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地铁隧道施工外文文献翻译

(含：英文原文及中文译文)文献出处：Cocheril Y. Study on Construction Technology of Multi-Arch Tunnel Group in Urban Underground Railway[J]. Journal of Communications, 2015, 3(4):22-32.英文原文Study on Construction Technology of Multi-Arch Tunnel Group in UrbanUnderground RailwayY CocherilAbstractIn this paper, the construction method of the multi-arch tunnel group is discussed by using an engineering example of Metro Line 3. In the construction of the subway, the construction technique of changing a multi-arch tunnel into a single-hole tunnel was first proposed. The technical solutions of the single-middle wall and the separated middle-wall structure were compared and selected to meet the requirements of structural safety, construction safety, and economic efficiency. Good technical solutions can provide reference and reference for the design and construction of similar projects in the future. Keywords: multi-arch tunnel group, single middle partition wall, separated middle partition wall, construction technologyBecause of the design requirements of the subway tunnel, a varietyof tunnel structures are required. Among them, a multi-arch tunnel segment consisting of unequal cross-linked arches and triple-arched tunnels is often used for the connection of the main line and the crossover line. This article combines the project example according to the geological conditions of the tunnel, the time limit requirements through comparison and selection of the best construction program that can achieve rapid construction and save construction costs.1 Project OverviewThe return line of Sports West Road Station on Metro Line 3 is a complex type of return line from Sports West Road Station. In the section DK3016.047037.157, a tunnel group with unequal spans with double arches and triple arches was set up. Unequal cross-arch tunnel excavation span of 20.1m excavation height of 10.076m cross-vector ratio of 1:0.5 hole lining after the lining of 5.2m large-hole lining after the span of 11.4m in the wall thickness of 1.6m. The triple-arch tunnel excavation span is 19.9m and the 7.885m cross-vector ratio is 1:0.1. The surrounding rock of the section of the multi-arch tunnel is from top to bottom: artificial backfill, red sand and alluvial sand layer, alluvial-diluvial earth, fluvial-lacustrine sedimentary soil, plastic residual soil, hard plastic-hard residue. Soil, weathered rock formations, strong weathered rock formations, weathered layers, and weathered layers. Tunnels through the formation of more homogeneous rock strength, strong bearing capacityand stability. The thickness of the vault covering the tunnel is 15.518m, and the thickness of the surrounding rock layer IV is 5.67.6m. The buried depth of groundwater in the section of the multi-arch tunnel is 2.284.1m, mainly Quaternary pore water and fissure water.2 double arch construction planDue to the complex structure of the multi-arch tunnel section, the tunnel section changes greatly. The construction process is complex and the construction is difficult. The construction period is long. Therefore, it is very important to choose a good construction scheme to complete the construction of the multi-arch tunnel section with high quality and efficiency. When selecting a construction plan, the following aspects are mainly considered: 1 Construction safety and construction Safety 2 Construction difficulty 3 Construction cycle 4 Economic benefits. Based on these four principles, the following two construction plans were selected for comparative selection through the research and demonstration of the construction plan.2.1 Single Wall Construction PlanThe main construction steps and measures of this program are as follows: 1 Prevent the construction of the middle wall from timely construction after the completion of the construction of the temporary construction channel, double-arched and triple-arched intermediate wall from the double-arched tunnel on the right line to the return line side. . 2After the construction of the middle wall lining is completed, the CRD construction method for the right line shall be used for the construction of the large-span tunnel of the re-entry line in accordance with the principle of “small first, large, and closed”. (3) When the construction of the triple-arch tunnel on the side of the re-entry line is carried out, the construction of the triple-arch and double-arched middle wall shall be carried out in accordance with the construction method of the middle-wall of the right line. After the completion of the construction of the four-fold line on the side of the middle wall, the construction of the right line will continue. This construction method is applied to the general construction methods of domestic double-arch tunnels in Guangzhou Metro, Nanjing Metro and Beijing Subway, and can safely and smoothly complete the construction of tunnel groups. However, the study of previous engineering examples and construction techniques can reveal that the program still has shortcomings and defects. 1 This scheme is applied frequently in this project. The initial support and the secondary lining of the tunnel within the short 21.11m multi-arch tunnel will convert 4 times.2 The waterproof layer construction, reinforcement engineering, formwork engineering, and concrete pouring involved in the lining of the middle wall and side tunnels all require multiple conversions and a construction period of up to 2 months. After the completion of the lining, the investment of the anti-bias support of the middle wall and theequipment and equipment will lead to higher construction costs and lower economic benefits.2.2 Separated Wall Construction PlanThe main construction steps and measures of this plan are as follows: 1 Change the unequal span double-arch tunnels into two single holes to change the separation-type mid-rise wall first from the right-line single-line tunnel construction. 2 Double-arched tunnels will not be used for middle-liner lining under single-line conditions. 3 The right-sided large-section double-arch tunnel passes through the side wall of the CRD method. For the 4 fold back line, the construction is performed in the reverse order of the right line. Adopting this scheme is actually a comparison between the two single-line construction methods and the previous one. This has the following advantages: 1 Reduce the number of construction processes and speed up the transition of the process. 2 Reduced the difficulty of construction and shortened the construction period. 3 Reduced construction costs and increased economic efficiency.4 The change to a single wall in the middle of the wall has completely solved the waterproofing defects of the double-arch tunnel structure.5 The construction of the middle tunnel of a triple-arch tunnel is equivalent to a large-span tunnel with reserved core rock, which is conducive to the construction of safety double-arch tunnels on both sides.3 Three Arches Construction PlanFrom the right line directly into the triple-arch tunnel, its supporting parameters are based on the original design, and the entire ring is installed. The whole ring is sprayed on the design and the anchor bar at the middle wall is reinforced. The re-entry side is the same as the right-line construction method. It is necessary to remove a longitudinal reinforcement beam at the junction of the tunnel grille. Strictly control the distance between each step of the excavation footage grid is 0.6m/榀. The middle-wall excavation adopts a weak-weak-weakening blasting scheme to conditionally use the static blasting scheme to minimize the disturbance to the middle-wall rock formation and the lining tunnel to ensure construction safety. The secondary lining is performed immediately after the middle wall excavation is completed. After the completion of the construction of the middle wall, the gaps in the middle walls will be backfilled with jack support. Only one side of the construction is completed before the other side of the wall construction. After the completion of the construction of the middle walls on both sides, the secondary lining of the single-hole tunnels on both sides shall be promptly conducted, and then the excavation and lining of the middle rock mass of the triple-arch tunnel shall be carried out. Special attention should be paid to the settlement and convergence deformation of the triple-arch tunnel at the middle of construction.4 Analysis of structural behavior during constructionChanged the cancellation of mid-walls that do not cross double arches into separated walls. There is no similar engineering design and construction experience in domestic urban subway projects, and there is no similar tunnel structure design. Therefore, whether the structure is safe and whether the construction process is changed during the construction process. Safety will be the focus of this program. Using ANSYS finite element general program software to perform numerical simulations on unequal cross-arch tunnels. The strata-structure model was used to analyze the stress and deformation of the tunnel structure (Fig. 1, Fig. 2, Fig. 3). The horizontal direction of the force taken along the direction of the tunnel is limited to 3 times the hole span. The vertical direction is taken upwards to the surface, and the bottom is 3 times the hole span. Element model Elasto-plastic physical tunnel lining with DP stratum material adopts elasticity The beam element simulation beam elements and solid elements are connected using a coupling equation. It can be seen from the data analysis in Table 2 that the large tunnel has a greater impact on the small tunnel during construction. If the necessary reinforcement measures are taken for the small section tunnel and the longitudinal demolition distance of the temporary support is controlled, this scheme is beneficial and feasible.5 Key Construction Technologies and Corresponding MeasuresThe construction of the multi-arch tunnel section needs to be carriedout under strict construction organization and strong technical guarantee measures. The construction of each construction step is a key to successful construction.5.1 Pulling bolts and reinforcing boltsAfter the removal of the single middle wall, the thickness of the middle wall after the excavation is completed is 0.8m. It is very necessary to set the anchor bolt and the reinforcement bolt. For the tension bolt, the length of the Φ22 steel reel bolt i s 0.6m2150.5m, and the thickness of the middle wall is 0.82.0m. Reinforced anchor rods are installed at the inverting arch and side wall at both sides of the middle wall with a Φ25 hollow grouting anchor spacing of 0.6m21.50.8m.5.2 Grouting Reinforcement in Middle Wall Rock PillarThe thinnest part of the rock mass in the middle wall is 0.15m. After several blasting excavation processes, the surrounding rock around the middle wall loosens its bearing capacity. Therefore, the loose surrounding rock must be grouted in the vaults, walls and inverted arches of the middle wall. The embedded Φ42 steel pipe slurry adopts a cement-water glass double slurry parameter of 1:1 cement slurry and 3045Be. In the two excavations, the grouting pressure of the inflow glass solution of the middle wall is 0.21.0 MPa. After the final excavation of the grouting line,a saturated grouting is performed on the sandwich wall.5.3 Differential Blasting TechnologyAll the tunnel excavations are drilled and blasted. Because the ground buildings in the downtown area of Guangzhou City are dense and the tunnel is blasted at a distance of “0”, the blasting vibration must be controlled within the allowable range in accordance with the blasting scheme for micro-shock blasting in the reserved smooth layer. The blasting measures taken for Grade III and Grade IV surrounding rocks in the strata of a multi-arch tunnel are as follows: (1) Blasting equipment uses emulsion explosives with low seismic velocity. 2 Strictly control the distance between the perforation of 0.60.8m per cycle and the distance between the peripheral blastholes of 0.4m to reduce the charge volume and control the smooth blasting effect. 3 Multi-stage detonator detonation in each blasting The non-electrical millimeter detonator is used to asymmetrically detonate the network micro-vibration technology. 4Second excavation is adopted at the middle wall. 1m is reserved for the smooth surface. Grooves are arranged on the side far away from the middle wall. medicine. The use of artificial wind excavation for excavation of partially dug excavation is prohibited. Through the above-mentioned effective measures, the “0” distance excavation of the multi-arch tunnel was smoothly passed without causing damage to the 0.15-m thick middle wall during the secondary blasting of the middle wall.5.4 Assisted Scissor SupportThrough ANSYS simulation analysis In order to ensure the safety of small-section tunnel construction, it is necessary to assist the reinforcement of the small-section tunnel to withstand the transient impact caused by blasting and the bias generated by the load release during excavation of the rock formation. The support material is welded to both ends of the grid pre-embedded steel plate with I20 steel and the spacing of the support arrangement is 0.6m, ie high strength bolts are used on each grid. The layout of the arrangement was extended to 1.2m on each side of the double arch and completed in front of the big end of the excavation. The height and angle of the support arrangement should ensure smooth construction machinery and equipment. Through the construction proof that the setting of the support is necessary and effective, the small section tunnel converges only 5 mm after the auxiliary scissor is added.5.5 Information ConstructionIn order to ensure structural safety and construction safety, real-time monitoring measurement is carried out during the tunnel construction process. The deformation characteristics of supporting structures and surrounding strata are used to predict the corresponding support structure displacements and to verify the rationality of supporting structures to provide a basis for information construction. Monitoring during construction shows that the maximum settlement of a tunnel with a smallcross section is 14.6 mm. The maximum settlement of a tunnel with a large section is 17.2 mm. The maximum convergence of the tunnel is 7.6 mm. The maximum settlement of the ground is 10 mm. The maximum settlement of the arch with a triple hole arch is 22.8 mm.中文译文城市地下铁道连拱隧道群施工技术研究作者Y Cocheril摘要本文利用地铁三号线某一工程实例对连拱隧道群施工工法进行探讨。

隧道盾构-毕设论文外文翻译(翻译-原文)

毕业设计（论文）外文文献翻译院系：土木工程与建筑系年级专业：土木工程姓名：学号：附件：盾构SHIELDS指导老师评语：指导教师签名：年月日S HIEL D S【Abstr act】A tunnel shield is a structural system, used during the face excavation process. The paper mainly discusses the form and the structure of the shield. Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield and the shield is widespread used in the underground environment where can not be in long time stable. The main enemy of the shield is ground pressure. Non-uniform ground pressure caused by the steering may act on the skin tends to force the shield off line and grade. And working decks inside the shield enable the miners to excavate the face, drill and load holes.【Keywor ds】shield hydraulic jacks ground pressure steering working decksA tunnel shield is a structural system, normally constructed of steel, used during the face excavation process. The shield has an outside configuration which matches the tunnel. The shield provides protection for the men and equipment and also furnished initial ground support until structural supports can be installed within the tail section of the shield. The shield also provides a reaction base for the breast-board system used to control face movement. The shield may have either an open or closed bottom. In a closed-bottom shield, the shield structure and skin provide 360-degree ground contact and the weight of the shield rests upon the invert section of the shield skin. The open shield has no bottom section and requires some additional provision is a pair of side drifts driven in advance of shield excavation. Rails or skid tracks are installed within these side drifts to provide bearing support for the shield.Shield length generally varies from1/2 to 3/4 of the tunnel diameter. The front of the shield is generally hooded to so that the top of the shield protrudes forward further than the invert portion which provides additional protection for the men working at the face and also ease pressure on the breast-boards. The steel skin of the shield may varyfrom 1.3 to 10 cm in thickness, depending on the expected ground pressures. The type of steel used in the shield is the subject of many arguments within the tunneling fraternity. Some prefer mild steel in the A36 category because of its ductility and case of welding in the underground environment where precision work is difficult. Others prefer a high-strength steel such as T-1 because of its higher strength/w eight ratio. Shield weight may range from 5 to 500 tons. Most of the heaviest shields are found in the former Sovier Union because of their preference for cast-iron in both structural and skin elements.Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield that thrust against the last steel set that has been installed. The total required thrust will vary with skin area and ground pressure. Several shields have been constructed with total thrust capabilities in excess of 10000 tons. Hydraulic systems are usually self-contained, air-motor powered, and mounted on the shield. Working pressures in the hydraulic system may range from 20-70 Mpa. To resist the thrust of the shield jacks, a horizontal structure member (collar brace) must be installed opposite each jack location and between the flanges of the steel set. In addition, some structural provision must be made for transferring this thrust load into the tunnel walls. Without this provision the thrust will extend through the collar braces to the tunnel portal.An Englishman, Marc Brunel, is credited with inventing the shield. Brunel supposedly got his idea by studying the action of the Teredo navalis, a highly destructive woodworm, when he was working at the Chatham dock yard. In 1818 Brunel obtained an English patent for his rectangular shield which was subsequently uses to construct the first tunnel under the River Thames in London. In 1869 the first circular shield was devised by Barlow and Great Head in London and is referred to as the Great Head-type shield. Later that same year, Beach in New York City produced similar shield. The first use of the circular shield came during 1869 when Barlow and Great Head employed their device in the construction of the 2.1 in diameter Tower Subway under the River Thames. Despite the name of the tunnel, it was used only for pedestrian traffic. Beach also put his circular shield to work in 1869 to construct a demonstration project for a proposed NewYork City subway system. The project consisted of a 2.4 m diameter tunnel, 90 m long, used to experiment with a subway car propelled by air pressure.Here are some tunnels which were built by shield principle.Soft-ground tunneling Some tunnels are driven wholly or mostly through soft material. In very soft ground, little or no blasting is necessary because the material is easily excavated.At first, forepoling was the only method for building tunnels through very soft ground. Forepoles are heavy planks about 1.5 m long and sharpened to a point. They were inserted over the top horizontal bar of the bracing at the face of the tunnel. The forepoles were driven into the ground of the face with an outward inclination. After all the roof poles were driven for about half of their length, a timber was laid across their exposed ends to counter any strain on the outer ends. The forepoles thus provided an extension of the tunnel support, and the face was extended under them. When the ends of the forepoles were reached, new timbering support was added, and the forepoles were driven into the ground for the next advance of the tunneling.The use of compressed air simplified working in soft ground. An airlock was built, though which men and equipment passed, and sufficient air pressure was maintained at the tunnel face to hold the ground firm during excavation until timbering or other support was erected.Another development was the use of hydraulically powered shields behind which cast-iron or steel plates were placed on the circumference of the tunnels. These plates provided sufficient support for the tunnel while the work proceeded, as well as full working space for men in the tunnel.Under water tunneling The most difficult tunneling is that undertaken at considerable depths below a river or other body of water. In such cases, water seeps through porous material or crevices, subjecting the work in progress to the pressure of the water above the tunneling path. When the tunnel is driven through stiff clay, the flow of water may be small enough to be removed by pumping. In more porous ground,compressed air must be used to exclude water. The amount of air pressure that is needed increases as the depth of the tunnel increases below the surface.A circular shield has proved to be most efficient in resisting the pressure of soft ground, so most shield-driven tunnels are circular. The shield once consisted of steel plates and angle supports, with a heavily braced diaphragm across its face. The diaphragm had a number of openings with doors so that workers could excavate material in front of the shield. In a further development, the shield was shoved forward into the silty material of a riverbed, thereby squeezing displaced material through the doors and into the tunnel, from which the muck was removed. The cylindrical shell of the shield may extend several feet in front of the diaphragm to provide a cutting edge. A rear section, called the tail, extends for several feet behind the body of the shield to protect workers. In large shields, an erector arm is used in the rear side of the shield to place the metal support segments along the circumference of the tunnel.The pressure against the forward motion of a shield may exceed 48.8 Mpa. Hydraulic jacks are used to overcome this pressure and advance the shield, producing a pressure of about 245 Mpa on the outside surface of the shield.Shields can be steered by varying the thrust of the jacks from left side to right side or from top to bottom, thus varying the tunnel direction left or right or up or down. The jacks shove against the tunnel lining for each forward shove. The cycle of operation is forward shove, line, muck, and then another forward shove. The shield used about 1955 on the third tube of the Lincoln Tunnel in New York City was 5.5 m long and 9.6 m in diameter. It was moved about 81.2 cm per shove, permitting the fabrication of a 81.2 cm support ring behind it.Cast-iron segments commonly are used in working behind such a shield. They are erected and bolted together in a short time to provide strength and water tightness. In the third tube of the Lincoln Tunnel each segment is 2 m long, 81.2 cm wide, and 35.5 cm thick, and weighs about 1.5 tons. These sections form a ring of 14 segments that are linked together by bolts. The bolts were tightened by hand and then by machine.Immediately after they were in place, the sections were sealed at the joints to ensure permanent water tightness.Shields are most commonly used in ground condition where adequate stand-up time does not exist. The advantage of the shield in this type of ground, in addition to the protection afforded men and equipment , is the time available to install steel ribs, liner plates, or precast concrete segments under the tail segment of the shield before ground pressure and movement become adverse factors.One of the principle problems associated with shield use is steering. Non-uniform ground pressure acting on the skin tends to force the shield off line and grade. This problem is particularly acute with closed bottom shield that do not ride on rails or skid tracks. Steering is accomplished by varying the hydraulic pressure in individual thrust jacks. If the shied is trying to dive, additional pressure on the invert jacks will resist this tendency. It is not unusual to find shield wandering several feet from the required. Although lasers are frequently used to provide continuous line and grade data to operator, once the shield wanders off its course, its sheer bulk resists efforts to bring it back. Heterogeneous ground conditions, such as clay with random boulders, also presents steering problems.One theoretical disadvantage of the shield is the annular space left between the support system and the ground surface. When the support system is installed within the tail section of the shield, the individual support members are separated from the ground surface by the thickness of the tail skin. When steel ribs are used, the annular space is filled with timber blocking as the forward motion of the shield exposes the individual ribs.A continuous support system presents a different problem. In this case, a filler material, such as pea gravel or grout, is pumped behind the support system to fill the void between it and the ground surface.The main enemy of the shield is ground pressure. As ground pressure begins to build, two things happen, more thrust is required for shield propulsion and stress increases in the structural members of the shield. Shields are designed and function undera preselected ground pressure. Designers will select this pressure as a percentage of the maximum ground pressure contemplated by the permanent tunnel design. In some cases, unfortunately, the shield just gets built without specific consideration of the ground pressures it might encounter. When ground pressure exceeds the design limit, the shield gets “stuck”.The friction component of the ground pressure on the skin becomes greater than the thrust capability of the jacks. Several methods, including pumping bentonite slurry into the skin, ground interface, pushing heavy equipment, and bumping with dynamite, have been applied to stuck shields with occasional success.Because ground pressure tends to increase with time, the cardinal rule of operation is “keeping moving”.This accounts for the fracture activity when a shield has suffered a temporary mechanical failure. As ground pressure continues to build on the nonmoving shield , the load finally exceeds its structural limit and bucking begins. An example of shield destruction occurred in California in 1968 when two shields being used to drive the Carly V.Porter Tunnel were caught by excessive ground pressure and deformed beyond repair. One of the Porter Tunnel shields was brought to a halt in reasonably good ground by water bearing ground fault that required full breast-boards. While the contractor was trying to bring the face under control, skin pressure began to increase. While the face condition finally stabilized, the contractor prepared to resume operations and discovered the shield was stuck. No combination of methods was able to move it, and the increasing ground pressure destroyed the shield.To offset the ground pressure effect, a standard provision in design is a cutting edge radius several inches greater than the main body radius. This allows a certain degree o f ground movement before pressure can come to bear on the shield skin. Another approach, considered in theory but not yet put into practice, is the “w atermelon seed”design. The theory calls for a continuous taper in the shield configuration; maximum radius at the cutting edge and the minimum radius at the trailing edge of the tail. With this configuration, any amount of forward movement would create a drop in skin pressure.Working decks, spaced 2.4 to 3.0 m vertically, are provided inside the shield. These working decks enable the miners to excavate the face, drill and load holes, if necessary, and adjust the breast-board system. The hydraulic jacks for the breast-board are mounted on the underside of the work decks. Blast doors are sometimes installed as an integral part of the work decks if a substantial amount of blasting is expected.Some form of mechanical equipment is provided on the rear end of the working decks to assist the miners in handing and placing the element of the support system. In large tunnels, these individual support elements can weigh several tons and mechanical assistance becomes essential. Sufficient vertical clearance must be provided between the invert and the first working deck to permit access to the face by the loading equipment.盾构【摘要】隧道盾构是一结构系统，通常用于洞室开挖。

外文文献翻译--铁路隧道的安全

外文文献翻译一铁路隧道的安全1 外文文献原文 (1)2外文文献翻译 (2)1外文文献原文Safety of long railway tunnelsD. Diamantidis"摆,E Zuccarelli b, A. VVestha user *^University of Applied Sciences, Regensburg^ Prufen in ger str. 58y D・93049, Regensburg^GermanybD^Appolonia S.p.A.y Genova^ ItalycBrenner Eisenbahn GmbH, Innsbruck^ AustriaReceived 10 March 1999; accepted 6 September 1999AbstractPlanning and designing railway tunnels with an explicit reference to safety issues is becoming of utmost importance since the combination of high speed, mixed goods-passenger traffic and extreme length of the new tunnels under design or concept evaluation, have sensitively modifled the inherent safety of the railway tunnel. Although the probability of occurrence of accidental events may still be considered rather low, the possible consequences of such events in long tunnels can be catastrophic, therefore raising the overall risk to levels that may be no more acceptable. The scope of this paper is to illustrate the state-of-practice related to risk analysis of long railway tunnels. First, ambitious tunnel projects are briefly reviewed. The applicable risk-analysis procedures are then described and discussed. The problem of risk appraisal is addressed and quantitative target safety levels are proposed. Safety systems for risk reduction are outlined. q2000 Published by Elsevier Science Ltd. All rights reserved.Keywords: Railway tunnels; Risk acceptability; Safety systems; Passenger traffic1.IntroductionThe railway is now moving rapidly toward a modern service transportation industry. High Speed Rail (HSR) systems are already operating in many countries such as Japan, England, France, Italy and Germany. A further development of the whole European HSR network is planned. In order to achieve the design velocity up to 300 km/h, a considerable part of the routes is in tunnels with lengths greater than 10 km and in some cases of the order of 50 km. Table 1 illustrates a list of existing long tunnels worldwide. In this European context, the Commission of the European Communities (CEC) aimed at homogenizing the HSR projects also with respect to the safety issues. However, neither theCEC guidelines nor the existing railway regulations and codes directly address to the problem of quantitatively assessing the safety level for railway systems. This is mostly due to the fact that railway transport is considered by railway operators and perceived by the public as a safe mean of transportation. This approach to safety might be applicable to traditional railway systems, which have proven throughout the years their performance; it is, however, not enough to guarantee the safety of railway systems where innovative and particular conditions are present, or of the existing lines that have to be upgraded to new exercise standards. For example, the combination of high-speed transit, high traffic intensity, combined transport of passengers and dangerous goods and extremely long tunnels, might lead to unacceptable safety levels. Therefore, the designer has to choose a railway system configuration together with the preventive and mitigative measures of accidents that minimize the risk and ultimately should verify bv means of a risk analysis that the obtained safety level is below a predefined target level. The scope of this paper is to illustrate the state-of-practice related to safe tunnel design and associated risk-analysis aspects of long railway tunnels. First, ambitious tunnel projects are briefly reviewed from the safety point of view. The risk-analysis procedures are then described and discussed. The problem of risk appraisal is addressed and quantitative target safety levels are proposed. Finally, safety systems for risk reduction are illustrated.2.Major tunnel projects and the associated riskBasic design aspects in existing or under design and construction tunnels are briefly summarized in this section.Table 1List of existing long tunnels worldwideName Country Length (km) Underground Daischimisu Japan 22.2Simplon II Italv/Switzerland 19.8Appennino Italy 18.6Rokko Japan 16.2Haruna Japan 15.4Gotthard Switzerland 15.0Nakayama Japan 14.8Lolschberg Switzerland 14.5Hokuriku Japan 13.9Prato Tires Italy 13.5Landrucken Germany 10.8 Underwater Seikan Japan 53.9Eurotunnel UK/France 50.0Shin Kanmon Japan 18.7Great Belt Denmark 8.0Severn UK 7.0Mersev UK 4.9Kanmon Japan 3.6 The following tunnels are included:(a)the Channel tunnel between England and France;(b)the Seikan tunnel in Japan;(c)the Gotthard tunnel planned in Switzerland;(d)the Brenner tunnel planned between Italy and Austria;(e)the new Mont Cenis-tunnel planned between Franceand Italy;(f)the tunnel under the Great Belt in Denmark.2.1.The Channel tunnelThe tunnel serves rail traffic and links up the terminals near Folkestone in the south of England and Calais in northern France. The tunnel is some 50 km long and comprises of three parallel tubes, which are located some 25-45 m beneath the sea bed. The trains travel through the twosingle-track running tunnels, each of which has an internal diameter of 7.30 m. Both running tunnels have a continuous escape way in order to enable passengers and train staff to get out of the tunnel quickly in the event of an emergency (see Fig. 1). Two main cross-links connect the two running tunnels so that trains can switch from one tube to the other during maintenance work; these two main cross-links are located in the 37 km long section under the sea bed. Two smaller cross-links are to be found in the vicinity of the tunnel portals. The running tunnels are connected at 250 m intervals by means of 2-00 m diameter pressure-relief tunnels. Through these cross-cuts the pressure that builds up in front of a speeding train can be reduced by diverting the air from one running tunnel into the other. A service tunnel with an internal diameter of 4.50 m is located between the two running tunnels. It is, first and foremost, intended as an escape and access facility in the event of an accident in one of the running tunnels. In addition, this service tunnel provides access to the technical centers, which are distributed along it. The service tunnel and the two running tunnels are connected to each other via a 3.30 in diameter cross-cuts set up at 375 in gaps as escape ways [1].The tunnel is used for the following train services:•the passenger shuttles for cars and buses;•the freight shuttles for lorries as well as;•express and goods trains belonging to the national railway companies.The signaling system incorporating automatic train protection is designed to minimize the risk of any type of collision even during single-line operation when maintenance is being carried out. One of the main criteria for the design of the rolling stock was the requirement that, as far as practicable, in the event of fire, a shuttle is able to continue on its journey out of the tunnel so that fire could be tackled in the open. To achieve this a 30 min fire resistance has been specified for the wagons including the fire doors and shutters in the passenger shuttles. The fire accident that occurred in November 1996 showed that the emergency response procedures required further improvement.c (a)(D(S)° (£) (£)Fig. 2. Investigated tunnel systems: A and B with service tunnel; D without service tunnel.2.2.The Seikan tunnelThe Seikan tunnel was completed in 1988 and constitutesthe longest tunnel worldwide with a total length of 53.9 km.lt is a double-track tunnel with a cross-sectional area of 64 m2. The average traffic is 50 trains per day. The tunnelhas two emergency stations and is thus divided into three sections The middle section is under water with a length of 23 km and has a service tunneL By providing the emergency stations with fire fighting systems, fire can be copedwithin the same manner as conventional tunnel fires. In case of fire, the train must be brought to a stop at the nearest emergency station or must be driven out of the tunneL2.3.The Gotthard Base tunnelThe 57 km long Gotthard Base tunnel is one of the main links for Bahn 2000, the Swiss passenger traffic for the next century, and for the rail corridor of European freight traffic through the Alps [3]. The tunnel route is a part of the Zurich-Lugano line and is intended to carry 150 intercity, passenger and freight trains per day in each direction. Two tracks are needed for these traffic levels and there is a multitude of different tunnel layouts, which can be considered.Possible normal tunnel profiles could consist of:(a)a double-track tunnel with a parallel service tunnel;(b)a pair of single-track tunnel with a service tunnel;(c)three single-track tunnels;(d)a pair of single-track tunnels without a service tunnel^but with frequent interconnections (see Fig. 2).In addition to the traffic tunnels, there is a need for possibly two overtaking stations to allow passenger trains to pass slower freight ones. Natural longitudinal flow in the two tubes will be the basis for the ventilation of the tunnel, which has an overburden of 2000 m or greater, over more than 20 km of itslength.Recently wide-ranging studies have been carried out on the different designs of the Gotthard tunnel. The main parameters that have been thereby investigated are:(a)costs of construction;(b)construction time and method;(c)operational capacity and operability;(d)maintenance;(e)safety for the passengers and the personnel.The performed safety study has shown that the three single-track tunnels and the pair of single-track tunnel with a service tunnel are associated to lower risk and higher operability compared to the double-track tunnel with service tunneL However the associated costs are higher. Based on the evaluation of comprehensive studies the configuration D has been selected, i.e. a pair of single-track tunnels without service tunnel but with interconnections approximatelyevery 325 m. Such interconnections can be used for maintenance purposes and evacuation purposes in case of accidents.2.4.The Brenner tunnelOne of the most striking bottlenecks in passenger and goods transit between Northern Europe andItaly is the north-south connection from Munich via the Brenner Pass to Verona. At present, only one-third of the freight volume can be carried by rail, whilst two-third has to be carried by road over the Brenner Pass. Thus, it is of great importance that the modern railway networks, which either exist or are in the process of being created in the countries of the EuropeanCommunity with their high-speed sections, are welded together via long railway tunnels, which can overcome the Alps as a barrier. If one considers that each year until the turn-of-thecentury, an anticipated trans-goods volume of 150 million tonnes has to be carried over the Brenner Pass 800 m above sea-level, it is thus not surprising that the citizens of the surrounding states have called for the removal of this traffic bottleneck against the background of environmental considerations. The Brenner Base tunnel is urgently required. According to the feasibility study, it consists of a railway tunnel of approximately 55 km length, connecting Innsbruck, Austria and Fortezza, Italy. The rail traffic in the tunnel is similar to that in the Gotthard tunnel and will include approximately 340 trains per day, with 80% of goods trains, of which 10-15% contain dangerous substances. A flnal decision regarding the tunnel configuration has not been taken since the project Is in the feasibility study phase; however, it appears very likely that two single-track tunnels with frequent interconnections as proposed for the Gotthard tunnel would be selected. A safety study has shown that the risk of the tunnel during operation is acceptable if appropriate safety measures are applied [4].Mont Ce'nis tunnel.2.5.The Mont Ce'nis tunnelImproved transport links through the Alps are needed not only because of threatened capacity bottlenecks but also because of the insufficient quality of the existing railway lines through the mountains. The latter, regarded as a technical marvel in the last century, are circuitous with many curves and thus have little chance of competing with the fast Alpine motorways of the present day. In addition to the planned north-south main railway lines through the Alps, the delegates to the World congress for Railway Research in Florence discussed the project for a high-speed east-west rail link taking in Venice, Milan, Turin, Mont Ce'nis, Lyon and Paris. One section of this project is the line between Montme z lian and Turin, catering for mixed passenger and goods traffic, with a base tunnel of 54 km in length beneath Mont d9Ambin.The possible traffic capacities are:•30-40 high-speed trains with a velocity of 220 km/h,•80 goods trains of classical design and combined with a velocity of 100-120 km/h,•50-60 car trains with a velocity of 120-140 km/h.Thus, two single-lane tunnels have been selected as the system configuration (see Fig. 3) with a clearance profile of 43 in2 each [5]. As a result of the topographical conditions and without exceeding a 1.2% gradient for the line, an intermediate point of attack and evacuation point is possible to the north of Modane. Consequently, the project could be executed in the form of two tunnels, each less than 30 km long.2.6.Tunnel under the Great BeltThe tunnel under the Great Belt has a length of ca. 8 km and consists of two single-track tunnels (center distance 25 m) with 30 interconnections every 250 m which serve for evacuation and escape of people in case of an accident [6].2.7.Concluding remarksBased on the aforementioned brief review of existing or planned tunnels, the following conclusions with respect to their design and safety philosophy can be drawn:(a)the design philosophy is somehow different in each of the aforementioned tunnel projects and depends on the national requirements, the tunnel configuration and geometry and the tunnel characteristics (see Table 2);(b)in each case a package of special safety measures is recommended to reduce risk; cost-benefit considerations are usually Implemented to define the optimum package of safety systems;(c)geometries affecting the escape and rescue capabilities vary significantly from case to case (seeTable 2).The basic aspect affecting the tunnel safety is the tunnel configuration. The following tunnel systems are generally considered:(a)one double-track tunnel;(b)one double-track tunnel with service tunnel;(c)two single-track tunnels;(d)two single-track tunnels with service tunnel;(e)three single-track tunnels.Table 2 Comparison of relevant design parameters related to safety in tunnels (TSTT: two single track tunnels; ODTT: one double track tunnel)System Length (km) Distance interconnect, (m) Width of escape-way (m) Traffic itrain/day) Freight trains (%) Velocity Tunnel(km/h)Mont Ce nis TSTT 54 250 > 1.20 160-180 44-50 220Great Belt TSTT 8.0 250 1.20 240 40 10()Eurotunnel TSTT 50 375 1.10 110 45 160Seikan ODTT 53.9 600-1000 0-0.6 40 50 240Gotthard TSTT 57 325 0.75 300 80 200Brenner TSTT 55 250 1.60 340 80 250Fig. 4. Relative risk value for tunnel systems compared to the risk of the double track tunnel.Fig. 4 illustrates the relative risk picture for the aforementioned tunnel systems. The values are based on results from several tunnel risk studies. The final choice of the tunnel system depends not only on safety aspects, but also on other criteria such as costs (construction and maintenance costs), geology and local topography conditions, and operability requirements, etc. In general for tunnels with a length greater than 5 km the configuration of two single-track tunnels is recommended because of the better safety and operability conditions.3.Risk analysis basis3.1.Evaluation of accident statisticsAccident statistics and safety In railway transportation have been discussed in the past and special problems such as the transportation of dangerous materials or fire propagation in tunnels have been analyzed [4,6,7]. The primary causes of accidents can be classified into:•internal causes一mechanical or electrical failures concerning the control guide system as well as the logistic and in service systems;•external causes—arthquakes, floods, avalanches^ etc.;•causes associated to human action― perating faults, errors during maintenance, sabotages,terroristic attacks.Table 3 illustrates the major accidents in railway tunnels during the period 1970-1993. •Based on a critical review of accidental statistics in railway operation, the dominating initiating events and the associated probabilities of occurrence as derived for the Brenner tunnel study are shown in Table 4 for the two basic tunnel configurations, ie one double-track tunnel and two single-track tunnels. The values are based on accident statistics of the Austrian, German and Italian Railways. No relevant accidents have been thereby excluded and approximate correction factors have been considered to account for the safety systems related to the new technology.Table 3 Tunnel accidents in Western Europe with fatalitiesduring the period 1970-1993Date Location Fatalities Initiating event22-7-1971 Simplon (CH)5Derailment16-6-1972 Soissons (F) 108 Hit against an obstacle22-8-1973 S. Sasso (I) 4 Collision23-7-1976 Simplon (CH) 6 Derailment....-4-1980 Sebadell (E) 5 tier21-1-1981 Calabria (I) 5 Hit against an obstacle9-1-1984 El Pais (E) 2 Collision18-4-1984 Spiez (CH) 1 Collision23-12-1984 Bologna (I) 15 Sabotage26-7-1988 Castiglione (I) 1 Fire14-9-1990 Gurtnellen (CH) 1 Derailment31-7-1993 Doniodossola (I) 1 Collision32 Analysis procedureThe analysis of accidents in hazardous scenarios is performed by using event trees. The event tree approach represents a straightforward procedure for describing accidental scenarios and it can include different variables and the notation of time. The probabilities of events in the paths of the event trees are estimated based on the available data, on expert opinion and onengineering Judgement. The complete risk-analysis procedure is shown in Fig. 5. On the basis of the tunnel design and with reference to historical railway accidents, the most important hazardous scenarios are identified. For each selected scenario a probabilisti event tree analysis is performed and the accidental scenario consequences in terms of damages to passengers, Le. facilities are evaluated. The consequence analyses can be based on sophisticated tools that allow to model relevant accidental scenarios in a confined environment. The analysis of the safety measures consists of an evaluation of the actual safety performance of each one of them. Such an evaluation is based, in many cases, on sound engineering Judgement due to the lack of experience with the new safety systems.33. Case studyThe aforementioned procedure has been applied to compute the societal risk in terms of expected fatalities based on the accidental probabilities given in Table 4. The obtained results are illustrated in terms of expected fatalities in Table 5・ A typical application of the results is provided for a 10 km long tunnel in Table 6 for two tunnel systems, i.e. two single-track tunnels and one double-track tunnel. The first system is, as expected, much safer; however, in both cases the obtained societal risk is small. It is noted that the most significant contributor to risk is collision. The acceptability of the risk values is discussedin Section 4.Table 4Input accidental frequencies per one million train kilometers (ODTT: one double track tunnel; TSTT: two single track tunnels)Initiating event TSTT ODTTDerailment0.001Collision0.0002Hit against an obstacle 0.006Fire0.0009 0.001 0.0003 0.006 0.0009Table 5Societal risk, i.e. expected fatalities per 1 million train kilometers (ODTT:one double track tunnel; TSTT: two single track tunnels)Initiating event TSTT ODTT DerailmentCollision 0.025 (46%)0.017 (55%)0.012Hit against an obstacle 0.011 (20%)0.003 (10%)Fire 0.006 (11%)0.006(19%)Total 0.054 (100%)0.031 (100%)4.Risk perception considerations4.1.BackgroundBoth individual risk and societal risk are considered. The acceptable individual risk is a function of the indhdduaPs involvement; different acceptable levels should be defined for activities where the individual voluntarily exposes himself to the hazard with respect to an involuntary participation[8]«For voluntary risk, an upper limit of probability of death per year equal to 1022 has been defined; whereas for the involuntary risk, the following values have been suggested:•P> 10^ 一not acceptable;•10'6< p< ICT1一tolerable;•p < IO"6一acceptable.Table 6Societal risk for the example tunnel (100 trains per day; 10 km long) expressed in expected fatalities per year (ODTT: one double track tunnel; TSTT: two single track tunnels) Initiating event TSTTFor societal risk, the acceptability criteria are based on the definition of an acceptable probabilityrange for events of given consequences. Of course, the severest consequences are associated with the lowest values of the acceptable probability.4.2. Safety standards for other industrial activitiesA brief review of the acceptability risk criteria proposed or adopted by different industrial sectors is provided [9]. Table 7 summarizes the type of approach followed by these industries to define safety targets.42L Road transportRoad accidents have been extensively analyzed and several statistical syntheses have beenpresented. Nevertheless, roadway regulations do no present any quantitative evaluation of the present risk level for the roadway system and do not propose acceptable limits on the occurrence of accidental events.4.2.2. Air transportRisk acceptability criteria have been defined for air transport by some rules and regulations,however, no unique criterion exists yet. At present, one can consider that the acceptable risk level is 1027 accidents with fatalities per hour of flight, corresponding to approximately 2 £ 10210 accidents per kilometer of flight.Table 7 'Risk acceptability criteria for various industrial activitiesQuantitativeRoad transport X XAir transport XChemical XNuclear XOffshore X4.2.3. Chemical industryChemical industries are exposed to hazards that include fires, explosions, toxic releases; riskODTT 0.0039 0.0017 Collision 0.0056Hit agaist an obstacle0.0010 Fire Total0.0103 0.00830.0036 0.0020 0.0020 0.0178analyses in the chemical industry is therefore a strong tradition. Quantitative criteria for the definition of societal acceptable risk levels have been presented [10].4.2.4.Nuclear power plantsSafety is obviously a major concern for nuclear power plants. During design, accidental events with an insignificant probability of occurrence are usually not taken into account. Several studies performed for some plants concluded that the probability of core melt is of the order of 1024-1025 occurrences per year [11].4.2.5.Offshore production platformsSeveral studies have addressed the definition of target safety levels for societal risk for the offshore Industry. In Canada, for example, safety criteria have been defined, based on cost-benefit considerations and comparison to other industrial risks [12], that indicate an annual probability of 1025 for catastrophic consequences, 1023 for severe consequences and 1021 for minor consequences.4.3.Methodological approachThe basic criterion for the definition of a target safet level for a railway system is to assume that the safety inherent in the traditional railways in the past two or three decades is acceptable. The safety target is, therefore derived by analyzing the recent risk history of the railways in terms of the frequency of occurrence of accidents and the extent of their consequences. The procedure generally used to estimate the risk associatedto railway transport is based on the analyses of the frequency of occurrence of given consequences for a given accident; the risk Ri for the ith type of accident is therefore given by:& - RG(1) where pi is the probability of occurrence of the ith type of accident and Ci is the expected consequence of the ith type of accident.Globally, the generic risk Rt is defined as:%=£pg ⑵IThe consequences Ci are generally classified according to three levels of gravity: “medium”, “severe” and “catastrophic”. To each of these classes it has been associated a mean number of victims:•medium consequences: 3 victims;•severe consequences: 30 victims; and•catastrophic consequences: 300 victims.The evaluation of the probability pi can be performed assuming that accidental events occuraccording to a Poisson process; this means thataccidental events are independent [13]. Theprobability of having n accidental events of type/during the time T is given by:P i (n/T} = e-uT (uTy t ln\ (3)where in is the frequency of occurrence of the accidentalevents; whereas the probability of having at least one accidentalevent no in the same time is given by:R (〃O /T )= I -戒 (4)For accidents associated to catastrophic consequencesonly, a few events occurred and therefore statistical data are notsufficient to provide reliable estimates. For these events it istherefore recomniended to use a Bayesian approach.The probability of having at least one accident during the timeTo, having observed n events in a time interval 7\ is given by:p (m ，〃，r )=i-i/[i+7；/Tr +, (5)The aforementioned methodology has been applied ondata of recorded accidents of the Italian, Austrianand German railways. The results are presented in Fig. 6 in a diagram where the consequences, in terms ofexpected victims, are plotted against the annualprobability of having at least one accident that leads to these consequences. Results are considered valid for a first deflnition of an acceptable safety level for Western Europe railway systems and are comparable to the computed values for various tunnel projects.The following can be observed in Fig. 6:10 tolerable and negligibleof riskmatrix:of Fig. 7. Principle classification classification intolerable, undesirable, x.104•events of medium consequences are associated with an annual probability of 10 M (per train-kilometer); •events of severe consequences areassociated with an annual probability of10'10 (per train-kilometer); and•events of catastrophic consequencesRISK CLASSIFICATOI CCR HazardProbeWlVare associated with a probability of 10'11 (per train-kilometer). The curve of Fig. 6, therefore, defines the acceptability conditions for the studiedSuppose, for example, that to a tunnel of approximately 50 km length is associated a daily trafficof 200 trains in both directions, the return periods associated with the accidental events are:■ medium consequences: 100 years;• severe consequences: 1000 years; and• catastrophic consequences: 10 000 years.The return period for “medium consequences” would then result in the same order of magnitudeof the mean life of important infrastructures, such as, for example, a HSR line or a long alpine tunnel.For catastrophic consequences, the return period results are of the same order of magnitude of thataccepted, for example, for offshore production platforms and chemical plants (of the order of 10 000 years) while it results lower than the limit imposed for nuclear plants, which are, however, associated with consequences of significantly higher gravity. As a final remark, it should be noted that the p-C curve proposed in Fig. 6 represents the mean outcome of a probabilistic analysis where several random variables, associated to various uncertainties, have been considered. The acceptability of points falling close to the curve should therefore be critically evaluated also on the basis of cost considerations. Thus, further studies should be aimed at deflning not Just an acceptability curve, but a “desired” region in the p-C diagram which also takes into account cost-benefit considerations.44 Compatibility with rulesNational guidelines regarding the safety of railway tunnels recommend the implementation ofsafety measuresln order to reduce risk. Quantitative risk acceptability criteria are not provided. However, the new EN standards [14] are based on the definition of an acceptable probability range for events of given consequences; to the severest consequences are associated the lowest values of the acceptable probability. For that purpose, the qualitative hazard probability levels suitable for use within railway applications have been defined as:Incredible —xtremely unlikely to occur. It can be assumed that the hazard may not occur;Improbable 一unlikely to occur but possible. It can be assumed the hazard may exceptionally occur; Remote 一likely to occur at sometime in system lifetime. It can be reasonably expectedfor the hazard to occur;Occasional 一likely to occur several times;Probable 一will occur several times. The hazard can be expected to occur often; andFrequent 一likely to occur frequently. The hazard will be continually experienced. Qualitativehazard severity levels have been also defined as follows:Catastrophic 一Fatalities and/or multiple severe injuries;Critical 一Single fatality or severe injury and loss of major system;railway systems, in particular, p-C conditions that fall below the curve are associated to acceptable safety levels.。

新街隧道英文介绍作文

新街隧道英文介绍作文英文：The New Street Tunnel is a major transportation project in my city. It is a 2.3-kilometer-long tunnel that runs under the city center and connects two major highways. The tunnel has two lanes in each direction and is designed to handle up to 60,000 vehicles per day.The construction of the tunnel took almost four years and cost over 1 billion dollars. It was a massive undertaking that required the excavation of over 300,000 cubic meters of earth and rock. The tunnel was also equipped with state-of-the-art safety features, including a ventilation system that can quickly remove smoke and fumes in case of a fire.Since the tunnel opened to traffic, it has greatly improved the flow of traffic in the city center. Before the tunnel, drivers had to navigate through congested streetsand intersections. Now, they can bypass the city center entirely and get to their destination much faster. The tunnel has also reduced air pollution and noise levels in the city center.Overall, the New Street Tunnel is a great example of how infrastructure projects can benefit a city and its residents. It has made commuting easier and safer, and has improved the quality of life for many people.中文：新街隧道是我所在城市的一项重大交通工程。

隧道施工外文文献及翻译

附录二外文参考文献及翻译NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their ownself-stability : unstable rock loss of stability is a process, and if this process in providing the necessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments may cavern in a stable condition (without support). But most of the geological conditions of thepoor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, the release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of the economy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a newhighway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out and support capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege soft rock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction :（1）excavation slope around :Lofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supporting :Yang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter construction :Yang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction :（1）A long pipe roof :Sets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction method :Lofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machinery :N drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and then grouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parameters :N water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting construction :Embedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long; Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problems :Construction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) withoutseepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope of application of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system。

隧道外文文献

Dialectical thinking in engineering managementYang Shanlin1，2，Huang Zhibin1，Ren Xueping1（1．Hefei University of Technology，Hefei230009，China；2．Key Laboratory of the Ministry of Education on Process Optimization＆Intelligent Decision Making，Hefei230009，China）Abstract：Modern engineering management activities have all become more complex，being far beyond the economic and technological areas，due to their growing grand scales，increasingly complex structures and integrated systems．There-fore，we need focus our attention on engineering management activities by resorting to dialectical thinking and take full account of them based on the height of the new era．This paper described and analyzed engineering management activi-ties from the following5aspects：the cyclic promotion between engineering management theory and engineering manage-ment practice，the in-depth integration of engineering management concepts with engineering management methods，the coordinated harmonization of engineering management system with engineering management details，the mutual promo-tion between engineering management standardization and engineering management innovation，the common enhance-ment between engineering management team and engineering management system．Key words：engineering；engineering management；dialectical thinking1IntroductionEngineering is an organized purposeful group ac-tivity，in which human beings’materialized labor aims at improving their lives according to the natural laws［1］．Engineering management is to make deci-sions，plan，organize，direct，coordinate and control in engineering．Scientific engineering management can help to strike a balance between human resources，ma-terial resources and financial resources，coordinate each department and division in an engineering organi-zation，detail each member’s engineering duties and benefits so that the objective can be better achieved．Engineering management is an integration of natural attributes and social attributes．The natural attributes refer to the productivity attributes in engineering man-agement，which means to harmonize the relationship between human and nature through engineering man-agement．The social attributes refer to the relationship of production attributes in engineering management，which means to handle well the relationship of the members in engineering management［2］．One of the most distinctive features of modern en-gineering is based on high and new technology with in-novation as motive power，which breaks the bounds of traditional agricultural and industrial engineering，and integrates certain kinds of resources，new technology and innovation，making engineering technology-intensive and knowledge-intensive．Faced with the in-creasingly systematic and complex reform concerning knowledge and technology，proper and scientific engi-neering management will extend the technology effect sharply in engineering practice，and integrate multi-valued objectives of engineering from the viewpoint of overall strategy．Modern engineering management in-volves more fields than economic and technical ones，and has become a complicated and comprehensive ac-tivity．Based on the height of the era，we must pay close attention to the issue of engineering management in a higher dimension，and consider the problems in modern engineering management in a dialectical way．So that in the process of circulated improvement of the engineering management theories and the engineering management practice，we can clarify and enhance the deep fusion of the engineering management ideas and the engineering management techniques，the harmoni-zation and unification of the engineering management systems and the engineering details，the mutual im-provement of the engineering management norm and in-novation，the enhancement of the engineering manage-ment teams and the engineering management institu-tion．Only in this way can we harmonize the engineer-ing management with the nature，the economy and the society．2Circular development of engineering management theory and practiceThe engineering field is a humanized world．Hu-Received23April2012mans are the subject of engineering management theo-ries with the artificial activity facilities being the ma-nagement object，the planning，organizing，and con-trolling of the artificial activity facilities being the man-agement carriers，the improvement of the effect，pro-ductivity and benefit of the artificial facilities being the objective，in order to form a new kind of management theory．The engineering management theories originate from the engineering management practice，which takes the objective facts as foundation and applies the theories to the engineering planning，designing，invest-ment，construction and application in engineering．In the process of the subject acting on the object，the po-tential productivity of theories is converted into the ac-tual productivity，achieving the goals of being materialized and humanized．Modern engineering management follows the dia-lectical way from practice to knowledge，making grea-ter and greater improvements．The engineering man-agement theories and practice take effect on each other in the two-way interactive reconstruction to guarantee the common development and the cycled development of theories and practice．Both of them will achieve a higher-level integration in the new history background，at which point lays the essence of the process theory of materialistic dialectics．Therefore，it is necessary to bring up a dialectical integration，which is abstracted and analyzed from the specific engineering management experience to the level of philosophical thinking，and to refine something general and regular［3］．Firstly，the engineering management practice is the actual foundation of the engineering management theories generated and summarized in the actual prac-tice．Undoubtedly，the engineering management theo-ries would not exist without the engineering manage-ment practice．In order to survive，ancient human be-ings had to do necessary engineering practice such as cutting down trees as dwelling，digging holes as resi-dence，paring wood as sticks and using gourd stones as tools．In their surviving practice，the engineering ac-tivities were integrated with production and survival．Those activities had some inherent management ele-ments，but obviously clear theories haven’t yet formed．With the accumulation of productivity and the advancement of living skills，their lives were enriched，and the living standard was raised．Spiritual life began to exert influence along with material comforts．Some large-scaled ancient engineering projects arose，gaining some features of complexity．Being different from the ancient surviving engineering projects，these projects called for engineering management theories．In the his-tory of management，as a sort of social activity，it is the actual need after the birth of factories，facing some interior and exterior problems which called for settle-ment by experts．The early industrialists started to realize the importance and necessity of management．Many scholars began to regard management as an inde-pendent research field，even as an independent branch to study and cultivate．Mr．Taylor，the founder of the management science，proposed that management prac-tice precedes its theory．He put much emphasis on sci-entific research，experiments and insisted on improve-ment and reform according to the reality．Taylor advo-cated the work quota principle，the standardization principle，and differential piece rate work and so on，which were all the products of management practice．He once said，as I know the people related with scien-tific management are ready to discard all these methods and theories at any time to support better methods and theories ever existing．Therefore，it is the historic en-lightenment and also the commitment of every resear-cher to constantly devote to practice，rectify the exist-ing theories through practice and establish new theo-ries，instead of sticking to the present theories and the theoretic results we have achieved．Hence，the primary task of the engineering management theories includes：making an integrated thorough and systematic analysis and investigation into the engineering management practice；abstracting the basic concepts and basic theo-ries according to the requirement of the engineering practice；finding out their internal relations；forming logically impeccable engineering management theories．Secondly，it is of methodological significance to form engineering management theories through relevant practice．In the process of forming the theories the practical factors inherently have the instructive signifi-cance to future engineering management practice．In the view of dialectical materialism epistemology，cor-rect knowledge as the guide of practice will become un-reasonable practice without the guidance of theories．Or the correct guidance of theories will smooth the practice to achieve the expected effect．The incorrect guidance of theories will lead to an even devastating effect on practice，and make practice fail．Theories are the opposites of practice which refer to not only the op-posites between idiogenetic theories and practice，but also the ideal theories and practice．Human beings are realistic existence；however，they constantly require more than the reality．People are longing for making the reality more ideal．Theories are beyond practice for their ideal blueprint of the world and ideal proposal re-quirements，which will promote the self-transcendence of practice．The reason why theories can opposite prac-tice and promote the self-transcendence of practice liesin3attributes of the theories．a．Theories are of growth compatibility，which means theories are the results in the understanding history，so that they can be used to reflect practice by the theoretical thinking based on knowledge of history and achievements．b．Theories have the contemporary inclusiveness，which means the-ories can be used to critically introspect and regularize practice based on their grasp of contemporary univer-sality，essentiality and regularity．c．Theories are of systematic concepts，which means theories belong to a conceptual logic system so that they can be used to comprehensively view practice and instruct practice to achieve self-transcendence in the mutual regulation and mutual comprehension of conceptions［4］．The differ-ence between any human beings’practice activities，including the present engineering practice，and ani-mal’s instinct activities lies in the fact that the former calculates future actions and possible results by theo-retical mode before taking actions．The complexity and high technology attribute of modern engineering prac-tice has more choices at high risk．Sometimes a simple error will lead to devastating results．These features de-termine that the guidance，forecast and improvement of scientific engineering ma nagement theories become more and more important in the future engineering management practice．Nowadays when we review some projects in the last century，we still feel puzzled．Some projects failed to achieve the expected comprehensive benefit and led to some ecological and social problems due to the lack of the guidance of theories and compre-hensive evaluation of the construction in the early deci-sion and demonstration stage．Thus，whether the theo-ries are correct or impeccable before construction has been destined［5］．Thirdly，engineering management theories and practice keep spirally developing and cycling，promo-ting each other through their constant test and summary．Human beings’knowledge of essence and law are confined by various conditions．The reasons why it is not speedy，and needs constantly practicing，acknowledging，re-practicing，and re-acknowledging with relatively correct knowledge are as follows．a．In construction，as the subject，the manager’s knowledge of the object being transformed is limited by the devel-opment and the degree presented by the object itself．Any object in construction as a system has the feature of being multidimension and multilevel．It is a dynamic process in which the multiple aspects and levels inter-act to provoke changes and development．Thus，it is a dynamic process to which essence and laws are ex-posed，and human beings need to spend some time grasping the essence and laws．If the object is not ex-posed to the full extent，we could be deceived easily by the false appearance，which may lead to wrong or one-sided views on the essence．b．In construction，as the subject，manager’s knowledge of the object is restrict-ed by historical and technological conditions．Engi-neering constructions at any time are based upon cer-tain productivity and social consciousness．Human be-ings’capacity for knowing and transforming objects is restricted by the time．It is difficult to grasp essence through the appearance directly and form relatively comprehensive knowledge toward the world．At the same time，human beings’cognition and transforma-tion to objects are influenced by some factors including politics，culture and ideological factors，which will cause the process to be less objective．c．In construc-tion，the manager is the subject whose knowledge of the object is limited by the manager’s own factors，which include personal practice，level of knowledge，cognitive ability，practice ability，personal attitude，view，methods and physiological qualities．Human beings’knowledge toward the world will not progress unless we break those limitations in engineering man-agement practice．Only in this way can engineer man-agement theories be constantly promoted．Based on the above discussion，instead of the close relationship between engineering management theories and practice，it is an endless loop of practice and knowledge．This kind of infiniteness is not a sim-ple circulation but a process of spiral development．Meanwhile，it should be pointed out that，in this spiral development，human beings consider and remake na-ture and build artificial nature in engineering practice．Undoubtedly，the subject’s value factors are included in knowledge，which means that in engineering prac-tice the subject’s intention，plan and scheme from the antecessors are presented．Therefore，the project is marked by the subject’s value before practice，which reflects the unit of truth and value．The essential meaning actually is that the unity of the subject and the object is realized in the spiral development of engineer-ing management theories and practice．In short，every new progress in engineering prac-tice will inspire human beings’reflection on engineer-ing management，refresh thoughts，and promote new engineering management theories，and thus，provoke human beings to apply the new theories in engineering management practice．Finally，the spiral development of engineering management practice and knowledge is realized．Nowadays，China is carrying out the greatest engineering practice，which has broad range of fields and deep level of engineering．Many important engi-neering projects are under progress．Along with therapid development of engineering practice，engineering management theories originated in practice are faced with new challenges and breaktroughs．Based on the development of modern engineering practice，engineer-ing managers are supposed to keep carrying out new theory summarization and innovation，to provide guidance toward engineering management practice，in order to enhance the efficiency and value of engineer-ing management practice，and make great achieve-ments in the spiral development of engineering manage-ment theories and practice．3Deep fusions of engineering management philosophy and techniquesAs the basic guidance，engineering management philosophy has an impact on the whole process of engi-neering management in both concrete regularity and law．It influences each level of management by re-viewing and determining the regularity，modes and effect of engineering management．Engineering man-agement modes and methods are more relatively obvi-ous than the philosophy，which constitute the internal engineering management philosophy and are further presented by management techniques and management tools．In a metaphysical sense，the relationship be-tween engineering management philosophy，engineer-ing management mode，methods，and techniques is the same as that between purposes and methods．Engineering management takes effect on a certain object by purposeful and calculated activities，so that human beings can use and enjoy the utilitarianism of the object．The essential meaning of the occurrence and the development of a project lies in the scientific engineering management philosophy and modes of thinking．In the background of the ecological crisis，economic and social reform nowadays，engineering management philosophy should be transformed from economic value pursuit to multiple-value pursuit which is more humanized．Then the goal of engineering ma-nagement is the harmony between man and nature，man and society，and between human beings．Firstly，engineering management philosophy must achieve the sustainable development between human beings and society．Since the modern era，engineering has been considered to be objectification of human beings’subjective essential powers which makes hu-man beings take pleasures from completing the con-struction of engineering projects．At the same time，profitability is considered the only objective of engi-neering constructions．And digital briefness and beauty is over-emphasized．The nece-ssary natural ecological environment in economic activities is merely taken into consi-deration，and the possible ecological effect of en-gineering activities is underestimated．What’s more，sometimes the possible ecological cost is intentionally ignored in the partial and local interests．Thus some dangerous potential ecological crises and natural risks are caused in the engineering practice．New engineer-ing management philosophy should be the satisfaction of both regularity and purposes．It is the harmonization between man and nature［6］．Secondly，engineering management philosophy should benefit from the engi-neering construction．Engineering management is a kind of economic organization behavior，apart from some special engineering constructions for the public welfare．One of the natures of engineering management is to gain profits．The economic purpose should not be ignored，and it should gain profits，for profits are the precondition and the basis of an economic organization，and also the basic motivation of activities of an econo-mic organization．Certain profits can contribute to ful-fill the economic and social functions in the future．If engineering management fails to gain profits corre-sponding to the investments，the project itself would lose motivation and fail to move on．Its social function would also stop taking effect，which may cause the fai-lure of the public welfare closely related to the social function．Thirdly，engineering management philosophy should maintain the harmonious function and develop-ment of social organism．No engineering construction is isolated，and there exists complex social relations．It is the requirement of the engineering construction’s exist-ence and development to respect and balance these benefits and relations．It is also the internal moral re-quirement and moral obligation to take engineering constructions as economic organizations．An engineer-ing management organization with moral obligation has to take public interests and emotion into consideration in its decision and implementation．Social influence and reflection must be taken into consideration．Neces-sary moral obligations are taken so that possible interest conflicts will be prevented in the beginning［7］．Engineering management philosophy contains not only the purpose principle pursued by management ac-tivities，but also the management modes，methods and technique principles which contribute to fulfill ma-nagement philosophy．That is to say，the relationship between modes，methods and techniques we adopt to achieve our goals is supposed to be deep fusion and spiral development．In history，certain management philosophy is composed by corresponding management modes，methods，techniques and specific management tools．And management modes，methods and tech-niques improve new management philosophy accordingto the requirement of the corresponding practice．In this cycled spiral development，human beings’material and spiritual demands are satisfied and the management level is enhanced．In the late1800s some industrialists and engineers established the scientific management theory to meet the demand of management practice on the basis of sci-entific management factors in the European manage-ment experience．During that period the humanized hy-pothesis of management philosophy was homo econom-ics．The harmony between mankind and machines was the objective as mankind was attached to machines and the activities of man were measured by machines．Management precision and command unity were pur-sued in the organization of human resources，financial resources and material resources and in the allocation of techniques．Discipline，stability and reliability of production organizations were highlighted in manage-ment．As a result，the most typical management mode and method at that time were about time and motion studies and one of them is the carrot-and-stick way of rewarding and grueling represented by the Gantt chart．Undoubtedly，scientific management started a new age in which industrial production grew steadily and the management developed．However，although scientific management could define the material by its extraordi-nary power of technical control，it lacked the power to grasp the world，especially the spiritual world and real-ize the value pursuit of human beings beyond the mate-rial production．The management philosophy was mainly embodied in the balance between man and ma-terial to lower the cost and gain the maximum profits．Therefore，the crisis that could not be overlooked was buried deeply in the theories．The behavioral scientific management theory is di-alectical negation toward the scientific management theory．It sets up the humanized hypothesis of being homo sociology．During the period managers gained the knowledge of workers’social and mental demands apart from their economic and material demands through management technology practice such as the Hawthorne Experiment．At the same time the theory practitioner realized that there existed informal organi-zations in the formal organizations，which depended on each other and had great influence on the productivity．Based on the knowledge，the management modes and methods adopted by the practitioner of behavioral sci-entific management theory began to develop toward hu-manity．Human beings’mental conditions are beyond material and come into focus and it was emphasized that management methods should include：a．people should be more concerned about than production；b．the ossification of management organizations should be weakened in order to meet human beings’demands better；c．wages and productivity should be less empha-sized，while interpersonal relationship and motivation should be highlighted；d．more attention should be paid to the emotional non-logicality rather than the pro-ductive logicality［8］．However，in the management hu-man beings were still valued and developed as they were an important means to increase profits and pro-ductivity which was the purpose of management．Therefore，the tendency of materialization was still overwhelming．The development of things is unity of opposites．When the strict management modes and methods of sci-entific management ignore the human nature，then the process of re-humanization begins．The behavioral sci-entific management theory drew management modes and methods back to pay attention to interpersonal rela-tionship in the same empirical way．Human-based management has gradually come into being by the con-stant exploration by numerous scholars and res-earchers．It has discarded the management philosophy that humans are means and brought human beings back to their nature．Humans are made of flesh and blood with emotional，thoughtful and minded biologic artifact and social existence．They are not simply working ma-chines or profit-gaining tools．We can declare that human-based management has broken through the limi-tation of time and space，and the restriction of manage-ment pursuit which was concerned about reality all the time．It is endowed with a philosophical implication which is the basic direction beyond life and death for human beings．Thereby the management methods have changed profoundly and a tendency of gradient evolu-tion has appeared．The drawer-like management which highlights the unity of responsibility，authority and benefit de veloped into the perfect-management which in mental aspect encourages members to overcome their disadvantages before work．Then it developed into the mode of one minute management which practices goals，compliment and punishment within a minute to provoke human beings’creativity．In the first place the cooper-ation and harmony between individuals and teams were highlighted．And then it developed into the harmonious management which emphasizes on self-managed mem-bers．And then it developed into the elastic manage-ment which highlights tolerance and understanding to-ward members and improving the flexibility of manage-ment．The pipeline-management which regarded man as the appendages of machines developed into the auto-mated management to liberate human physical power．Then it developed into the intelligent information ma-nagement which highlights user-friendly operation．The changes of these management modes and methods de-monstrate that the basic idea of modern management has developed from the stage which regards human as a means to the new stage which regards human as an objective．The development of modern science and technology，especially the development of information science and technology，has provided engineering man-agement with powerful management techniques and tools such as Primavera，Project，product lifecycle management（PLM），enterprise resource planning （ERP）and so on．Engineering management tech-niques and tools have the purport of open evolution．This purport and intention make engineering manage-ment techniques and tools the internal dimensions load-ed with engineering methods．At any time they are pro-foundly fused in these engineering management tech-niques and tools．At the same time management philos-ophy，modes and methods are putting forward new de-mands to promote the development of engineering man-agement techniques and tools．Engineering manage-ment techniques and tools reflect the process of human beings’self-creation and self-presentation in essence．Engineering management techniques and tools fulfill functions in practice and at the same time influence human beings’ways of thinking profoundly and further human beings’spirit and philosophy．Therefore the appearance of any new engineering management tech-niques and tools will help to improve engineering man-agement philosophy，modes and methods．To conclude，in the view of engineering manage-ment history，engineering management philosophy，modes，methods and technical principles are internally under the guidance of philosophy and purpose princi-ple．They are tested，regularized and restricted by phi-losophy and purpose principle．That is to say，engi-neering management activities fulfill their management function and effect through management modes，meth-ods and techniques，which must meet the internal de-mands of engineering management philosophy and value．In practice，management modes，methods and techniques with certain engineering management phi-losophy can help to discard the dross and assimilate the fine essence，to eliminate the false and retain the true．It can also activate human beings’inner demands and expectation at a higher level，which will later be trans-formed into new philosophy and pursuit．The transfor-mation between practice and know-ledge keeps cycling in an endless loop．Each cycle of practice and knowl-edge advances onto a relatively higher level［9］．And so is the development path of engineering management philosophy and engineering management modes，engi-neering management methods and engineering manage-ment techniques．4Coordination and unity of the engineering management system and detailsThe engineering management system refers to the functioning unity of each element and each link com-bined in a certain way at some time and space of engi-neering management．Accordingly，management details refer to each element and each link of which the man-agement system consists．In the view of space，the re-lationship between the engineering management system and engineering management details is the relationship between the whole and parts．In the view of time，it is the relationship between the process and links．Both of them depend on each other．In other words，the whole and the process would not exist without parts and links．At the same time，parts and links would be meaningless without the whole and the process．Engi-neering management as a whole and a process is a dy-namic integration of element and link in engineering management．When parts and links are formed into the whole and the process in a well-organized and opti-mized way，the function of the whole and the process can dominate the sum of parts and links．When parts and links are formed into the whole and the process in an unordered and non-optimized way，the intrinsic functions of each part and link can not be fulfilled and the power is weakened，even cancelled out．At this time the function of the whole and the process is subor-dinate to the sum of parts and links．Besides，if certain part or link in the engineering management is in bad conditions，it will appear as the bottleneck in the engi-neering management system，restricting the deve-lopment of management，becoming the obstacle in the engineering management system，and weakening the unitary function of engineering management．In a word，the functioning conditions and the combination of each part and link in engineering management deter-mine the smoothness of the process and the excellence of the functions．More specifically，the most notable feature of the engineering management system is the integrity and dominance．It formulates the positions and relationship between the subjective and the objective in engineering construction and the basic definitions of obligations and rights．It also formulates its own specific system work-ing procedures and the corresponding certain manage-ment means and methods．The composition of the engi-neering management system highlights the clarification of basic principles and the establishment of basic me-。

地铁隧道施工外文文献翻译

地铁隧道施工外文文献翻译(文档含中英文对照即英文原文和中文翻译)原文：Urban Underground Railroad arch tunnel Construction Technology GroupAbstract Project in Guangzhou Metro Line, right-arch construction method of tunnels to explore. Subway Construction in Guangzhou for the first time put forward a double-arch tunnel to single-hole tunnel construction technology, and a single type of wall and split in the wall structure, comparison and selection of Technology solutions were obtained to meet the structural safety, construction safety and Economic benefits of better Technology solutions for the future design and construction of similar projects to provide reference and reference.Keywords: double-arch tunnel group; a single type of wall; construction Technology; split in the wall.As the circuit design requirements subway tunnel, the tunnel structure produces a variety of forms, ranging from cross-section from double-arch and the three-arch tunnel composed of double-arch tunnel section is commonly used in the connection lines andcrossing lines. In this paper, engineering examples, according to tunnel in which geological conditions, duration requirements, raised through the comparison and selection can achieve rapid construction and the purpose of construction cost savings of the best construction programs.1 Project OverviewGuangzhou Metro Line Road station turn-back line of sports for sports Road station after the return line, structure complex, DK3 016.047 ~ 037.157 varying cross-section set the double-arch structure, three-arch structure of tunnels. Ranging from cross-arch tunnel excavation span 20.1m, excavation height of 10.076m, cross-vector ratio of 1:0.5, after lining a hole span 5.2m, large holes, after lining span 11.4m, the wall thickness of 1.6 m. Three double-arch tunnel excavation span 19.9m, excavation height of 7.885m, cross-vector ratio of 1:0.1. -Arch tunnel section of rock from top to bottom are: artificial fill soil, red - alluvial sand, alluvial - alluvial soil, river and lake facies soil, plastic-like residual soil, hard plastic - a hard-like residual soil, all weathered rock, strong weathering rock, the weathered layer and the breeze layer. Tunnel through the rock strata are more homogeneous, the intensity high, carrying ability, good stability. Thickness of the tunnel vault covering 15.5 ~ 18m, of which grade ⅣWai rock vault thickness 5.6 ~ 7.6m. Double-arch tunnel segment groundwater table is 2.28 ~ 4.1m, mainly Quaternary pore water and fissure water.Section 2 dual-arch construction scheme comparisonAs the double-arch tunnel segment structure more complex, the tunnel cross-section changes in large, complicated construction process, construction was very difficult, the construction cycle is long, so I chose a good quality and efficient completion of the construction program segment arch tunnel construction is particularly important. Selection of a construction program, the main consideration the following aspects: (1) construction safety and structural safety; (2) construction difficulties; (3) the construction cycle; (4) cost-effectiveness. Based on these four principles, through the construction of research and demonstration program to select the following two programs to compare the selection of the construction.2.1 a single type of wall construction planThe program's main construction steps and measures are as follows:(1) The right line of double-arch tunnel hole within the return line side of temporary construction access, dual-arch and the three-arch in the wall construction, is completed in a timely support for the wall, the construction to prevent bias.(2) construction of the wall lining is completed, according to "first small then big, closed into a ring" principle, the right line with the step method of construction, with CRD engineering method returned a four-lane span tunnel construction.(3) When the return line side of the construction to the three-arch tunnel in the wall, then in accordance with the right line of the wall construction method and the three-arch-arch in the wall construction, during which the right line to stop excavation until the completion of construction of the wall.(4) The return line side of the wall construction is completed, the right line to continue to move forward the construction.The construction method for the domestic double-arch tunnel of conventional construction method, Guangzhou Metro, Nanjing and Beijing Metro subway both applications, and can secure successful completion of the construction of tunnels. However, examples of past engineering and construction Technology research can be found, the program has weaknesses and shortcomings.(1) The program used in this project, in a short span of 21.11m of double-arch tunnel, the tunnel's opening between the supporting and secondary lining will be converted four times, the conversion too frequently.(2) wall and side holes covered by waterproof layer of tunnel lining construction, steel engineering, formwork, concrete pouring required multiple conversions, the construction period up to 2 months.(3) The lining is completed, the wall of anti-bias materials, equipment, support and input, resulting in higher construction costs, Economic efficiency will drop.2.2 The split in the wall construction planThe program's main construction steps and measures are as follows:(1) ranging from cross-double-arch tunnel into two single-hole, change the formula for the separation wall, the first line of one-way right-forward construction of the tunnel.(2) three arch tunnel in the wall to make the first non-Shi lining, according to single-line working condition through.(3) the right line of large-section double-arch tunnel wall construction method adopted in accordance with CRD.(4) The return line is in accordance with the right line of the opposite side of the construction sequence of construction.Adoption of this program is in fact a one-way in accordance with the construction of two methods, compared with the previous one, after the program has the following advantages:(1) reduction of the construction process to speed up the convergence process conversion.(2) reduce the construction difficulty, shortening the construction cycle.(3) reduce the construction costs and improve Economic efficiency.(4) change a single type of wall to separate the wall, completely solved the structure of double-arch tunnel waterproofing defects.(5) The three-arch tunnel in the latter pArt of the construction hole, equivalent to large-span rock tunnels reserved for the core is conducive to both sides of the double-arch tunnel construction safety (Table 1).Section 3 three-arch construction planRight-line direct access to three double-arch tunnel, the Support parameters to the original designs for grating erection of the whole ring, according to design the whole ring of shotcrete, and enhance the bolt at the wall vault settings (return right side Tong Line Construction method), wall construction in the tunnel when you need to get rid of Office, located at a vertical grill joints strengthened beam.Strict control of excavation footage of each cycle, grid spacing of 0.6m / Pin. Weak in the wall excavation using millisecond blasting program (conditional maximize the use of static blasting programs), minimize the wall rock and the lining of the tunnel has beendisturbed, to ensure construction safety. The completion of excavation in the wall immediately after the secondary lining. After the completion of construction of the wall in wall voids of the backfilling, plus jack supports. The side of the construction is completed, carry out the other side of the wall construction. When both sides of the wall construction is complete, in a timely manner on both sides of a single-hole tunnel secondary lining, and then proceed to three-arch tunnel excavation and lining of the middle of rock. Construction, special attention should be three arch tunnel in the wall at the settlement and convergence deformation, such as the unusual phenomenon, an immediate reinforcement.4 construction of the force structure of Behavior AnalysisAcross the range of the double-arched wall canceled, changed to separate the wall, in the domestic urban underground railway engineering has not yet been a similar engineering design and construction experience, there is no such tunnel structure design, and therefore the structure is safe, as well as the course of construction conversion process of construction is safe, the program will be the focus of the study.Application of ANSYS finite element software for common procedures ranging from cross-arch tunnel numerical simulation, using stratigraphic - structural model of the structure of the tunnel by the force and deformation analysis (Figure 1, Figure 2, Figure 3). The scope of the horizontal direction taken by force along the direction of the tunnel cross-section to cross-hole 3 times the limit, taking the top of the vertical direction to the surface, the bottom-hole span to 3 times the limit, unit model uses the DP formation of elastic-plastic material entity, the tunnel Lining with elastic beam element simulation, beam elements and solid elements used to connect coupling equation. Through the analysis of data in Table 2 we can see that during the construction of large tunnels in a greater impact on small tunnel, if a small section of the tunnel with the necessary strengthening of measures and control the removal of temporary support to the longitudinal spacing, the program is useful and feasible to The.5 Construction of key technologies and corresponding measuresArch tunnel construction segment is required on a strict construction organization and strong technical assurance measures carried out under the good job in organizing theconstruction of steps to prepare the construction of a variety of technical preventive measures are key to success.5.1 pairs of pull anchor and strengthen the boltAbolition of a single type of wall, the excavation is complete in the wall thickness of 0.8m, pull anchor and strengthen the right bolt set is very necessary. Φ22 steel bolt used on the pull bolt drug volume, pitch, 0.6m × 0.5m, the length of the wall thickness according to the 0.8 ~ 2.0m. Strengthen the bolt in the wall located at the invert and side walls at both sides, using 3.0m of Φ25 hollow grouting anchor, spacing 0.6m × 0.8m.5.2 in the body wall, grouting rock block foldersIn the wall of rock thinnest Department to 0.15m, after repeated blasting excavation process, the impact of the rock wall around the loose, their bearing capacity affected. Therefore, we must separate the wall in the vault, wall, invert Department for loose rock for grouting. Φ42 embedded steel, cement slurry to take - water glass pairs of liquid slurry, the parameter of 1:1 cement and 30 ~ 45Be sodium silicate solution, grouting pressure of 0.2 ~ 1.0MPa. In both excavation grouting in the wall were carried out, after the completion of the final excavation carried out in saturated sandwich wall grouting.5.3 millisecond blasting technology microseismsTunnel excavation construction method used in all drilling and blasting. Because the lot is located in downtown Guangzhou, the ground-intensive buildings, and the Tunnel "0" spacing excavation, blasting must be set aside in accordance with glossy layer of smooth microseismic millisecond blasting program construction blasting vibration control will be allowed within the . For the double-arch tunnel in which strata of Ⅲ, Ⅳgrade rock blasting to take measures as follows:(1) The blasting equipment, using low-speed emulsion explosive shock.(2) strict control of footage per cycle (0.6 ~ 0.8m), around the borehole spacing of 0.4m, reduce the loading dose to control the smooth blasting effect (Figure 4).(3) The use of multiple detonators per blast detonation, using non-electric millisecond detonator initiation network asymmetric micro-vibration technology.(4), excavation and construction of the wall at the second to take first reserve 1m smooth layer, Cutting away from the eyes arranged in the side of the wall on the second floor reserved for smooth blasting around the eyes more than surface layout of the empty eyes, a small charge. Put an end to ultra-digging, digging, when partially due to artificial air pick excavation.Through the above effective measures, in the wall during the construction of the second blast, right in the thick wall of 0.15m basic did not cause damage to the smooth passage of the double-arch tunnel "0" from the excavation.5.4 Auxiliary scissors to strengthen supportingBy ANSYS simulation analysis, in order to ensure that small section of tunnel construction safety, the need for auxiliary support of small section tunnel reinforcement to resist the impact of blasting and rock produced by the instantaneous release of excavation loads generated by bias.Supporting materials, using I20 steel, welded steel plate embedded in the grille on both ends, using high-strength bolt reinforcement. Support arrangement spacing of 0.6m, which are arranged on a grid for each Pin, arranged to extend the scope to a double-arch on each side of 1.2m, and the completion of the excavation before the big end. The height and angle of support arrangements to ensure the smooth passage of construction machinery and equipment. Through the construction of proof, supporting the setting is necessary and effective, small-section tunnels in additional support after the convergence of scissors just 5mm.5.5 Information ConstructionIn order to ensure structural safety and construction safety, in the tunnel construction process to carry out real-time monitoring measurements to study the supporting structure and the surrounding strata deformation characteristics to predict the corresponding supporting structure deformation and verify that the supporting structure is reasonable, for the information technology provide the basis for the construction. Construction Monitoring and Measurement shows a small section of the tunnel maximum settlement of 14.6mm, maximum settlement of large-section tunnel 17.2mm, structural convergence of amaximum of 7.6mm, maximum ground subsidence of 10mm, three-arched vault in the largest settlement of tunnel excavation 22.8mm.6 Construction SummaryThrough this project example, proved that the use of separate programs to ensure that the wall construction of tunnels section of arch construction safety and structural safety, duration of more than a single type of wall construction program faster 1.0 to 1.5 months. This project for similar future subway construction has achieved successful experiences and Application examples.By summarizing the analysis, the following conclusions:(1) In accordance with the actual geological conditions boldly changed a single type of double-arched wall to separate the construction of walls, similar to conventional ultra-small-distance tunnel construction, eliminating double-arch tunnel Construction of the wall must be of conventional construction method, the final lining of structural forces has little effect on the structure of water is more favorable, and shorten the construction duration. Through the construction of this project in two to realize ultra-small space tunnel "0" spacing Excavation of a major breakthrough in technology.(2) The construction of the key technology is to reduce the damage and disturbance of surrounding rock, as well as the protection of the tunnel structure has been forming. Therefore, in the double-arched wall at the weak control of a weak good millisecond blasting will be the focus of the success of the construction. Smooth layer of smooth blasting using reserved achieved the desired results. If the reserved right to take a static smooth layer of rock blasting will be even better.(3) to strengthen the weak in the wall is also supporting the construction of this important reasons for the success. From the mechanical analysis of view, invert the junction with the side walls are most affected, ensuring adequate capacity to withstand the initial load supporting; second is to strengthen the body in the clip rock column grouting reinforcement of its use of the pull bolt, strengthening bolt and grouting reinforcement, ensuring the stability of surrounding rock. Used in the construction of the pull-bolt if the full use of prestressed reinforcement, the effect may be better.(4) reasonably arrange construction sequence so that all processes in the conversion with minimal impact during the construction of each other.References[1] LIU Xiao-bing. Double-arch tunnel in the form of wall-structured study [J]. Construction Technology 2004-10, 15[2] Wang Junming. Weak rock sections double-arch tunnel Construction Technology [J]. Western Exploration Engineering, 2003-06[3] GB50299-1999 underground railway Engineering Construction and acceptance of norms [S]. Beijing: China Planning Press, 1999城市地下铁道连拱隧道群施工技术研究摘要：利用广州地铁工程实例,对连拱隧道群施工工法进行探讨。

隧道施工组织设计外文文献

隧道施工组织设计外文文献标题: 隧道施工组织设计外文文献综述及拓展隧道施工组织设计是隧道工程中至关重要的一环，它涉及到项目计划、资源调配、施工方法等方面的决策。

本文旨在综述相关外文文献，并对隧道施工组织设计进行拓展。

一、综述1. 文献1: 'Tunnel Construction Organization Design: A Review'这篇文献对隧道施工组织设计进行了系统综述。

文献指出隧道施工组织设计需要综合考虑多个因素，包括地质条件、施工方法、设备选择等。

针对不同类型的隧道工程，文献提出了不同的组织设计方法，并对各种方法的优缺点进行了比较分析。

2. 文献2: 'Optimization of Tunnel Construction Organization Design Based on Genetic Algorithm'这篇文献提出了一种基于遗传算法的隧道施工组织设计优化方法。

通过建立数学模型，文献利用遗传算法对施工组织设计进行优化，以提高施工效率和降低成本。

研究结果表明，该方法能够得到较优的组织设计方案。

3. 文献3: 'Application of Building Information Modeling in Tunnel Construction Organization Design'这篇文献介绍了建筑信息模型（BIM）在隧道施工组织设计中的应用。

文献指出，BIM技术可以实现施工过程的数字化和可视化，从而提供更准确的施工组织设计方案。

通过实例分析，文献验证了BIM在隧道施工组织设计中的可行性和优势。

二、拓展1. 新技术应用: 'Application of Artificial Intelligence in Tunnel Construction Organization Design'随着人工智能技术的发展，其在隧道施工组织设计中的应用成为研究热点。

外文文献翻译--铁路隧道的安全

隧道与地下工程毕设关于爆破的外文文献译文

外文文献原文及译文学生姓名：XXX学号：XXXXXXXXX班级: 隧道XX班专业：土木工程（隧道与地下工程方向）指导教师：XXX XXX2014 年3月隧道爆破施工引起的地面振动参数预测ALI KAHRIMAN伊斯坦布尔大学采矿工程系土耳其，伊斯坦布尔，阿牟西拉—34850尽管过去进行了许多研究来消除爆破引发的环境问题，遗憾的是由于问题的复杂性尚未建立一个通用的方法或公式。

震波和地面动力特性，爆破参数和场地因素的复杂性共同制约了这样一个通用标准的发展。

因此，仍然需要做实地研究来预测和控制爆破的影响。

该研究是在伊斯坦布尔地铁隧道中进行的，本文介绍了爆破引起的地面振动参数的测量结果。

在研究范围内，于隧道约300米的进程中使用4种不同类型的振动监测器对所有爆破进行地面振动分量测量，得到质点振动速度的估计峰值，并确定振动衰减曲线斜率与测试区的单段最大装药量。

在统计分析数据对后，得到质点振动速度和比例距离之间的关系。

1.介绍地面振动和空气冲击波等引起的环境问题是岩体爆破的产物，是不可避免的。

炸药周围的区域实际上是破碎且具有流动性的，爆破能通常会使一个相对较小的区域塑性变形和开裂；除此之外的剩余能量以弹性波的形式在地下传播。

如果炸药接近地表，也有可能通过空气传播。

在短距离内波成球状辐射且振幅与爆心距（爆源—测点）成反比。

在较长的范围内，其他两个因素会影响传播过程：（1）波形变化，分割成三种类型，以不同的速度传播；（2）传播介质的变化，如分层或开裂，可能会引起进一步的散射和扩散效应; 一个大断层可以很大程度上防止波在某一特定方向的传播。

若波传播所产生的水平动态应力超过建筑材料或岩石材料的强度，将损坏附近居民的建筑结构。

因此，地面振动和空气冲击波引起的环境问题已经在多种行业中面临并频频讨论，如采矿，建筑，采石等爆破作业不可避免的行业。

所以，爆破引发的地面振动需要被预测，监测和控制。

随着附近居民日益增加的对爆破引发的环境问题的不满，越来越需要设计更精确谨慎的爆破。

掘进机在采矿和隧道中的应用外文文献翻译、中英文翻译

外文资料Application of tunneling machine in mining and tunnelBoring machine for convenient mining hard rock and provides a unique capability. Therefore, widely is applied in underground, mining and tunneling. In the successful use of the tunnelling machine a a decisive issue is improve machine productivity and reduce the mining cost of reliability analysis. This article presents and discusses the Colorado School of geomechanics research recently completed work for mining in the history of the use of data as a dynamic performance model. This model is from different roadheader under various geological conditions of work based to an extensive collection of data. This article also discussed the development and content of the database The prediction of cutting rate and energy consumption of the boring machine is the program.At present, the mechanical mining system broad use in mining and civil construction, and the main trend is to improve productivity and reduce the cost, the main benefit is to reduce land possession of; at the same time, enhance the safety of workers. These are mainly depending on machine performance of a substantial increase in, the reliability has caused the expansion of mining market and the level of workers has been improved.Boring machine is a kind of widely used in underground soft rock tunneling machine, especially for those sedimentary rocks. They used in the production and development of soft rock mining industry, especially used in coal mines, mines. In the municipal construction, often used in soft ground pipeline digging. And TBM application ability is widely can be basically any structure and section size of mining, regardless of roadway section has more complex can satisfy people's needs. Therefore, people have unanimously welcomed.In addition to the high flexibility and adaptability, boring machine also amaximum cost is low, good economy, general of roadheader have great power, but it is controlled by electromagnetic convenient. Therefore, compared with other machine, it can better dig into hard rock and crushed, such as continuous mining and mining.Today, in the science and technology rapid development, people design the roadheader performance and other aspects have made great progress, they have far more than the coal mining, the main change in recent 50 years. The machine weight and size than the previous increase a lot, cutting head power increased, the supporting rod, rake mechanism and control system have been greatly improved. High efficiency cutting head design, high cutting rate cut tooth development, high pressure water jet assisted cutting, electric hydraulic integration, the larger the place was the use of automatic control system and According to the different geological conditions of indirect control, so these all make the cutting capacity of the machine, work efficiency, power and so on have been greatly improved.中文译文掘进机在采矿和隧道中的应用掘进机为方便的挖掘硬岩而提供了一个独特的能力。

地铁隧道施工中英文外文翻译

地铁隧道施工中英文外文翻译(含：英文原文及中文译文)文献出处：Ercelebi S G, Copur H, Ocak I. Surface settlement predictions for Istanbul Metro tunnels excavated by EPB-TBM[J]. Environmental Earth Sciences, 2011, 62(2):357-365.英文原文Surface settlement predictions for Istanbul Metro tunnels excavated byEPB-TBMS. G. Ercelebi • H. Copur • I. OcakAbstractIn this study, short-term surface settlements are predicted for twin tunnels, which are to be excavated in the chainage of 0 ? 850 to 0 ? 900 m between the Esenler and Kirazl ıstati ons of the Istanbul Metro line, which is 4 km in length. The total length of the excavation line is 21.2 km between Esenler and Basaksehir. Tunnels are excavated by employing two earth pressure balance (EPB) tunnel boring machines (TBMs) that have twin tubes of 6.5 m diameter and with 14 m distance from center to center. The TBM in the right tube follows about 100 m behind the other tube. Segmental lining of 1.4 m length is currently employed as the final support. Settlement predictions are performed with finite element method by using Plaxis finite element program. Excavation, ground support and face support steps in FEM analyses are simulated as applied in the field.Predictions are performed for a typical geological zone, which is considered as critical in terms of surface settlement. Geology in the study area is composed of fill, very stiff clay, dense sand, very dense sand and hard clay, respectively, starting from the surface. In addition to finite element modeling, the surface settlements are also predicted by using semi-theoretical (semi-empirical) and analytical methods. The results indicate that the FE model predicts well the short-term surface settlements for a given volume loss value. The results of semi-theoretical and analytical methods are found to be in good agreement with the FE model. The results of predictions are compared and verified by field measurements. It is suggested that grouting of the excavation void should be performed as fast as possible after excavation of a section as a precaution against surface settlements during excavation. Face pressure of the TBMs should be closely monitored and adjusted for different zones.Keywords : Surface settlement prediction, Finite element method, Analytical method , Semi-theoretical method, EPB-TBM tunneling, Istanbul MetroIntroductionIncreasing demand on infrastructures increases attention to shallow soft ground tunneling methods in urbanized areas. Many surface and sub-surface structures make underground construction works very delicate due to the influence of ground deformation, which should bedefinitely limited/controlled to acceptable levels. Independent of the excavation method, the short- and long-term surface and sub-surface ground deformations should be predicted and remedial precautions against any damage to existing structures planned prior to construction. Tunneling cost substantially increases due to damages to structures resulting from surface settlements, which are above tolerable limits (Bilgin et al. 2009).Basic parameters affecting the ground deformations are ground conditions, technical/environmental parameters and tunneling or construction methods (O’Reilly and New 1982; Arioglu 1992; Karakus and Fowell 2003; Tan and Ranjit 2003; Minguez et al. 2005; Ellis 2005; Suwansawat and Einstein 2006). A thorough study of the ground by site investigations should be performed to find out the physical and mechanical properties of the ground and existence of underground water, as well as deformation characteristics, especially the stiffness. Technical parameters include tunnel depth and geometry, tunnel diameter–line –grade, single or double track lines and neighboring structures. The construction method, which should lead to a safe and economic project, is selected based on site characteristics and technical project constraints and should be planned so that the ground movements are limited to an acceptable level. Excavation method, face support pressure, advance (excavation) rate, stiffness of support system, excavation sequence andground treatment/improvement have dramatic effects on the ground deformations occurring due to tunneling operations.The primary reason for ground movements above the tunnel, also known as surface settlements, is convergence of the ground into the tunnel after excavation, which changes the in situ stress state of the ground and results in stress relief. Convergence of the ground is also known as ground loss or volume loss. The volume of the settlement on the surface is usually assumed to be equal to the ground (volume) loss inside the tunnel (O’Reilly and New 1982). Ground loss can be classified as radial loss around the tunnel periphery and axial (face) loss at the excavation face (Attewell et al. 1986; Schmidt 1974). The exact ratio of radial and axial volume losses is not fully demonstrated or generalized in any study. However, it is possible to diminish or minimize the face loss in full-face mechanized excavations by applying a face pressure as a slurry of bentonite– water mixture or foam-processed muck. The ground loss is usually more in granular soils than in cohesive soils for similar construction conditions. The width of the settlement trough on both sides of the tunnel axis is wider in the case of cohesive soils, which means lower maximum settlement for the same amount of ground loss.Time dependency of ground behavior and existence of underground water distinguish short- and long-term settlements (Attewell et al. 1986). Short-term settlements occur during or after a few days (mostly a fewweeks) of excavation, assuming that undrained soil conditions are dominant. Long-term settlements are mostly due to creep, stress redistribution and consolidation of soil after drainageof the underground water and elimination of pore water pressure inside the soil, and it may take a few months to a few years to reach a stabilized level. In dry soil conditions, the long-term settlements may be considered as very limited.There are mainly three settlement prediction approaches for mechanized tunnel excavations: (1) numerical analysis such as finite element method, (2) analytical method and (3) semi-theoretical (semi-empirical) method. Among them, the numerical approaches are the most reliable ones. However, the results of all methods should be used carefully by an experienced field engineer in designing the stage of an excavation project.In this study, all three prediction methods are employed for a critical zone to predict the short-term maximum surface settlements above the twin tunnels of the chainage between 0 ? 850 and 0 ? 900 m between Esenler and Kirazlı stations of Istanbul Metro line, which is 4 km in length. Plaxis finite element modeling program is used for numerical modeling; the method suggested by Loganathan and Poulos (1998) is used for the analytical solution. A few different semi-theoretical models are also used for predictions. The results are compared and validated byfield measurements.Description of the project, site and construction methodThe first construction phase of Istanbul Metro line was started in 1992 and opened to public in 2000. This line is being extended gradually, as well as new lines are being constructed in other locations. One of these metro lines is the twin line between Esenler and Basaksehir, which is 21.2 km. The excavation of this section has been started in May 2006. Currently, around 1,400 m of excavation has already been completed. The region is highly populated including several story buildings, industrial zones and heavy traffic. Alignment and stations of the metro line between Esenler and Basaksehir is presented in Fig.Totally four earth pressure balance (EPB) tunnel boring machines (TBM) are used for excavation of the tunnels. The metro lines in the study area are excavated by a Herrenknecht EPB-TBM in the right tube and a Lovat EPB-TBM in the left tube. Right tube excavation follows around 100 m behind the left tube. Some of the technical features of the machines are summarized in Table.Excavated material is removed by auger (screw conveyor) through the machine to a belt conveyor and than loaded to rail cars for transporting to the portal. Since the excavated ground bears water and includes stability problems, the excavation chamber is pressurized by 300 kPa and conditioned by applying water, foam, bentonite and polymersthrough the injection ports. Chamber pressure is continuously monitored by pressure sensors inside the chamber and auger. Installation of a segment ring with 1.4-m length (inner diameter of 5.7 m and outer diameter of 6.3 m) and 30-cm thickness is realized by a wing-type vacuum erector. The ring is configured as five segments plus a key segment. After installation of the ring, the excavation restarts and the void between the segment outer perimeter and excavated tunnel perimeter is grouted by300 kPa of pressure through the grout cannels in the trailing shield. This method of construction has been proven to minimize the surface settlements.The study area includes the twin tunnels of the chainage between 0 + 850 and 0 + 900 m, between Esenler and Kirazlı stations. Gung oren Formation of the Miosen age is found in the study area. Laboratory and in situ tests are applied to define the geotechnical features of the formations that the tunnels pass through. The name, thickness and some of the geotechnical properties of the layers are summarized in Table 2 (Ayson 2005). Fill layer of 2.5-m thick consists of sand, clay, gravel and some pieces of masonry. The very stiff clay layer of 4 m is grayish green in color, consisting of gravel and sand. The dense sand layer of 5 m is brown at the upper levels and greenish yellow at the lower levels, consisting of clay, silt and mica. Dense sand of 3 m is greenish yellow and consists of mica. The base layer of the tunnel is hard clay, which is dark green,consisting of shell. The underground water table starts at 4.5 m below the surface. The tunnel axis is 14.5 m below the surface, close to the contact between very dense sand and hard clay. This depth isquite uniform in the chainage between 0 + 850 and 0 + 900 m.Surface settlement prediction with finite element modelingPlaxis finite element code for soil and rock analysis is used to predict the surface settlement. First, the right tube is constructed, and then the left tube 100 m behind the right tube is excavated. This is based on the assumption that ground deformations caused by the excavation of the right tube are stabilized before the excavation of the left tube. The finite element mesh is shown in Fig. 2 using 15 stress point triangular elements. The FEM model consists of 1,838 elements and 15,121 nodes. In FE modeling, the Mohr – Coulomb failure criterion is applied.Staged construction is used in the FE model. Excavation of the soil and the construction of the tunnel lining are carried out in different phases. In the first phase, the soil in front of TBM is excavated, and a support pressure of 300 kPa is applied at the tunnel face to prevent failure at the face. In the first phase, TBM is modeled as shell elements. In the second phase, the tunnel lining is constructed using prefabricated concrete ring segments, which are bolted together within the tunnel boring machine. During the erection of the lining, TBM remains stationary. Once a lining ring has been bolted, excavation is resumed until sufficient soilexcavation is carried out for the next lining. The tunnel lining is modeled using volume elements. In the second phase, the lining is activated and TBM shell elements are deactivated.Verification of predictions by field measurements and discussionThe results of measurements performed on the surface monitoring points, by Istanbul Metropolitan Municipality, are presented in Table 4 for the left and right tubes. As seen, the average maximum surface settlements are around 9.6 mm for the right tube and 14.4 mm for the left tube, which excavates 100 m behind the right tube. Themaximum surface settlements measured around 15.2 mm for the right tube and 26.3 mm for the left tube. Higher settlements are expected in the left tube since the previous TBM excavation activities on the right tube overlaps the previous deformation. The effect of the left tube excavation on deformations of the right tube is presented in Fig. 9. As seen, after Lovat TBM in the right tube excavates nearby the surface monitoring point 25, maximum surface settlement reaches at around 9 mm; however, while Herrenknecht TBM in the left tube passes the same point, maximum surface settlement reaches at around 29 mm.ConclusionsIn this study, three surface settlement prediction methods for mechanized twin tunnel excavations betwee n Esenler and Kirazlı stations of Istanbul Metro Line are applied. Tunnels of 6.5-m diameters with 14-mdistance between their centers are excavated by EPM tunnel boring machines. The geologic structure of the area can be classified as soft ground. Settlement predictions are performed by using FE modeling, and semi-theoretical (semi-empirical) and analytical methods. The measured results after tunneling are compared to predicted results. These indicate that the FE model predicts well the short time surface settlements for a given volume loss value. The results of some semi-theoretical and analytical methods are found to be in good agreement with the FE model, whereas some methods overestimate the measured settlements. The FE model predicted the maximum surface settlement as 15.89 mm (1% volume loss) for the right tube, while the measured maximum settlement was 15.20 mm. For the left tube (opened after the right), FE prediction was 24.34 mm, while measured maximum settlement was 26.30 mm.中文译文由EPB-TBM发掘的伊斯坦布尔地铁隧道的地表沉降预测作者：SG Ercelebi ，H Copur ，I Ocak摘要在这项研究中，预测双隧道的短期地表沉降，这些隧道将在0的里程出土。

(完整版)有关隧道方面外文文献与翻译

A convection-conduction model for analysis of the freeze-thawconditions in the surrounding rock wall of atunnel in permafrost regionsHE Chunxiong（何春雄），（State Key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryology,Chinese Academy of Sciences, Lanzhou 730000, China; Department of Applied Mathematics,South China University of Technology, Guangzhou 510640, China）WU Ziwang（吴紫汪）and ZHU Linnan（朱林楠）（State key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryologyChinese Academy of Sciences, Lanzhou 730000, China）Received February 8, 1999AbstractBased on the analyses of fundamental meteorological and hydrogeological conditions at the site of a tunnel in the cold regions, a combined convection-conduction model for air flow in the tunnel and temperature field in the surrounding has been constructed. Using the model, the air temperature distribution in the Xiluoqi No. 2 Tunnel has been simulated numerically. The simulated results are in agreement with the data observed. Then, based on the in situ conditions of sir temperature, atmospheric pressure, wind force, hydrogeology and engineering geology, the air-temperature relationship between the temperature on the surface of the tunnel wall and the air temperature at the entry and exit of the tunnel has been obtained, and the freeze-thaw conditions at the Dabanshan Tunnel which is now under construction is predicted.Keywords: tunnel in cold regions, convective heat exchange and conduction, freeze-thaw.A number of highway and railway tunnels have been constructed in the permafrost regions and their neighboring areas in China. Since the hydrological and thermalconditions changed after a tunnel was excavated，the surrounding wall rock materials often froze, the frost heaving caused damage to the liner layers and seeping water froze into ice diamonds，which seriously interfered with the communication and transportation. Similar problems of the freezing damage in the tunnels also appeared in other countries like Russia, Norway and Japan .Hence it is urgent to predict the freeze-thaw conditions in the surrounding rock materials and provide a basis for the design，construction and maintenance of new tunnels in cold regions.Many tunnels，constructed in cold regions or their neighbouring area，s pass through the part beneath the permafrost base .After a tunnel is excavat，edthe original thermodynamical conditions in the surroundings are and thaw destroyed and replaced mainly by the air connections without the heat radiation, the conditions determined principally by the temperature and velocity of air flow in the tunnel ，the coefficients of convective heat transfer on the tunnel wall，and the geothermal heat. In order to analyze and predict the freeze and thaw conditions of the surrounding wall rock of a tunnel，presuming the axial variations of air flow temperature and the coefficients of convective heat transfer, Lunardini discussed the freeze and thaw conditions by the approximate formulae obtained by Sham-sundar in study of freezing outside a circular tube with axial variations of coolant temperature .We simulated the temperature conditions on the surface of a tunnel wall varying similarly to the periodic changes of the outside air temperature .In fact，the temperatures of the air and the surrounding wall rock material affect each other so we cannot find the temperature variations of the air flow in advance; furthermore，it is difficult to quantify the coefficient of convective heat exchange at the surface of the tunnel wall .Therefore it is not practicable to define the temperature on the surface of the tunnel wall according to the outside air temperature .In this paper, we combine the air flow convective heat ex-change and heat conduction in the surrounding rock material into one mode，l and simulate the freeze-thaw conditions of the surrounding rock material based on the in situ conditions of air temperature，atmospheric pressure，wind force at the entry and exit of the tunnel，and the conditions of hydrogeology and engineering geology. MathematicalmodelIn order to construct an appropriate model, we need the in situ fundamental conditions as a ba-sis .Here we use the conditions at the scene of the Dabanshan Tunnel. The Dabanshan Tunnel is lo-toted on the highway from Xining to Zhangye, south of the Datong River, at an elevation of 3754.78-3 801.23 m, with a length of 1 530 m and an alignment from southwest to northeast. The tunnel runs from the southwest to the northeast.Since the mon thly-average air temperature is ben eath O'}C for eight mon ths at the tunnel site each year and the construction would last for several years，the surrounding rock materials would become cooler during the construction .We conclude that, after excavation, the pattern of air flow would depend mainly on the dominant wind speed at the entry and exit，and the effects of the temperature difference between the inside and outside of the tunnel would be very small .Since the dominant wind direction is northeast at the tunnel site in winter, the air flow in the tunnel would go from the exit to the entry. Even though the dominant wind trend is southeastly in summer, considering the pressure difference, the temperature difference and the topography of the entry and exi，tthe air flow in the tunnel would also be from the exit toentry .Additionally，since the wind speed at the tunnel site is low，we could consider that the air flow would be principally laminar.Based on the reasons mentione，dwe simplify the tunnel to a round tube，and consider that theair flow and temperature are symmetrical about the axis of the tunnel，Ignoring the influence of the air temperature on the speed of air flow, we obtain the following equation:ra (/ v a v 亠X + 7 ★亦…at/ TI ^ u -z — + (/ — +d t % where t, x, r are the time, axial and radial coord in ates; U, V are axial and radial wind speeds; T is temperature; p is the effective pressure(that,isair pressure divided by air den sity); v is the kin ematic viscosity of air; a is the thermal con ductivity of air; L is the len gth of the tunn el; R is the equivale nt radius of the tunnel secti on; D is the len gth of time after the tunnel con structi on ;S f (t), S u (t) are frozen and thawed parts in the surrounding rock materials respectively; f , u and C f ,C u are thermal conductivities and volumetric thermalcapacities in frozen and thawed parts respectively; X= (x , r) , (t) is phase change front; Lh is heat late nt of freez ing water; and To is critical freez ing temperature of rock ( here we assume To= -0.1C).2 used for sol ving the modelEquation( 1)shows flow. We first solve those concerning temperatureat that thetemperature of the surrounding rock does not affect the speed of air equationsconcerning the speed of air flow, and then solve those equations every time elapse. 2. 1 Procedure used for sol ving the continu ity and mome ntum equati onsSince the first three equati ons in(1) are not in depe ndent we derive the sec ondequati on by xand the third equation by r. After preliminary calculation we obtain the followingelliptic equation concerning the effective pressure p:「艺p ,丄空仃肚、J 裂工 r 3r\ dr) ~ t 卄升 1 0 < x < A 3U av\ 2V Z nJ" Q ・ (2)» 0 < r < R .0 < x < L, O < r < fi j <? V rr 3V 丽4 □齐 <7*3? tl/亦("狂丿 + 7 a?J-产' 0 < t < 77, 0 < x < fj’Oc r < /? j 3 / R T\ 1 3 f ^r\ a?=芥2右八7芥(s 苏n 0 < t < D , 0 < jr < £ T O < 尸吃 K* -iff 入己art d s at 亠张［仏c= r u ( (ar r 3 TA-九昇）1 小弓訂⑺丹，0 < f < Z> f ( i r > € S f { t ):0 < l <. ( x ( r ) 6 S u (< )； f * « r o t 0 t Di = “屠 O W Y 6+) I乔*左石r(R-)»Then we solve equatio ns in(1) using the follow ing procedures:(i ) Assume the values for U0 V0;(ii ) substituting U0 , V0 into eq. (2), and solving (2), we obtain p0;(iii) solving the first and second equations of(1), we obtain U0, V1;(iv) solving the first and third equations of(1), we obtain U2, V2;(v) calculating the momentum-average of U1, v1 and U2, v2, we obtain the new U0, V0;the n return to (ii);(vi) iterating as above until the disparity of those solutions in two consecutive iterations is sufficiently small or is satisfied, we then take those values of p0 U0 andV0 as the in itial values for the n ext elapse and solve those equati ons concerning the temperature..2 .2 En tire method used for sol ving the en ergy equati onsAs mentioned previously, the temperature field of the surrounding rock and the air flow affect each other. Thus the surface of the tunnel wall is both the boun dary of the temperature field in the surrounding rock and the boundary of the temperature field in air flow .Therefore , it is difficult to separately identify the temperature on the tunnel wall surface , and we cannot independently solve those equations concerning the temperature of air flow and those equations concerning the temperature of the surrounding rock .In order to cope with this problem, we simultaneously solve the two groups of equati ons based on the fact that at the tunnel wall surface both temperatures are equal .We should bear in mind the phase cha nge while sol ving those equati ons concerning the temperature of the surro unding rock a nd the convection while solvi ng those equations concerning the temperature of the air flow, and we only need to smooth those relative parameters at the tunnel wall surface .The solvi ng methods forthe equati ons with the phase cha nge are the same as in refere nee [3].2.3 Determ in ati on of thermal parameters and in itial and boun dary con diti ons2.3.1 Determination of the thermal parameters. Using p= 1013.25-0.1088 H , wecalculateP air pressure p at elevati on H and calculate the air den sity using formula , where T is the yearly-average absolute air temperature and G is the humidity constant of air. Letting C P be the thermal capacity with fixed pressure, the thermal con ductivity , and the dyn amic viscosity of air flow, we calculate the thermal con ductivity and of the surro unding rock are determ ined from the tunnel site.2 .3.2 Determ in ati on of the in itial and boun dary con diti ons .Choose the observed mon thly average wind speed at the entry and exit as boun dary con diti ons of wind speed and choose the relative effective pressure p=0 at the exit ( that,isthe entry of 2 [5]the dominant wind trend) and p (1 kL/ d) v /2 on the section of entry ( thatis , the exit of the dominant wind trend ), where k is the coefficie nt of resista neealong the tunnel wall, d = 2R , and v is the axial average speed. We approximate T varying by the sine law accord ing to the data observed at the sce ne and provide a suitable boundary value based on the position of the permafrost base and thegeothermal gradie nt of the thaw rock materials ben eath the permafrost base.3 A simulated exampleUsing the model and the solving method mentioned above , we simulate thevarying law of the air temperature in the tunnel along with the temperature at the entry and exit of the Xiluoqi No.2 Tunnel .We observe that the simulated results are close to the data observed[6].The Xiluoqi No .2 Tunnel is located on the Nongling railway in northeastern Chinaand passes through the part ben eath the permafrost base .It has a len gth of 1kinematic viscosity using the formulas aC p and —.The thermal parameters160 m running from the northwest to the southeast, with the entry of the tunnel in the no rthwest, and the elevati on is about 700 m. The dominant wind direct ion in the tunnel is from no rthwest to southeast, with a maximum mon thly-average speed of 3 m/s and a minimum monthly-average speed of 1 .7 m/s . Based on the data observed we approximate the varying sine law of air temperature at the entry and exit with yearly averages of -5°C, -64C and amplitudes of 189C and 176C respectively. The equivalent diameter is 5 .8m, and the resista nt coefficie nt along the tunnel wall is 0.025.Sineethe effect of the thermal parameter of the surrounding rock on the air flow is much smaller than that of wind speed , pressure and temperature at the entry and exit, werefer to the data observed in the Dabanshan Tunnel for the thermal parameters.Figure 1 shows the simulated yearly-average air temperature in side and at theentry and exit of the tunnel compared with the data observed .We observe that the differenee is less than 0 .2、C from the entry to exit.4 Predict ion of the freeze-thaw con diti ons for the Daba nsha n Tunnel4 .1 Thermal parameter and in itial and boun dary con diti onsUsing the elevation of 3 800 m and the yearly-average air temperature of -3 C , we ues: 2, dbaervccl rdijea»Disuse from theemr>/m1；阿严1 龄n o( simulAted and drived air 左血呼存afurr in Xihioqa g 2 Tunnel in 1979, I、SicmilMed vibFigure 2 shows a comparis on of the simulated and observed mon thly-averageair temperature in-side (dista nee greater tha n 100 m from the en try and exit) thetunn el. We observe that the principal law is almost the same, and the main reason forthe differe nee is the errors that came from approximat ing the vary ing si ne law at the entry and exit; especially , the maximum monthly-average air temperature of 1979was not for July but for August.Tic 凹聽阿弊口of sitnuhied and abserv回«ir lera-peraruir inaide the Xihi呦No, 2 Twind in 1979 1 * Simi- hlrdvdu£A； 2, uLMrved vadiii^.calculate the air density p=0 .774 kg/m 3.Sinee steam exists In the air, we choose the thermal capacity with a fixed pressure of air C p 1.8744kJ/(kg.°C), heat conductivity 2.0 10 2W/(m.0C) and6 and the dynamic viscosity 9.218 10 kg /(m.s). After calculation we obtain the5 2 thermal diffusivity a= 1 .3788 10 m / s and the kinematic viscosity ,1.19 10 5m 2 /s .Con sideri ng that the sect ion of automobiles is much smaller tha n that of thetunnel and the auto-mobiles pass through the tunnel at a low speed , we ignore the piston effects, coming from the movement of automobiles, in the diffusion of the air.We con sider the rock as a whole comp onent and choose the dry volumetric cavity d 2400kg / m ‘content of water and unfrozen water W=3% and W=1%, and the thermalcon ductivity u 1.9W/m.°c , f 2.0W /m.o c ,heat capacityAccording to the data observed at the tunnel site the maximum monthly-average wind speed is about 3 .5 m/s , and the minimum monthly-average wind speed is about 2 .5 m/s .We approximate the wind speed at the entry and exit as一 2v(t) [0.028 (t 7) 2.5](m/s), where t is in mon th. The in itial wind speed in the tunnel is set to ber 2 U (0,x,r) U a (1 (R )2),V(0,x,r) 0.The initial and boundary values of temperature T are set to beT(x = .1 ■+ 耐血(洁和-y) T ,T(O t x,/t a ) = - Jt 0) x O.OJ-C , f - r ) x O. D3・ t. /i r F W K wwhere f(x) is the distanee from the vault to the permafrost bas , and R0=25 m is the radius of do-main of solution T. We assume that the geothermal gradient is 3%, the yearly-average air temperature outside tunnel the is A=-3 0C , and the amplitude is B=12 0C .C V 0.8kJ /kg.o c and C f(0.8 4.128w u )1 W (0.8 4.128w u ) 1 WAs for the boundary of R=Ro，we first solve the equations considering R=Ro as the first type of boundary; that is we assume that T=f(x) 3%0C on R=Ro. We find that, after one year, the heat flow trend will have changed in the range of radius between 5 and 25m in the surrounding rock.. Considering that the rock will be cooler hereafter and it will be affected yet by geothermal heat, we appoximately assume that the boundary R=Ro is the second type of boundary; that is，we assume that the gradient value，obtained from the calculation up to the end of the first year after excavation under the first type of boundary value, is the gradient on R=Ro of T.Considering the surrounding rock to be cooler during the period of constructio，n we calculate from January and iterate some elapses of time under the same boundary. Then we let the boundary values vary and solve the equations step by step(it can be proved that the solution will not depend on the choice of initial values after many time elapses ).4 .2 Calculated resultsFigures 3 and 4 show the variations of the monthly-average temperatures on the surface of the tunnel wall along with the variations at the entry and exit .Figs .5 and 6 show the year when permafrost begins to form and the maximum thawed depth after permafrost formed in different surrounding sections.4 .3 Prelimi nary con clusi onBased on the in itial-bo un dary con diti ons and thermal parameters men tioned above, we obtai n the followi ng prelimi nary con clusi ons:1) The yearly-average temperature on the surface wall of the tunnel isapproximately equal to the air temperature at the entry and exit. It is warmer duri ng the cold seas on and cooler duri ng the warm seas on in the internal part (more tha n 100 m from the entry and exit) of the tunnel than at the entry and exit . Fig .1 shows that the internal mon thly-average temperature on the surface of the tunnel wall is1.2°C higher in January, February and December, 1C higher in March and October, and1 .6C lower in June and August, and 2qC lower in July than the air temperature at the entry and exit. In other mon ths the infernal temperature on the surface of the tunnel wall approximately equals the air temperature at the entry and exit.2) Since it is affected by the geothermal heat in the internal surrounding section,>oz □『enf X 2x < 3S £上 £«『M 除 Mirf^ce 垃 tiiiubel *rtk th 盘亚ut 込 ihc h^ntl . 1, JnFig, 6. Tk ； KJiimiflE thwed depih H!!e (T pennatrafit frrfuwd in y*snjDrs^ncr fnwr irwiy m Hf V TT IP 胴列h/iHT 替砖卩皿巾冲 ftp ihf Bijrhfi* rtf iMwidt^hTumi . J .山甲 Jtli f = l 52h "\l2. 【尸匚gtjnt-nj*11X- £ gy 2即 ncu产«药-工一匚t ^fwrwr df tkr fmnh 】厂肌'**i 芦 P EI 严Mfewr [he- jeu wrieo pemafrffil bepu tc farm LFI i±d-□hsun 氐 fromcniry/n“ H m昭巧 Q j O m V".总町 L h ■ — Z 0 5 G 小二研 SNuance Mim em^ m nti (JiMancc A 100 a fram cfUi} 血 eiLl) tcviperatmc on rfcr<ufiic<*i 2 . uwHr ur lemperifuft. 5 4 3 2 I o LJ/qlsp ■■u.%l£ily uduylil -餌也IT*especially in the central part, the internal amplitude of the yearly-average temperature on the surface of the tunnel wall decreases and is 1 .(6 lower than that at the entry and exit.3 ) Under the conditions that the surrounding rock is compact , without a great amount of under-ground water, and using a thermal insulating layer(as designed PU with depth of 0.05 m and heat conductivity =0.0216 W/m°C, FBT with depth of0.085 m and heat conductivity =0.0517W/m C), in the third year after tunnel construction, the surrounding rock will begin to form permafrost in the range of 200 m from the entry and exit .In the first and the second year after construction, the surrounding rock will begin to form permafrost in the range of 40 and 100m from the entry and exit respectively .In the central part, more than 200m from the entry and exit, permafrost will begin to form in the eighth year. Near the center of the tunnel, permafrost will appear in the 14-15th years. During the first and second years after permafrost formed, the maximum of annual thawed depth is large (especially in the central part of the surrounding rock section) and thereafter it decreasesevery year. The maximum of annual thawed depth will be stable until the 19-20th years and will remain in s range of 2-3 m.4) If permafrost forms entirely in the surrounding rock, the permafrost will providea water-isolating layer and be favourable for communication andtransportation .However, in the process of construction, we found a lot of underground water in some sections of the surrounding rock .It will permanently exist in those sections, seeping out water and resulting in freezing damage to the liner layer. Further work will be reported elsewhere.严寒地区隧道围岩冻融状况分析的导热与对流换热模型何春雄吴紫汪朱林楠（中国科学院寒区旱区环境与工程研究所冻土工程国家重点实验室）（华南理工大学应用数学系）摘要通过对严寒地区隧道现场基本气象条件的分析，建立了隧道内空气与围岩对流换热及固体导热的综合模型;用此模型对大兴安岭西罗奇 2 号隧道的洞内气温分布进行了模拟计算，结果与实测值基本一致;分析预报了正在开凿的祁连山区大坂山隧道开通运营后洞内温度及围岩冻结、融化状况.关键词严寒地区隧道导热与对流换热冻结与融化在我国多年冻土分布及邻近地区，修筑了公路和铁路隧道几十座.由于隧道开通后洞内水热条件的变化;，普遍引起洞内围岩冻结，造成对衬砌层的冻胀破坏以及洞内渗水冻结成冰凌等，严重影响了正常交通.类似隧道冻害问题同样出现在其他国家（苏联、挪威、日本等）的寒冷地区.如何预测分析隧道开挖后围岩的冻结状况，为严寒地区隧道建设的设计、施工及维护提供依据，这是一个亟待解决的重要课题.在多年冻土及其临近地区修筑的隧道，多数除进出口部分外从多年冻土下限以下岩层穿过.隧道贯通后，围岩内原有的稳定热力学条件遭到破坏，代之以阻断热辐射、开放通风对流为特征的新的热力系统.隧道开通运营后，围岩的冻融特性将主要由流经洞内的气流的温度、速度、气—固交界面的换热以及地热梯度所确定.为分析预测隧道开通后围岩的冻融特性，Lu-nardini借用Shamsundar研究圆形制冷管周围土体冻融特性时所得的近似公式，讨论过围岩的冻融特性.我们也曾就壁面温度随气温周期性变化的情况，分析计算了隧道围岩的温度场[3].但实际情况下，围岩与气体的温度场相互作用，隧道内气体温度的变化规律无法预先知道，加之洞壁表面的换热系数在技术上很难测定，从而由气温的变化确定壁面温度的变化难以实现.本文通过气一固祸合的办法，把气体、固体的换热和导热作为整体来处理，从洞口气温、风速和空气湿度、压力及围岩的水热物理参数等基本数据出发，计算出围岩的温度场.1数学模型为确定合适的数学模型，须以现场的基本情况为依据•这里我们以青海祁连山区大坂山公路隧道的基本情况为背景来加以说明.大坂山隧道位于西宁一张业公路大河以南，海拔3754.78~3801.23 m全长1530 m，隧道近西南一东北走向.由于大坂山地区隧道施工现场平均气温为负温的时间每年约长8个月，加之施工时间持续数年，围岩在施土过程中己经预冷，所以隧道开通运营后，洞内气体流动的形态主要由进出口的主导风速所确定，而受洞内围岩地温与洞外气温的温度压差的影响较小；冬季祁连山区盛行西北风，气流将从隧道出曰流向进口端，夏季虽然祁连山区盛行东偏南风，但考虑到洞口两端气压差、温度压差以及进出口地形等因素，洞内气流仍将由出口北端流向进口端•另外，由于现场年平均风速不大，可以认为洞内气体将以层流为主基于以上基本情况，我们将隧道简化成圆筒，并认为气流、温度等关十隧道中心线轴对称，忽略气体温度的变化对其流速的影响，可有如下的方程其中t为时间，x为轴向坐标，r为径向坐标；U, V分别为轴向和径向速度，T 为温度，P为有效压力(即空气压力与空气密度之比少，V为空气运动粘性系数，a为空气的导温系数，L为隧道长度，R为隧道的当量半径，D为时间长度S f(t),(1)S u(t)分别为围岩的冻、融区域• f, u分别为冻、融状态下的热传导系数，C f,C u分别为冻、融状态下的体积热容量，X=(x,r) , (t)为冻、融相变界面,To为岩石冻结临界温度(这里具体计算时取To=-0.10°C), L h为水的相变潜热2求解过程由方程(1)知，围岩的温度的高低不影响气体的流动速度，所以我们可先解出速度，再解温度•2.1连续性方程和动量方程的求解由于方程((1)的前3个方程不是相互独立的，通过将动量方程分别对x和r求导，经整理化简，我们得到关于压力P的如下椭圆型方程：3U BV 3(J dV\ 2严升dr dxi r20<i<Z f>0<r<J R.于是，对方程(1)中的连续性方程和动量方程的求解，我们按如下步骤进行⑴设定速度U0,V0;(2) 将U 0,V0代入方程并求解，得P0(3) 联立方程(1)的第一个和第二个方程，解得一组解U1,V1;(4) 联立方程((1)的第一个和第三个方程，解得一组解U2,V2;(5) 对((3) ,(4)得到的速度进行动量平均，得新的U 0,V0返回⑵;(6)按上述方法进行迭代，直到前后两次的速度值之差足够小•以P0,U0,V0作为本时段的解,下一时段求解时以此作为迭代初值•2. 2能量方程的整体解法如前所述，围岩与空气的温度场相互作用，壁面既是气体温度场的边界，又是固体温度场的边界，壁面的温度值难以确定，我们无法分别独立地求解隧道内的气体温度场和围岩温度场•为克服这一困难，我们利用在洞壁表面上，固体温度等于气体温度这一事实，把隧道内气体的温度和围岩内固体的温度放在一起求解，这样壁面温度将作为末知量被解出来•只是需要注意两点：解流体温度场时不考虑相变和解固体温度时没有对流项；在洞壁表面上方程系数的光滑化•另外，带相变的温度场的算法与文献［3］相同.2. 3热参数及初边值的确定热参数的确定方法：用p=1013.25-0.1088H计算出海拔高度为H的隧道现场的大气P压强，再由P计算出现场空气密度，其中T为现场大气的年平均绝对温GT度，G为空气的气体常数•记定压比热为C p,导热系数为，空气的动力粘性系数为•按a 和一计算空气的导温系数和运动粘性系数.围岩的热物理C p参数则由现场采样测定.初边值的确定方法：洞曰风速取为现场观测的各月平均风速.取卞导风进曰的相对有效气压为0，主导风出口的气压则取为p (1 kL/d) V2/2［5］，这里k为隧道内的沿程阻力系数，L为隧道长度，d为隧道端面的当量直径，为进口端面轴向平均速度.进出口气温年变化规律由现场观测资料，用正弦曲线拟合，围岩内计算区域的边界按现场多年冻土下限和地热梯度确定出适当的温度值或温度梯度.3计算实例按以上所述的模型及计算方法，我们对大兴安岭西罗奇2号隧道内气温随洞曰外气温变化的规律进行了模拟计算验证，所得结果与实测值⑹相比较,基本规律一致.西罗奇2号隧道是位十东北嫩林线的一座非多年冻土单线铁路隧道，全长1160 m，隧道近西北一东南向，高洞口位于西北向，冬季隧道主导风向为西北风.洞口海拔高度约为700 m ,月平均最高风速约为3m/s,最低风速约为1.7m/s.根据现场观测资料，我们将进出口气温拟合为年平均分别为-50C和-6.40C，年变化振幅分别为18.90C和17.60C的正弦曲线.隧道的当量直径为5.8 m,沿程阻力系数取为0.025.由于围岩的热物理参数对计算洞内气温的影响远比洞口的风速、压力及气温的影响小得多，我们这里参考使用了大坂山隧道的资料.图1给出了洞口及洞内年平均气温的计算值与观测值比较的情况，从进口到出口，两值之差都小于0.20C .图2给出了洞内（距进出口 100m 以上）月平均气温的计算值与观测值比较的情况，可以看出温度变化的基本规律完全一致，造成两值之差的主要原因是洞口气温年变化规律之正弦曲线的拟合误差，特别是 1979年隧道现场月平均最高气温不是在7月份，而是在8月份.4对大坂山隧道洞内壁温及围岩冻结状况的分析预测4. 1热参数及初边值按大坂山隧道的高度值 3 800 m 和年平均气温-30C ，我们算得空气密度0.774kg/m 3 ；由于大气中含有水汽，我们将空气的定压比热取为[7]C p 1.8744kJ/m s 导热系数 2.0 102W/m °C ，空气的动力粘性系数取为9.218 10 6 kg/m s ,经计算，得出空气的导温系数a 1.3788 10 5m 2 /s 和运动粘性系数1.19 10 5m 2/s .考虑到车体迎风面与隧道端面相比较小、车辆在隧道内行驶速度较慢等因素，我们这里忽略了车辆运行时所形成的活塞效应对气体扩散性能的影响. 岩体的导热系数皆按完好致密岩石的情况处理，取岩石的干容重3d 2400kg/m 时，含水量和末冻水含量分别为W=3%和 W=1 %，s-- cs 釜09 Irum mt? entry/mFig. I. Cpnpajriion of s^nwlated «nd cbwrwd air ten-p*r- 也uiz in Xilwoqi Nu ・ 2 Tumcl in l 切0+ I . Einmhkad val- UPi 2T cjbMrral values .Fig. 2 B The 普咖抨占阿■ of tiitiLkled And rdbtprved «r twr- perifurr inAide llw Xiluoqi No. 2 Tunnd in 11974 1. Simb-laJfed Talu«{ 2, oEwmxd raJufa . Y-5fT MglloJ 签EMJfl nu盘Su1.9W/m.o c , f2.CW/m.o c 岩石的比热取为 C V 0.8kJ/kg.°C ,「 (0.8 4.128W u ) d , C u d . 1 W另外，据有关资料，大坂山地区月平均最大风速约为3.5 m/s ,月平均最小大风速约为2.5m/s 我们将洞口风速拟合为V(t) [0.028 (t 7)22.5](m/s)，这里t 为月份.洞内风速初值为：U(0,x,r) U a (1(―)2), V (0, x, r) 0.这里取 RU a 3.0m/s .而将温度的初边值取为r( E r > = 丁(—旷)三 A + 甘至"-号)弋・/XO” 工* ff Q > m (Z<^) 一 «o> x 0-03%： ” r x y 一尸〉>：o .0-3» 尺 c 尸 w 尺叮 lx - H, 旷w这里记f (x)为多年冻土下限到隧道拱顶的距离，Ro = 25m 为求解区域的半径.地热梯度取为3%,洞外天然年平均气温 A=-3 0C ，年气温变化振幅B=120C .对于边界R = Ro ,我们先按第一类边值(到多年冻土下限的距离乘以3 %)计算，发现一年后，在半径为 5m 到25m 范围内围岩的热流方向己经发生转向.考虑到此后围岩会继续冷却，但在边界 R=R 0上又受地热梯度的作用，我们近似地将边界R= Ro 作为第二类边界处理，即把由定边值计算一年后R=R 。

土木工程外文翻译--隧道与地下空间技术(适用于毕业论文外文翻译+中英文对照)

釜山——巨济的交通系统：沉管隧道开创新局面Wim Janssen1, Peter de Haas 1, Young-Hoon Yoon²¹荷兰隧道工程顾问:大宇工程建设公司釜山—巨济交通线隧道工程技术顾问²韩国大宇工程建设公司摘要釜山—巨济交通系统将会为釜山和巨济两岛上的大城市提供一条道路连接。

该沉管隧道有许多特点：长度达到3.2千米，处于水下35米处，海况条件严峻、地基土较为软弱和线型要求较高。

基于以上诸多特点，隧道的设计和建造面临着巨大的挑战。

可以预见的是这项工程将会开创沉管隧道施工技术的新局面。

本文突出论述了这些特点以及阐述在土木和结构方面的问题。

1.工程简介釜山是韩国的第二大城市和一座重要的海港。

它位于韩国的东南部，其南面和东面朝向朝鲜海峡同时在釜山北部山势较为陡峭。

该市发展迅速，近年来的人口增长超过370万（总计460万人）。

人口密度达到4850人/km2，约为香港的3/4。

釜山市的进一步发展由于其所处的地理位置而受到限制。

釜山—巨济交通系统在釜山和巨济岛之间创造了一条直接的联系线，以从客观上满足釜山的城市扩展，在巨济岛上发展工业区，以及为釜山市民在较短的行车距离内增加休闲娱乐的去处。

巨济岛西侧目前已经与朝鲜半岛相连，在本项连接工程完工之后，从釜山市到巨济岛的驾车时间将由原来的2小时缩短为现在的45分钟。

釜山—巨济交通系统将在巨济岛与Gaduk岛之间提供一条连接，使其成为连接釜山新港地区至巨济岛的双重高速公路体系的一部分。

这一系统总计8.204公里长，穿越海峡并将Daejuk, Jungjuk和Jeo三个无人小岛连接在一起。

原则上该系统由一条长度为3240m的双向四车道沉管隧道和两座主跨475，两边跨230m的斜拉桥组成。

2.规划2.1 组织该项目是作为一个公私合作，共同建设的工程，GK交通系统公司可获得设计、施工和运营的特许权，经营期限为40年。

特许权基于该系统设计理念的一个环节。

隧道施工外文文献及翻译

附录二外文参考文献及翻译NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their ownself-stability : unstable rock loss of stability is a process, and if this process in providing the necessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments may cavern in a stable condition (without support). But most of the geological conditions of thepoor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, t he release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of the economy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a newhighway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out and support capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege soft rock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction :（1）excavation slope around :Lofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supporting :Yang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter construction :Yang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction :（1）A long pipe roof :Sets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction method :Lofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machinery :N drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and then grouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parameters :N water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting construction :Embedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long; Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problems :Construction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) withoutseepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope of application of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system。

隧道外文文献与翻译

附录二外文参考文献及翻译NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory,and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their own self-stability : unstable rock loss of stability is a process, and if this process in providing the necessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sectorthrough research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows :（1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. To this end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments may cavern in a stable condition (without support). But most of the geological conditions of the poor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+Ku Discussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, the release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic method NATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of the economy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a new highway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure controlmethods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out and support capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining,the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲ rock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege soft rock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method.Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲ rock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction :（1） excavation slope around :Lofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussionshould focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supporting :Yang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter construction :Yang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction :（1）A long pipe roof :Sets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠ 108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction method :Lofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roofconstruction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machinery :N drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠ 6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and then grouting. After grouting, erecting steel Arch, Supporting the early completionof every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parameters :N water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulus N grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting construction :Embedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop pl ate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ± 2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles,and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long; Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problems :Construction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) without seepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act toexpand the scope of application of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system and the cost and time period perspective, Shallow Mining Act of open or with the shield are compared with a competitive edge.Chinese engineers from Europe to the introduction of the new Austrian law, and in light of China's situation of the new Austrian law, and related technology expanding means of support, such as, measurement and control technology was further developed. As a new Austrian law an important background shotcrete technology in China has been widely used. With the international situation, in order to resolve the long-troubled people of dust pollution of the environment. Rebound serious and concrete uneven quality of such issues, and is vigorously implementing the wet spray. Recently by the China Academy of Railway Sciences Southwest Branch of the development of a "Rotor-Piston," a new type of jet aircraft. This type wet spraying process, which is to include the machines Mix Concrete Preparation good product mixture, However, material handling is different from the general-pumping wet spraying machine, using thin stream conveyor. Therefore machines compact and easy to use. Has been popularized in this country.It is no exaggeration to say that the new Austrian law implementation has indeed caused a mining method in the construction of the excavation, Construction of the tunnel design, and even the thinking of the major changes. Nevertheless,。

土木外文文献与翻译--新奥法设计原理在隧道施工中的应用及主要施工工艺

NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their own self-stability : unstable rock loss of stability is a process, and if this process in providing thenecessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments maycavern in a stable condition (without support). But most of the geological conditions of the poor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, the release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of theeconomy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a new highway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out andsupport capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege softrock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction（1）excavation slope aroundLofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supportingYang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter constructionYang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction（1）A long pipe roofSets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction methodLofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machineryN drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and thengrouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parametersN water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting constructionEmbedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long;Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problemsConstruction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) without seepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope ofapplication of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system and the cost and time period perspective, Shallow Mining Act of open or with the shield are compared with a competitive edge.Chinese engineers from Europe to the introduction of the new Austrian law, and in light of China's situation of the new Austrian law, and related technology expanding means of support, such as, measurement and control technology was further developed. As a new Austrian law an important background shotcrete technology in China has been widely used. With the international situation, in order to resolve the long-troubled people of dust pollution of the environment. Rebound serious and concrete uneven quality of such issues, and is vigorously implementing the wet spray. Recently by the China Academy of Railway Sciences Southwest Branch of the development of a "Rotor-Piston," a new type of jet aircraft. This type wet spraying process, which is to include the machines Mix Concrete Preparation good product mixture, However, material handling is different from the general-pumping wet spraying machine, using thin stream conveyor. Therefore machines compact and easy to use. Has been popularized in this country.It is no exaggeration to say that the new Austrian law implementation has indeed caused a mining method in the construction of the excavation, Construction of the tunnel design, and even the thinking of the major changes. Nevertheless, it should be said that China's implementation of the new Austrian law is not satisfactory. In many works was no lack of examples of failure. In addition to construction management, quality control and technology related to grasp, and other reasons, is the main tunnel engineers sometimes NATM real lack of a proper understanding.。

关于隧道监控量测测的外文文献

关于隧道监控量测测的外文文献Title: Tunnel Monitoring and Measurement using Surveillance SystemsAbstract:Tunnel monitoring and measurement play a crucial role in ensuring the safety and functionality of underground transportation infrastructure. This paper presents a comprehensive review of the various surveillance systems utilized for tunnel monitoring and measurement. The objective is to provide a detailed understanding of the state-of-the-art technologies and methodologies employed in this field. The paper covers different aspects of tunnel monitoring, including structural health monitoring, environmental monitoring, and traffic monitoring. Additionally, it discusses the challenges faced in implementing these systems and provides insights into potential future developments.1. Introduction:Tunnels are critical components of transportation infrastructure, providing efficient and safe passage for vehicles and pedestrians. Monitoring and measuring various parameters within tunnels are essential to ensure their structural integrity, detect early signs of damage or deterioration, and maintain optimal operational conditions. This paper presents an overview of the surveillance systems used for tunnel monitoring and measurement, highlighting their functionalities and advantages.2. Structural Health Monitoring:Structural health monitoring (SHM) systems are designed toassess the condition and behavior of tunnel structures. These systems employ various sensors, such as strain gauges, accelerometers, and displacement sensors, to measure parameters like deformations, vibrations, and cracks. The collected data is analyzed to identify potential structural issues and enable timely maintenance or repair actions.3. Environmental Monitoring:Monitoring environmental conditions within tunnels helps ensure the safety and comfort of users. This includes measuring parameters like temperature, humidity, air quality, and gas concentrations. Environmental monitoring systems employ sensors and data loggers to continuously monitor these parameters, providing real-time informationfor effective ventilation and emergency response.4. Traffic Monitoring:Monitoring traffic conditions within tunnels is crucial for managing congestion, ensuring smooth flow, and enhancing safety. Traffic monitoring systems utilize various technologies such as video cameras, radar sensors, and induction loops to collect data on traffic volume, speed, and occupancy. This information enables operators to make informed decisions regarding traffic management, incident detection, and emergency response.5. Challenges and Future Developments:Implementing tunnel monitoring and measurement systemsfaces several challenges, including high installation and maintenance costs, data management, and integration with existing infrastructure. Future developments in this field include the use of advanced sensor technologies, such as fiber optic sensors and wireless sensor networks, toimprove accuracy and reduce costs. Additionally, the integration of artificial intelligence and machine learning algorithms can enhance data analysis and predictive maintenance capabilities.6. Conclusion:Tunnel monitoring and measurement systems are essential for maintaining the safety, efficiency, and functionality of underground transportation infrastructure. This paper provided an in-depth review of the surveillance systems utilized for tunnel monitoring, covering structural health monitoring, environmental monitoring, and traffic monitoring. The challenges faced in implementing these systems were discussed, along with potential future developments. The findings of this paper can serve as a valuable resource for researchers, engineers, and policymakers involved in tunnel monitoring and maintenance.。

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A convection-conduction model for analysis of the freeze-thawconditions in the surrounding rock wall of atunnel in permafrost regionsHE Chunxiong( 何春雄 )，(State Key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryology,Chinese Academy of Sciences, Lanzhou 730000, China; Department of Applied Mathematics, South China University of Technology, Guangzhou 510640, China)WU Ziwang( 吴紫汪 )and ZHU Linnan( 朱林楠 )(State key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryologyChinese Academy of Sciences, Lanzhou 730000, China)Received February 8, 1999AbstractBased on the analyses of fundamental meteorological and hydrogeological conditions at the site of a tunnel in the cold regions, a combinedconvection-conduction model for air flow in the tunnel and temperature field in the surrounding has been constructed. Using the model, the air temperature distribution in the Xiluoqi No. 2 Tunnel has been simulated numerically. The simulated results are in agreement with the data observed. Then, based on the in situ conditions of sir temperature, atmospheric pressure, wind force, hydrogeology and engineering geology, the air-temperature relationship between the temperature on the surface of the tunnel wall and the air temperature at the entry and exit of the tunnel has been obtained, and the freeze-thaw conditions at the Dabanshan Tunnel which is now under construction is predicted.Keywords: tunnel in cold regions, convective heat exchange and conduction, freeze-thaw.A number of highway and railway tunnels have been constructed in the permafrost regions and their neighboring areas in China. Since the hydrological and thermalconditions changed after a tunnel was excavated， the surrounding wall rock materials often froze, the frost heaving caused damage to the liner layers and seeping water froze into ice diamonds，which seriously interfered with the communication and transportation. Similar problems of the freezing damage in the tunnels also appeared in other countries like Russia, Norway and Japan .Hence it is urgent to predict the freeze-thaw conditions in the surrounding rock materials and provide a basis for the design，construction and maintenance of new tunnels in cold regions.Many tunnels，constructed in cold regions or their neighbouring areas，passthrough the part beneath the permafrost base .After a tunnel is excavated，the original thermodynamical conditions in the surroundings are and thaw destroyed and replacedmainly by the air connections without the heat radiation, the conditions determined principally by the temperature and velocity of air flow in the tunnel ， the coefficients of convective heat transfer on the tunnel wall， and the geothermal heat. In order to analyze and predict the freeze and thaw conditions of the surrounding wall rock of a tunnel，presuming the axial variations of air flow temperature and the coefficients of convective heat transfer, Lunardini discussed the freeze and thaw conditions by the approximate formulae obtained by Sham-sundar in study of freezing outside a circular tube with axial variations of coolant temperature .We simulated the temperature conditions on the surface of a tunnel wall varying similarly to the periodic changes of the outside air temperature .In fact，the temperatures of the air and the surrounding wall rock material affect each other so we cannot find the temperature variations of the air flow in advance; furthermore，it is difficult to quantify the coefficient of convective heat exchange at the surface of the tunnel wall .Therefore it is not practicable to define the temperature on the surface of the tunnel wall according to the outside air temperature .In this paper, we combine the air flow convective heat ex-change and heat conduction in the surrounding rock material into one model， and simulate the freeze-thaw conditions of the surrounding rock material based on the in situ conditions of air temperature，atmospheric pressure，wind force at the entry and exit of the tunnel， and the conditions of hydrogeology and engineering geology. Mathematical modelIn order to construct an appropriate model, we need the in situ fundamental conditions as a ba-sis .Here we use the conditions at the scene of the Dabanshan Tunnel. The Dabanshan Tunnel is lo-toted on the highway from Xining to Zhangye, south of the Datong River,at an elevation of 3754.78-3 801.23 m, with a length of 1 530 m and an alignment from southwest to northeast. The tunnel runs from the southwest to the northeast.Since the monthly-average air temperature is beneath 0`}C for eight months at the tunnel site each year and the construction would last for several years，the surrounding rock materials would become cooler during the construction .Weconclude that, after excavation, the pattern of air flow would depend mainly on the dominant wind speed at the entry and exit ， and the effects of the temperature difference between the inside and outside of the tunnel would be very small .Since the dominant wind direction is northeast at the tunnel site in winter, the air flow in the tunnel would go from the exit to the entry. Even though the dominant wind trend is southeastly in summer, considering the pressure difference, the temperature difference and the topography of the entry and exit，the air flow in the tunnel would also be from the exit to entry .Additionally ，since the wind speed at the tunnel site is low，we could consider that the air flow would be principally laminar.Based on the reasons mentioned，we simplify the tunnel to a round tube，and consider that theair flow and temperature are symmetrical about the axis of the tunnel ，Ignoring the influence of the air temperature on the speed of air flow, we obtain the following equation:where t，x，r are the time，axial and radial coordinates; U，V are axial and radial wind speeds; T is temperature; p is the effective pressure(that，isair pressure divided by air density); v is the kinematic viscosity of air; a is the thermal conductivity of air; L is the length of the tunnel; R is the equivalent radius of the tunnel section; D is the length of time after the tunnel construction;，S f(t),S u(t)are frozen and thawed parts in the surrounding rock materials respectively; f ,u and C f, C u are thermal conductivities and volumetric thermalcapacities in frozen and thawed parts respectively; X= (x , r) ， (t) is phase change front; Lh is heat latent of freezing water; and To is critical freezing temperature of rock ( here we assume To= -0.1℃).2 used for solving the modelEquation(1)shows flow. We first solve those concerning temperature at that the temperature of the surrounding rock does not affect the speed of air equations concerning the speed of air flow, and then solve those equations every time elapse.2. 1 Procedure used for solving the continuity and momentum equationsSince the first three equations in(1) are not independent we derive the secondequation by xand the third equation by r. After preliminary calculation we obtain the following elliptic equation concerning the effective pressure p:Then we solve equations in(1) using the following procedures:(i ) Assume the values for U0， V0;( ii ) substituting U0 ，V0 into eq. (2)，and solving (2)，we obtain p0;(iii)solving the first and second equations of(1)，we obtain U0， V1;(iv)solving the first and third equations of(1)，we obtain U2，V2;(v)calculating the momentum-average of U1，v1 and U2，v2，we obtain the new U0，V0;then return to (ii);(vi)iterating as above until the disparity of those solutions in two consecutiveiterations is sufficiently small or is satisfied，we then take those values of p0，U0 and V0 as the initial values for the next elapse and solve those equations concerning the temperature..2 .2Entire method used for solving the energy equationsAs mentioned previously， the temperature field of the surrounding rock and the air flow affect each other. Thus the surface of the tunnel wall is both the boundary of the temperature field in the surrounding rock and the boundary of the temperature field in air flow .Therefore ， it is difficult to separately identify the temperature on the tunnel wall surface ，and we cannot independently solve those equations concerning the temperature of air flow and those equations concerning the temperature of the surrounding rock .In order to cope with this problem，we simultaneously solve the two groups of equations based on the fact that at the tunnel wall surface both temperatures are equal .We should bear in mind the phase change while solving those equations concerning the temperature of the surrounding rock，and the convection while solving those equations concerning the temperature of the air flow, and we only need to smooth those relative parameters at the tunnel wall surface .The solving methods forthe equations with the phase change are the same as in reference [3].2.3Determination of thermal parameters and initial and boundary conditions2.3.1 Determination of the thermal parameters. Using p= 1013.25-0.1088 H ，we calculatePGT where T is the yearly-average absolute air temperature， and G is the humidity constant of air. Letting C be the thermal capacity with fixed pressure,thePthermal conductivity，and the dynamic viscosity of air flow, we calculate the thermal conductivity andkinematic viscosity using the formulas ａand. The thermal parametersC Pof the surrounding rock are determined from the tunnel site.2 .3.2 Determination of the initial and boundary conditions .Choose the observed monthly average wind speed at the entry and exit as boundary conditions of wind speed， and choose the relative effective pressure p=0 at the exit ( that，isthe entry of the dominant wind trend) and p (1 kL / d ) v2/ 2[ 5] on the section of entry ( thatis，the exit of the dominant wind trend )，where k is the coefficient of resistance along the tunnel wall, d = 2R ，and v is the axial average speed. We approximate T varying by the sine law according to the data observed at the scene and provide a suitable boundary value based on the position of the permafrost base and the geothermal gradient of the thaw rock materials beneath the permafrost base.3 A simulated exampleUsing the model and the solving method mentioned above，we simulate the varying law of the air temperature in the tunnel along with the temperature at the entry and exit of the Xiluoqi No.2 Tunnel .We observe that the simulated results are close to the data observed[6].The Xiluoqi No .2 Tunnel is located on the Nongling railway in northeasternChina and passes through the part beneath the permafrost base .It has a length of 1160 m running from the northwest to the southeast, with the entry of the tunnel in the northwest， and the elevation is about 700 m. The dominant wind direction in the tunnel is from northwest to southeast, with a maximum monthly-average speed of 3m/s and a minimum monthly-average speed of 1 .7 m/s . Based on the data observed，we approximate the varying sine law of air temperature at the entry and exit with yearly averages of -5℃， -6.4℃ and amplitudes of 18.9℃ and 17.6℃ respectively. The equivalent diameter is 5 .8m，and the resistant coefficient along the tunnel wallis 0.025.Since the effect of the thermal parameter of the surrounding rock on the air flow is much smaller than that of wind speed ，pressure and temperature at the entry and exit ， we refer to the data observed in the Dabanshan Tunnel for the thermal parameters.Figure 1 shows the simulated yearly-average air temperature inside and at the entry and exit of the tunnel compared with the data observed .We observe that the difference is less than 0 .2 `C from the entry to exit.Figure 2 shows a comparison of the simulated and observed monthly-averageair temperature in-side (distance greater than 100 m from the entry and exit) the tunnel. We observe that the principal law is almost the same， and the main reasonfor the difference is the errors that came from approximating the varying sine law atthe entry and exit; especially , the maximum monthly-average air temperature of1979 was not for July but for August.4Prediction of the freeze-thaw conditions for the Dabanshan Tunnel4.1 Thermal parameter and initial and boundary conditionsUsing the elevation of 3 800 m and the yearly-average air temperature of -3℃, wecalculate the air density p=0 .774 kg/m 3 .Since steam exists In the air, we choose thethermal capacity with a fixed pressure of air C p 1.8744kJ /( kg.0 C), heatconductivity 2.0 10 2 W /( m.0 C ) andand the dynamic viscosity9.218 10 6kg /(m.s). After calculation we obtain thethermal diffusivity a= 1 .3788 10 5m 2 / s and the kinematic viscosity ，1.19 10 5 m 2 / s .Considering that the section of automobiles is much smaller than that of thetunnel and the auto-mobiles pass through the tunnel at a low speed ，we ignore the piston effects ，coming from the movement of automobiles ，in the diffusion of the air.We consider the rock as a whole component and choose the dry volumetric cavity d2400kg / m 3 ,content of water and unfrozen water W=3% and W=1%, and thethermal conductivityu1.9W / m.o c , f2.0W / m.o c ,heat capacityC V 0.8kJ / kg.o c and C f(0.8 4.128w u ) d , C u (0.8 4.128w u ) d1 W 1 WAccording to the data observed at the tunnel site ，the maximum monthly-average wind speed is about 3 .5 m/s ， and the minimum monthly-average wind speed is about 2 .5 m/s .We approximate the wind speed at the entry and exit asv(t ) [0.028 (t 7)2 2.5]( m / s) , where t is in month. The initial wind speed in thetunnel is set to beU ( 0, x , r ) U a (1( r ) 2 ), V ( 0 , x , r ) 0 . RThe initial and boundary values of temperature T are set to bewhere f(x) is the distance from the vault to the permafrost base ，and R0=25 m is the radius of do-main of solution T. We assume that the geothermal gradient is 3%，the yearly-average air temperature outside tunnel the is A=-3 0C ， and the amplitude isB=12 0C .As for the boundary of R=Ro，we first solve the equations considering R=Ro as the first type of boundary; that is we assume that T=f(x) 3% 0C on R=Ro. We find that, after one year, the heat flow trend will have changed in the range of radius between 5 and 25m in the surrounding rock.. Considering that the rock will be cooler hereafter and it will be affected yet by geothermal heat, we appoximately assume that the boundary R=Ro is the second type of boundary; that is，we assume that the gradient value，obtained from the calculation up to the end of the first year after excavation under the first type of boundary value, is the gradient on R=Ro of T.Considering the surrounding rock to be cooler during the period of construction，we calculatefrom January and iterate some elapses of time under the same boundary. Then welet the boundaryvalues vary and solve the equations step by step(it can be proved that the solution will not depend on the choice of initial values after many time elapses ).4 .2Calculated resultsFigures 3 and 4 show the variations of the monthly-average temperatures on the surface of the tunnel wall along with the variations at the entry and exit .Figs .5 and 6 show the year when permafrost begins to form and the maximum thawed depth after permafrost formed in different surrounding sections.4 .3Preliminary conclusionBased on the initial-boundary conditions and thermal parametersmentioned above, we obtain the following preliminary conclusions:1)The yearly-average temperature on the surface wall of the tunnel is approximately equal to the air temperature at the entry and exit. It is warmer duringthe cold season and cooler during the warm season in the internal part (more than100 m from the entry and exit) of the tunnel than at the entry and exit . Fig .1 showsthat the internal monthly-average temperature on the surface of the tunnel wall is 1.2℃higher in January, February and December, 1℃ higher in March and October, and1 .6℃ lower in June and August, and 2qC lower in July than the air temperature at the entry and exit. In other months the infernal temperature on the surface of the tunnel wall approximately equals the air temperature at the entry and exit.2)Since it is affected by the geothermal heat in the internal surrounding section，especially in the central part, the internal amplitude of the yearly-averagetemperature on the surface of the tunnel wall decreases and is 1 .℃6 lower than that at the entry and exit.3 ) Under the conditions that the surrounding rock is compact , without a great amount of under-ground water, and using a thermal insulating layer(as designed PU with depth of 0.05 m and heat conductivity=0.0216 W/m℃， FBT with depth of 0.085 m and heat conductivity =0.0517W/m℃ )，in the third year after tunnel construction，the surrounding rock will begin to form permafrost in the range of 200 m from the entry and exit .In the first and the second year after construction, the surrounding rock will begin to form permafrost in the range of 40 and 100m from the entry and exit respectively .In the central part ， more than 200m from the entry and exit, permafrost will begin to form in the eighth year. Near the center of the tunnel ，permafrost will appear in the 14-15th years. During the first and second years after permafrost formed，the maximum of annual thawed depth is large (especially in the central part of the surrounding rock section) and thereafter it decreasesevery year. The maximum of annual thawed depth will be stable until the 19-20th years and will remain in s range of 2-3 m.4)If permafrost forms entirely in the surrounding rock ，the permafrost will provide a water-isolating layer and be favourable for communication and transportation .However, in the process of construction ， we found a lot of underground water in some sections of the surrounding rock .It will permanently exist in those sections，seeping out water and resulting in freezing damage to the liner layer. Further work will be reported elsewhere.严寒地区隧道围岩冻融状况分析的导热与对流换热模型何春雄吴紫汪朱林楠（中国科学院寒区旱区环境与工程研究所冻土工程国家重点实验室）（华南理工大学应用数学系）摘要通过对严寒地区隧道现场基本气象条件的分析，建立了隧道内空气与围岩对流换热及固体导热的综合模型;用此模型对大兴安岭西罗奇 2 号隧道的洞内气温分布进行了模拟计算，结果与实测值基本一致;分析预报了正在开凿的祁连山区大坂山隧道开通运营后洞内温度及围岩冻结、融化状况.关键词严寒地区隧道导热与对流换热冻结与融化在我国多年冻土分布及邻近地区，修筑了公路和铁路隧道几十座.由于隧道开通后洞内水热条件的变化;，普遍引起洞内围岩冻结，造成对衬砌层的冻胀破坏以及洞内渗水冻结成冰凌等，严重影响了正常交通 .类似隧道冻害问题同样出现在其他国家（苏联、挪威、日本等 )的寒冷地区 .如何预测分析隧道开挖后围岩的冻结状况，为严寒地区隧道建设的设计、施工及维护提供依据，这是一个亟待解决的重要课题 .在多年冻土及其临近地区修筑的隧道，多数除进出口部分外从多年冻土下限以下岩层穿过 .隧道贯通后，围岩内原有的稳定热力学条件遭到破坏，代之以阻断热辐射、开放通风对流为特征的新的热力系统 .隧道开通运营后，围岩的冻融特性将主要由流经洞内的气流的温度、速度、气—固交界面的换热以及地热梯度所确定 .为分析预测隧道开通后围岩的冻融特性， Lu-nardini 借用 Shamsundar研究圆形制冷管周围土体冻融特性时所得的近似公式，讨论过围岩的冻融特性.我们也曾就壁面温度随气温周期性变化的情况，分析计算了隧道围岩的温度场[3]. 但实际情况下，围岩与气体的温度场相互作用，隧道内气体温度的变化规律无法预先知道，加之洞壁表面的换热系数在技术上很难测定，从而由气温的变化确定壁面温度的变化难以实现 .本文通过气一固祸合的办法，把气体、固体的换热和导热作为整体来处理，从洞口气温、风速和空气湿度、压力及围岩的水热物理参数等基本数据出发，计算出围岩的温度场 .1数学模型为确定合适的数学模型，须以现场的基本情况为依据 .这里我们以青海祁连山区大坂山公路隧道的基本情况为背景来加以说明 .大坂山隧道位于西宁一张业公路大河以南，海拔 3754.78~3801.23 m，全长 1530 m ,隧道近西南—东北走向 .由于大坂山地区隧道施工现场平均气温为负温的时间每年约长8 个月，加之施工时间持续数年，围岩在施土过程中己经预冷，所以隧道开通运营后，洞内气体流动的形态主要由进出口的主导风速所确定，而受洞内围岩地温与洞外气温的温度压差的影响较小；冬季祁连山区盛行西北风，气流将从隧道出曰流向进口端，夏季虽然祁连山区盛行东偏南风，但考虑到洞口两端气压差、温度压差以及进出口地形等因素，洞内气流仍将由出口北端流向进口端 .另外，由于现场年平均风速不大，可以认为洞内气体将以层流为主基于以上基本情况，我们将隧道简化成圆筒，并认为气流、温度等关十隧道中心线轴对称，忽略气体温度的变化对其流速的影响，可有如下的方程:其中 t 为时间， x 为轴向坐标， r 为径向坐标 ;U, V 分别为轴向和径向速度， T 为温度， P 为有效压力 (即空气压力与空气密度之比少， V 为空气运动粘性系数， a 为空气的导温系数， L 为隧道长度， R 为隧道的当量半径， D 为时间长度S f(t ) ,S u (t ) 分别为围岩的冻、融区域.f, u分别为冻、融状态下的热传导系数，C f , C u 分别为冻、融状态下的体积热容量，X=(x,r) ,(t ) 为冻、融相变界面,To 为岩石冻结临界温度( 这里具体计算时取To=-0.100C )，L h为水的相变潜热 .2求解过程由方程 (1)知，围岩的温度的高低不影响气体的流动速度，所以我们可先解出速度，再解温度 .2.1 连续性方程和动量方程的求解由于方程 ((1)的前 3 个方程不是相互独立的，通过将动量方程分别对求导，经整理化简，我们得到关于压力P 的如下椭圆型方程 :x 和r于是，对方程 (1)中的连续性方程和动量方程的求解，我们按如下步骤进行:(1)设定速度U0 ,V0 ;( 2)将U0 ,V0代入方程并求解，得 P 0(3)联立方程 (1)的第一个和第二个方程，解得一组解U 1,V1;(4)联立方程 ((1)的第一个和第三个方程，解得一组解U2,V2;(5)对 ((3) ,(4)得到的速度进行动量平均,得新的U0 ,V0返回 (2) ;(6)按上述方法进行迭代，直到前后两次的速度值之差足够小.以 P0 , U0 , V0作为本时段的解 ,下一时段求解时以此作为迭代初值.2.2 能量方程的整体解法如前所述，围岩与空气的温度场相互作用，壁面既是气体温度场的边界，又是固体温度场的边界，壁面的温度值难以确定，我们无法分别独立地求解隧道内的气体温度场和围岩温度场 .为克服这一困难，我们利用在洞壁表面上，固体温度等于气体温度这一事实，把隧道内气体的温度和围岩内固体的温度放在一起求解，这样壁面温度将作为末知量被解出来 .只是需要注意两点:解流体温度场时不考虑相变和解固体温度时没有对流项;在洞壁表面上方程系数的光滑化 .另外，带相变的温度场的算法与文献 [3] 相同 .2.3 热参数及初边值的确定热参数的确定方法 : 用 p=1013.25-0.1088H 计算出海拔高度为H 的隧道现场的大气压强，再由P计算出现场空气密度，其中T 为现场大气的年平均绝对温GT度，G 为空气的气体常数 .记定压比热为C P ,导热系数为，空气的动力粘性系数为.按ａ和计算空气的导温系数和运动粘性系数.围岩的热物理C P参数则由现场采样测定 .初边值的确定方法 :洞曰风速取为现场观测的各月平均风速 .取卞导风进曰的相对有效气压为 0，主导风出口的气压则取为p (1 kL / d) v2/ 2[ 5]，这里 k 为隧道内的沿程阻力系数， L 为隧道长度， d 为隧道端面的当量直径，为进口端面轴向平均速度 .进出口气温年变化规律由现场观测资料，用正弦曲线拟合，围岩内计算区域的边界按现场多年冻土下限和地热梯度确定出适当的温度值或温度梯度.3计算实例按以上所述的模型及计算方法，我们对大兴安岭西罗奇 2 号隧道内气温随洞曰外气温变化的规律进行了模拟计算验证，所得结果与实测值 [6] 相比较 ,基本规律一致 .西罗奇 2 号隧道是位十东北嫩林线的一座非多年冻土单线铁路隧道，全长1160 m ,隧道近西北一东南向，高洞口位于西北向，冬季隧道主导风向为西北风 .洞口海拔高度约为 700 m ,月平均最高风速约为 3m/s,最低风速约为 1.7m/s.根据现场观测资料，我们将进出口气温拟合为年平均分别为 -5 0C和-6.4 0C，年变化振幅分别为18.9 0C和 17.6 0C的正弦曲线 .隧道的当量直径为 5.8 m,沿程阻力系数取为 0.025.由于围岩的热物理参数对计算洞内气温的影响远比洞口的风速、压力及气温的影响小得多，我们这里参考使用了大坂山隧道的资料 .图 1 给出了洞口及洞内年平均气温的计算值与观测值比较的情况，从进口到出口，两值之差都小于 0.2 0C .图 2 给出了洞内 (距进出口 l00m 以上 )月平均气温的计算值与观测值比较的情况，可以看出温度变化的基本规律完全一致，造成两值之差的主要原因是洞口气温年变化规律之正弦曲线的拟合误差，特别是1979 年隧道现场月平均最高气温不是在 7 月份，而是在 8 月份 .4对大坂山隧道洞内壁温及围岩冻结状况的分析预测4.1 热参数及初边值按大坂山隧道的高度值 3 800 m 和年平均气温 -3 0C，我们算得空气密度0.774kg / m3；由于大气中含有水汽，我们将空气的定压比热取为[7]C p 1.8744kJ / m s 导热系数 2.0 10 2 W / m 0C ，空气的动力粘性系数取为9.21810 6 kg / m s ,经计算，得出空气的导温系数 a 1.3788 10 5 m2 / s 和运动粘性系数 1.19 10 5 m2 / s .考虑到车体迎风面与隧道端面相比较小、车辆在隧道内行驶速度较慢等因素，我们这里忽略了车辆运行时所形成的活塞效应对气体扩散性能的影响.岩体的导热系数皆按完好致密岩石的情况处理，取岩石的干容重d2400kg / m3时，含水量和末冻水含量分别为W=3% 和W=1 % ，u1.9W / m.o c ,f(0.8 4.128w u )C f1 W2.0W / m.o c 岩石的比热取为C V0.8kJ / kg.0 C ，(0.8 4.128w u )d , C ud .1 W另外，据有关资料，大坂山地区月平均最大风速约为3.5 m/s ，月平均最小大风速约为 2.5m/s;我们将洞口风速拟合为 v t)[0.028 (t7) 2 2.5](m s ，这 ( / )里 t 为月份 .洞内风速初值为： U ( 0, x , r ) U a (1( r) 2 ), V ( 0 , x , r ) 0. 这里取RU a 3.0m / s .而将温度的初边值取为这里记 f (x) 为多年冻土下限到隧道拱顶的距离， Ro = 25m 为求解区域的半径 .地热梯度取为3%，洞外天然年平均气温 A=-3 0 C ，年气温变化振幅 B=12 0C .对于边界 R = Ro ，我们先按第一类边值 (到多年冻土下限的距离乘以 3 %)计算，发现一年后，在半径为 5m 到 25m 范围内围岩的热流方向己经发生转向 .考虑到此后围岩会继续冷却，但在边界R= R 0 上又受地热梯度的作用，我们近似地将边界 R= Ro 作为第二类边界处理，即把由定边值计算一年后 R=R 。