列车荷载作用下马蹄形地铁隧道—地裂缝—地层动力相互作用研究
发布时间：2018-09-03 13:00
【摘要】：目前，西安地铁建设已加速进行，地铁2号线、1号线已先后投入运营，地铁3号线已经开工建设并计划于2015年建成通车，地铁4号线也处于开工准备阶段，西安地铁工程的建设与运营，给地裂缝的研究带来了一系列新的课题：在地铁列车振动荷载作用下，地裂缝附近的围岩与地铁隧道的动力相互作用有什么特点？持续的循环动荷载会不会使地裂缝重新活动，进而影响到地铁隧道的安全？地裂缝在列车动荷载传播中起到什么作用？以上问题皆属地裂缝发育城市地铁建设中亟待解决的问题，也是此类城市地下工程研究中的关键科学问题之一。 本文以国家自然科学基金项目“地铁动荷载作用下的地层-地裂缝-隧道相互作用研究（41172257）”为依托，以穿越地裂缝带的西安地铁项目为研究背景，以列车荷载作用下的地铁隧道-地裂缝-地层动力相互作用为研究对象，，采取了模型试验、数值模拟和理论分析相结合的研究方法，对地铁隧道、地层、地裂缝在列车荷载作用下的动力特性进行了系统研究。 论文以相似原理为依据首次进行了列车荷载作用下的地铁隧道-地裂缝-地层动力相互作用模型试验。试验分整体式马蹄形隧道，两段式马蹄形隧道和三段式马蹄形隧道三种工况。试验结果表明：对于分段隧道，由于受到分段的影响，隧道接缝处强度较小，约束作用较弱，在地铁振动荷载作用下，分段隧道拱底和拱顶产生的振动响应比整体式隧道要强烈；在地裂缝上盘未下降，即隧道底部未产生脱空现象时，围岩土压力与整体式隧道的相差不多，但地裂缝活动导致上盘下降，使隧道底部产生脱空以后，土压力附加值与整体式隧道的相差较大，整体式隧道在地裂缝上盘下降后地裂缝附近土压力比未下降时有所减小，而分段式隧道尤其是三段式隧道地裂缝附近土压力比未下降时有所增加。当上盘地层下降以后，土层中土压力相对静土压力都有所减小，但下盘的土压力下降幅度较小，而上盘土压力下降的幅度比较大；分段式隧道与整体式隧道轴向应变相比，整体式隧道应变曲线较平缓，而分段式隧道曲线波动较多，并且分段式隧道产生的应变值比整体式隧道大。分段越多造成的振动放大区域越多，列车荷载作用下隧道衬砌振动响应以及土层土压力在地裂缝活动时均有所增加，所以建议跨地裂缝地铁隧道在满足结构安全措施的前提下应尽量少分段，并且在地裂缝位置的隧道应该采取减震和扩大断面等加强措施。
[Abstract]:At present, the construction of Xi'an subway has been accelerated, the subway lines 2 and 1 have been put into operation successively, the construction of subway line 3 has started and plans to be completed and opened to traffic in 2015, and the subway line 4 is also in the stage of starting preparation. The construction and operation of Xi'an subway project have brought a series of new problems to the study of ground cracks: what are the characteristics of the dynamic interaction between surrounding rock near the ground cracks and subway tunnels under the action of subway train vibration load? Will the continuous cyclic loading reactivate the ground fissure and then affect the safety of the subway tunnel? What role does ground crack play in the propagation of train dynamic load? All of the above problems are urgent to be solved in the subway construction of cities with the development of land cracks, and are also one of the key scientific problems in the study of underground engineering in this kind of cities. This paper is based on the National Natural Science Foundation project "Research on Strata-ground fissure Tunnel interaction (41172257) under dynamic loads of Subway", and takes Xi'an Subway Project across the ground fissure Zone as the research background. Taking the subway tunnel, ground fissure and stratum dynamic interaction under train load as the research object, the model test, numerical simulation and theoretical analysis are used to study the subway tunnel and stratum. The dynamic characteristics of ground fissures under train load are studied systematically. Based on the principle of similarity, the model test of subway tunnel-ground fissure and ground dynamic interaction under train load is carried out for the first time in this paper. The test is divided into three working conditions: monolithic horseshoe tunnel, two-segment horseshoe tunnel and three-segment horseshoe tunnel. The test results show that for the segmented tunnel, due to the influence of the segment, the joint strength of the tunnel is smaller and the constraint is weaker. Under the action of the subway vibration load, the test results show that, The vibration response of sublevel tunnel arch bottom and arch roof is stronger than that of integral tunnel, and the earth pressure of surrounding rock is not much different from that of integral tunnel when the upper face of ground fissure does not decrease, that is, when there is no void phenomenon in the bottom of tunnel. However, the earth pressure added value is different from that of the integral tunnel, and the earth pressure near the ground fissure is decreased when the ground fissure is lower than that of the integral tunnel after the ground fissures fall, and when the bottom of the tunnel is emptied, the earth pressure added value of the tunnel is different from that of the integral tunnel. The earth pressure near the ground fissure in the segmented tunnel, especially in the three-section tunnel, is higher than that in the unreduced tunnel. After the falling of the upper layer, the soil pressure in the soil layer is decreased relative to the static soil pressure, but the earth pressure in the downboard decreases slightly, while the earth pressure in the upper wall decreases by a large extent; compared with the axial strain of the integral tunnel, the axial strain of the segmented tunnel is lower than that of the integral tunnel. The strain curve of integral tunnel is more gentle than that of segmented tunnel, and the strain value of segmented tunnel is larger than that of integral tunnel. The more segments cause more vibration amplification areas, the more the vibration response of tunnel lining and the soil pressure of soil layer are increased under train load. Therefore, it is suggested that the subway tunnel with cross-ground fissures should be divided into as few sections as possible on the premise of meeting the structural safety measures, and that the tunnel in the position of ground fissures should take some strengthening measures, such as earthquake absorption and expansion of cross-section.
【学位授予单位】：长安大学
【学位级别】：博士
【学位授予年份】：2014
【分类号】：U231.1;U451.3
本文编号：2220051
[Abstract]:At present, the construction of Xi'an subway has been accelerated, the subway lines 2 and 1 have been put into operation successively, the construction of subway line 3 has started and plans to be completed and opened to traffic in 2015, and the subway line 4 is also in the stage of starting preparation. The construction and operation of Xi'an subway project have brought a series of new problems to the study of ground cracks: what are the characteristics of the dynamic interaction between surrounding rock near the ground cracks and subway tunnels under the action of subway train vibration load? Will the continuous cyclic loading reactivate the ground fissure and then affect the safety of the subway tunnel? What role does ground crack play in the propagation of train dynamic load? All of the above problems are urgent to be solved in the subway construction of cities with the development of land cracks, and are also one of the key scientific problems in the study of underground engineering in this kind of cities. This paper is based on the National Natural Science Foundation project "Research on Strata-ground fissure Tunnel interaction (41172257) under dynamic loads of Subway", and takes Xi'an Subway Project across the ground fissure Zone as the research background. Taking the subway tunnel, ground fissure and stratum dynamic interaction under train load as the research object, the model test, numerical simulation and theoretical analysis are used to study the subway tunnel and stratum. The dynamic characteristics of ground fissures under train load are studied systematically. Based on the principle of similarity, the model test of subway tunnel-ground fissure and ground dynamic interaction under train load is carried out for the first time in this paper. The test is divided into three working conditions: monolithic horseshoe tunnel, two-segment horseshoe tunnel and three-segment horseshoe tunnel. The test results show that for the segmented tunnel, due to the influence of the segment, the joint strength of the tunnel is smaller and the constraint is weaker. Under the action of the subway vibration load, the test results show that, The vibration response of sublevel tunnel arch bottom and arch roof is stronger than that of integral tunnel, and the earth pressure of surrounding rock is not much different from that of integral tunnel when the upper face of ground fissure does not decrease, that is, when there is no void phenomenon in the bottom of tunnel. However, the earth pressure added value is different from that of the integral tunnel, and the earth pressure near the ground fissure is decreased when the ground fissure is lower than that of the integral tunnel after the ground fissures fall, and when the bottom of the tunnel is emptied, the earth pressure added value of the tunnel is different from that of the integral tunnel. The earth pressure near the ground fissure in the segmented tunnel, especially in the three-section tunnel, is higher than that in the unreduced tunnel. After the falling of the upper layer, the soil pressure in the soil layer is decreased relative to the static soil pressure, but the earth pressure in the downboard decreases slightly, while the earth pressure in the upper wall decreases by a large extent; compared with the axial strain of the integral tunnel, the axial strain of the segmented tunnel is lower than that of the integral tunnel. The strain curve of integral tunnel is more gentle than that of segmented tunnel, and the strain value of segmented tunnel is larger than that of integral tunnel. The more segments cause more vibration amplification areas, the more the vibration response of tunnel lining and the soil pressure of soil layer are increased under train load. Therefore, it is suggested that the subway tunnel with cross-ground fissures should be divided into as few sections as possible on the premise of meeting the structural safety measures, and that the tunnel in the position of ground fissures should take some strengthening measures, such as earthquake absorption and expansion of cross-section.
【学位授予单位】：长安大学
【学位级别】：博士
【学位授予年份】：2014
【分类号】：U231.1;U451.3
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