对高铁隧道二次衬砌钢筋设计问题的思考

发布时间：2018-02-15 15:28

本文关键词： 高铁隧道二次衬砌钢筋必要性测试分析　出处：《现代隧道技术》2017年03期 　论文类型：期刊论文

【摘要】：为了研究高速铁路隧道二次衬砌设置钢筋的必要性及配筋设计与钢筋实际受力是否一致问题,文章对比了中国、德国和日本的规范,并依托郑州至西安高速铁路隧道工程,进行了二次衬砌配筋设计与深、浅埋隧道钢筋实际受力现场测试对比分析。研究结果表明:按规范规定的围岩荷载的50%~60%以及按最不利节点,进行二次衬砌配筋设计偏于保守,和现场实测钢筋受力值存在较大差别;现场实测钢筋只有拱顶内侧受拉,受拉值仅为19.5MPa,其余均受压,二次衬砌钢筋压力比较小,最大值在左右边墙位置,为57 MPa。分析认为,进行二次衬砌结构检算时,可适当减小围岩压力的取值;衬砌配筋应通过工程类比及结合规范公式计算综合确定。
[Abstract]:In order to study the necessity of the secondary lining of high-speed railway tunnel and whether the reinforcement design is consistent with the actual force of the steel bar, the paper compares the codes of China, Germany and Japan, and relies on the Zhengzhou to Xi'an high-speed railway tunnel project. In this paper, the field test and analysis of reinforcement design of secondary lining and deep and shallow tunnel are carried out. The results show that the design of secondary lining reinforcement is conservative according to the 50% or 60% of the surrounding rock load specified in the code and the most disadvantageous node. There is a great difference between the stress value of the steel bar measured on site and that of the steel bar measured on the spot, only the inside of the arch roof is pulled, the tensile value is only 19.5 MPA, the rest is under pressure, the pressure of the secondary lining steel bar is relatively small, and the maximum value is 57 MPA in the position of the left and right side wall. When the secondary lining structure is checked and calculated, the value of surrounding rock pressure can be reduced appropriately, and the lining reinforcement should be determined synthetically through the engineering ratio and the calculation of the formula combined with the code.
【作者单位】：中铁二院工程集团有限责任公司;北京交通大学;
【基金】：铁道部科技研究开发计划项目(2005K001-D(G)-2)
【分类号】：U455.91

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