to the longitudinal tension rod 76 by a lock nut and washer 84. Figure 37.3 is a cross section of the length compensation actuator mechanism 82 and the spherical bearing that secures the end of the longitudinal tension rod to the trailing edge of the articulated shutter. It includes a mounting screw 85 for connecting the actuator 82 to the shutter 44, a hollow piston 86, a spherical bearing 87, a lock nut and washer 89, a hollow piston cap 90, a casing cylinder 91, a piston seal 92, a hydraulic supply line and a solenoid valve 93.

[0165] 38 is a front-to-rear cross-sectional view of the non-simultaneous apparatus and towing sledge 94 with backup equipment and materials positioned thereon. The towing points for the towing sledge are connected directly to the bulkhead 46 (not the articulated shutter 44).

[0166] FIG. 39 is a schematic diagram of a non-simultaneous device and towing sledge 94 operating on a curve.

[0167] Figure 40 shows a type 1 guide mechanism for a non-simultaneous device. Figure 40.1 shows a schematic of the non-simultaneous device. Figure 40.2 shows a survey prism 95 fixed to the inner arc of an existing tunnel 41.

[0168] FIG. 41 shows the location of a gimbal mounted total station survey instrument 97 on the bulkhead 46 of the non-simultaneous setup.

[0169] Figure 42 shows a Type 1 guide mechanism for a non-simultaneous instrument. Figure 42.1 is a schematic diagram showing how the bulkhead position 98 and orientation and normal vector 99 are determined. The normal vector 99 is the direction the instrument will move in the absence of further steering input. Figure 42.2 is a schematic front view of a non-simultaneous instrument showing three coordinated positions on a bulkhead 100. Figure 42.3 is a front view of a non-simultaneous instrument showing the position of a gimbal mounted total station survey instrument 97.

[0170] Figure 43 shows a Type 2 guide mechanism for a non-simultaneous device. Figure 43.1 is a schematic plan view showing the relative positions of a total station surveying instrument 101 and a target 102 mounted on a bulkhead. Figure 43.2 shows the total station surveying instrument 101 fixed to the inner arc of an existing tunnel 41. Figure 43.3 is a front view of the non-simultaneous device showing one of three surveying targets 102 mounted on a bulkhead.

[0171] FIG. 44 shows a front view of the non-simultaneous device showing where the survey target 102 is attached to the bulkhead.

[0172] Figure 45 is a Type 2 survey setup for a non-simultaneous instrument. Figure 45.1 is a schematic diagram showing how the bulkhead position 98 and orientation and normal vector 99 are determined. The normal vector 99 is the direction the instrument will move in the absence of further steering input. Figure 45.2 is a schematic front view of a non-simultaneous instrument showing three coordinated positions on a bulkhead 100. Figure 43.3 is a front view of a non-simultaneous instrument showing the position of a survey target 102 fixed to the bulkhead 46.

[0173] FIG. 46 shows a system diagram illustrating a computing environment for a non-simultaneous device with active dewatering. The computing environment is configured to wirelessly receive survey data from a Type 1 surveying process described herein and control the operation of the non-simultaneous device. The slipform computer 103 operates to control all operations of the slipform tunnel lining process using fuzzy logic. Processes controlled in a non-simultaneous device with active dewatering are the flash cooling circuit, steering and braking actuator positioning, injector head speed and position, STLM feed rate, liquid mixture dosing, and articulated shutter length compensation actuator.

[0174] FIG. 47 shows a system diagram illustrating a computing environment for a non-simultaneous device with active dewatering. The computing environment is configured to wirelessly receive survey data from a Type 2 surveying process described herein and control the operation of the non-simultaneous device. The slipform computer 103 operates to control all operations of the slipform tunnel lining process using fuzzy logic. Processes controlled in a non-simultaneous device with active dewatering are the flash cooling circuit, steering and braking actuator positioning, injector head speed and position, STLM feed rate, liquid mixture dosing, and articulated shutter length compensation actuator.

[0175] FIG. 48 shows a system diagram illustrating a computing environment for a non-concurrent device without active dewatering. The computing environment is configured to wirelessly receive survey data from a Type 1 survey process described herein and control the operation of the non-concurrent device. The slipform computer 103 operates to control all operations of the slipform tunnel lining process using fuzzy logic. Processes controlled in a non-concurrent device without active dewatering are steering and braking actuator positioning, actuator head speed and position, STLM feed rate, liquid mixture dosing, and articulated shutter length compensation actuator.

[0176] FIG. 49 shows a system diagram illustrating a computing environment for a non-simultaneous device without active dewatering. The computing environment is configured to wirelessly receive survey data from a Type 2 survey process described herein and control the operation of the non-simultaneous device. The slipform computer 103 operates to control all operations of the slipform tunnel lining process using fuzzy logic. The processes controlled in a non-simultaneous device without active dewatering are steering and braking actuator positioning, actuator head speed and position, STLM feed rate, liquid mixture dosing, and articulated shutter length compensation actuator.

[0177] 50 is a system diagram of a simultaneous device with active dewatering. The components of the system shown are the injector 7, slip form computer 103, injector draw wire encoder 14, hydraulic pump 104, hydraulic pump electric motor 105, hydraulic pump filter 106, hydraulic oil reservoir 107, flush cooling circuit hydraulic pump 108, flush cooling circuit hydraulic pump electric motor 109, flush cooling circuit hydraulic pump filter 110, flush cooling water circuit water reservoir 111, flush cooling circuit water reservoir inlet 112, liquid mixture inlet line and solenoid valve 113, liquid mixture pump 114, liquid mixture pump electric motor 115, liquid mixture reservoir 116, liquid mixture inlet 117, STLM pump 118, STLM pump electric motor 119, STLM pump reservoir 120, STLM inlet 121, 4-way control valve 122 for the injector hydraulic system, and pressure relief valve 128.

[0178] Figure 51 shows a system diagram of a simultaneous device without active dewatering. The components of the system shown are the injector 7, slipform computer 103, injector draw wire encoder 14, hydraulic pump 104, hydraulic pump electric motor 105, hydraulic pump filter 106, hydraulic oil reservoir 107, liquid mixture inlet line and solenoid valve 113, liquid mixture pump 114, liquid mixture pump electric motor 115, liquid mixture reservoir 116, liquid mixture supply 117, STLM pump 118, STLM pump electric motor 119, STLM pump reservoir 120, STLM supply 121, 4-way control valve 122 for the injector hydraulic system, and pressure relief valve 128.

[0179] FIG. 52 is a system diagram of a non-simultaneous device with active dewatering. Both surveying options (Type 1 and Type 2) are shown. The components of the system shown are the injector 7, slipform computer 103, injector draw wire encoder 14, hydraulic pump 104, hydraulic pump electric motor 105, hydraulic pump filter 106, hydraulic oil reservoir 107, flush cooling circuit hydraulic pump 108, flush cooling circuit hydraulic pump electric motor 109, flush cooling circuit hydraulic pump filter 110, flush cooling water circuit water reservoir 111, flush cooling circuit water reservoir inlet 112, liquid mixture inlet line and solenoid valve 113, liquid mixture pump 114, liquid mixture pump electric motor 115, liquid mixture reservoir 116, liquid mixture inlet 117, ST LM pump 118, STLM pump electric motor 119, STLM pump reservoir 120, STLM supply port 121, 4-way control valve for injector hydraulic system 122, injector hydraulic system pressure relief valve 128, steering brake actuator hydraulic pump 123, steering brake actuator hydraulic pump electric motor 124, steering brake actuator hydraulic pump filter 125, steering brake actuator hydraulic pump hydraulic fluid reservoir 126, steering brake actuator 4-way control valve for hydraulic system 127, and steering brake hydraulic system pressure relief valve 129.

[0180] FIG. 53 is a system diagram of a non-simultaneous device without active dehydration. The components of the system shown are injector 7, slip form computer 103, injector draw wire encoder 14, hydraulic pump 104, hydraulic pump electric motor 105, hydraulic pump filter 106, hydraulic fluid reservoir 107, liquid mixture inlet line and solenoid valve 113, liquid mixture pump 114, liquid mixture pump electric motor 115, liquid mixture reservoir 116, liquid mixture supply 117, STLM pump 118, STLM pump electric motor 119, STLM pump reservoir 120, STLM supply 121, injector hydraulic system 4-way control valve 122, injector hydraulic system pressure relief valve 128, steering brake actuator hydraulic pump 123, steering brake actuator hydraulic pump electric motor 124, steering brake actuator hydraulic pump filter 125, steering brake actuator hydraulic pump hydraulic fluid reservoir 126, steering brake actuator 4-way control valve for hydraulic system 127, and steering brake hydraulic system pressure relief valve 129.

Claims

1. 1. A method of lining a tunnel, comprising: providing the apparatus with a plurality of injectors, the plurality of injectors being positioned adjacent to an interior tunnel face facing away from the direction of travel, either parallel to a centerline of the tunnel or at an angle to the centerline of the tunnel; using the plurality of injectors to place and compress tunnel lining material to form a tunnel lining structure; moving the device forward under pressure applied by the plurality of injectors as tunnel lining material is discharged; a linkable shutter for the tunnel lining is provided behind the device; A method comprising:

2. 2. The method of claim 1, wherein the plurality of injectors are provided in a device having a cross section corresponding proportionally to the cross section of the tunnel to be lined.

3. disposing the plurality of injectors around the periphery of the device; supplying tunnel lining material to the plurality of injectors from a supply line disposed within the apparatus; The method of claim 2 , comprising:

4. 4. The method of claim 1, further comprising removing water from the lining material via the plurality of injectors.

5. 4. The method of claim 1, further comprising using the plurality of injectors to break up particles in the lining material.

6. 4. A method according to any one of claims 1 to 3, carried out simultaneously with the excavation of the tunnel.

7. 4. A method according to any preceding claim, wherein the tunnel is existing and the method comprises repairing and / or strengthening the tunnel.

8. 8. The method of claim 7, comprising steering and braking the device using multiple wheels.

9. 8. The method of claim 7, including using a plurality of skids to steer and brake the device.

10. 1. An apparatus for lining a tunnel, comprising: a plurality of injectors that place and compress lining material against an inner tunnel surface to form a tunnel lining structure, the pressure exerted by the injectors moving the device forward as the lining material is released, the injectors being oriented relative to the device so as to face away from the direction of movement either parallel to the tunnel centerline or at an angle to the tunnel centerline; an articulated shutter for tunnel linings provided at the rear side of the device, the shutter comprising interconnected rings of plates and rods extending through openings in the rings to limit the degree of relative displacement of the rings; An apparatus comprising:

11. 11. The apparatus of claim 10, wherein the plurality of injectors are disposed about the periphery of the apparatus, and a supply line is disposed within the apparatus for supplying lining material to the plurality of injectors.

12. 12. Apparatus according to claim 10 or claim 11, wherein the axis of the injectors along which tunnel lining material is emitted is variable, the angle between that axis and the longitudinal axis of the apparatus being variable.

13. 12. Apparatus according to claim 10 or claim 11, wherein each injector includes a piston slidable within a cylinder to expel the lining material.

14. 14. The apparatus of claim 13, wherein the piston has holes for removing water from the lining material through the injector.

15. 12. An apparatus according to claim 10 or claim 11, including a plurality of wheels for steering and braking the apparatus.

16. 12. An apparatus according to claim 10 or claim 11, including a plurality of skids for steering and braking the apparatus.

17. 12. The apparatus of claim 10 or claim 11, including at least one peripheral seal, the at least one peripheral seal having at least two rows of wire brushes and grease to hold the expelled lining material against the inner surface.

18. 12. The apparatus of claim 10 or claim 11, comprising a control system for controlling the injection of the lining material, the cleaning of the plurality of injectors, and / or the steering of the apparatus.

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