盾构下穿高速铁路高架桥沉降变形控制技术

发布时间：2018-04-17 22:38

本文选题：盾构 + 高速铁路　；参考：《施工技术》2015年04期

【摘要】：以北京某地铁盾构区间下穿京沪高铁工程为背景,采用ANSYS建立三维地层结构模型,分别对盾构施工时不采取防护方案和采取防护方案两种情况进行沉降变形分析。并在下穿前进行4个试验段掘进,通过分析掘进参数和地面沉降,确定盾构下穿施工参数。最后在下穿施工过程中对桥梁墩台沉降和隔离桩水平变形规律进行监测分析。综合得出:1采用隔离桩防护方案,盾构下穿施工引起的变形量1mm,满足设计要求;2通过试验确定上土仓压力、出土量、浆液配合比、注浆量及注浆压力等施工参数能够有效控制地表沉降;3在盾构施工阶段,桥梁墩台最大沉降值为0.8mm,施工结束后变形均趋于稳定;盾构施工时隔离桩朝隧道方向变形,在隧道埋深处变形较大,最大水平位移为3.15mm。
[Abstract]:In Beijing the subway shield interval in Beijing-Shanghai high-speed railway project as the background, using ANSYS to establish the three-dimensional structure model of formation of shield construction, do not take protective scheme and take protective scheme of two kinds of situation analysis and settlement. 4 test section excavation in crossing the front, through the analysis of the tunneling parameters and ground subsidence, determine the wear parameters of shield construction. Finally through the construction process of bridge pier settlement and pile isolation level monitoring and analysis of the deformation law. Concluded that: 1 using the isolation pile protection scheme, the deformation caused by the shield construction in 1mm, to meet the design requirements; 2 is determined by test on earth pressure, soil quantity, slurry mix the grouting amount, and construction parameters such as grouting pressure can effectively control the ground subsidence; 3 in the shield construction stage, bridge pier, the maximum settlement is 0.8mm, the deformation tends to be stable after construction; During the shield construction, the isolated pile is deformed toward the direction of the tunnel, and the deformation is larger in the buried depth of the tunnel. The maximum horizontal displacement is 3.15mm..

【作者单位】：北京工业大学城市与工程安全减灾省部共建教育部重点实验室;中铁十二局集团有限公司;
【基金】：城市与工程安全减灾教育部重点实验室重点项目基金(ZD201304)
【分类号】：U455.43

【参考文献】