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地基土壤隆起时影响深度的计算和底压力的决定,采用(?)齐姆巴列维奇理论较为普遍。但是,实践中深深体会到这一理论与实际情况有较大的出入。一九五九年在修建××枢纽复线2号隧道时,进口为砂砾石,地层系数f=1,內摩擦角φ=45°,出口为黄土质粘砂土,f=0.6,φ=30°,按铁路隧道衬砌定型设计图,都有不同厚度的混凝土铺设在隧道底部,以抗衡地层的底压力。当时,根据广大群众的看法,以经验为借鉴,对该隧道的底压力作了修正计算,从而提出了变更设计意见,取
The calculation of the depth of influence and the determination of the bottom pressure at the time of the uplift of the soil foundation are more prevalent with the? (?) Zim Pahlavić theory. However, in practice, we deeply understand that there is a big discrepancy between this theory and the actual situation. In 1959, during the construction of No. 2 tunnel of XX Interchange, the entrance was gravel, with formation factor of f = 1, internal friction angle of φ = 45 ° and exit of loessial clay with f = 0.6 and φ = 30 °, according to the design of railway tunnel lining stereotypes, have different thickness of concrete laid at the bottom of the tunnel to counter the bottom pressure of the formation. At that time, according to the opinions of the broad masses of the people, using experience as a reference, the bottom pressure of the tunnel was revised and calculated, thus putting forward the idea of changing the design,