隧道施工对建筑物变形影响及控制分析研究
发布时间：2018-07-22 16:29
【摘要】：为缓解大城市交通压力,不仅在北京、上海和广州,而且全国其他几十个城市都在修建或运营地铁。城市地铁施工环境比较复杂,施工时难免穿越既有建筑物。地铁施工会造成土体损失,使得作用在建筑物基础上的内力变化及建筑物变形。引起建筑物变形主要因素有土层,隧道自身,建筑物自身等。本文结合Midas/GTS岩土与隧道有限元分析软件模拟单洞开挖及北京地铁十四号线部分风险源统计,计算分析了不同变量因素时地表沉降值,得出了以下结论： (1)通过模型计算对比地表沉降值,Midas/GTS有限元软件与隧道分析常用的Peck经验公式计算地表沉降值的一致性,因此Midas/GTS软件可以替代Peck经验公式用于隧道施工模拟计算。 (2)隧道施工时,建筑物基础邻近隧洞的一侧承载力减小,得出地铁隧洞施工影响建筑物机理是由于隧道开挖造成土体损失,使得靠近隧道的基础侧土体有“脱离”趋势,建筑物自身受力不再平衡而变形。 (3)土的弹性模量的增加会使沉降值成倍的减小,弹性模量是最主要、敏感的影响因素。很多工程事故的发生是由水的存在造成的,水使得土体的弹性模量等参数发生变化。 (4)随拱顶与地表距离的增加,沉降槽越来越宽,即沉降范围越来越大,隆起区越来越小,最大沉降值减小。北京修建地铁仅从控制造价和周围变形考虑,合理埋深控制值H/D应为2-3。 (5)建筑物在隧道正上方时,隧道施工会引起建筑物均匀沉降。随着d(隧洞与建筑物水平距离)的增加,其最大差异沉降逐渐减小,平均沉降量也呈减小趋势。在当d大于或等于3D(隧洞直径)时,建筑物的差异沉降值基本上趋于稳定,即建筑物位于地表不同曲率值位置时,其变形不同。 (6)不同的隧道断面形式对地表沉降影响不同,正方形隧洞的地表沉降值是圆形隧道的2倍。拱顶沉降值隧截面积增大亦增大,洞径由6m增加1.3倍到8m,地表沉降值增大3倍；洞径增加1.6倍到10m,地表沉降值增加到近6倍。 (7)框架结构与砌体结构建筑物承受变形不同。搜集整理了北京地铁十四号线穿越部分风险源评估统计及规范要求,得出了北京地铁施工时影响建筑物变形值。
[Abstract]:Subway systems are being built or operated not only in Beijing, Shanghai and Guangzhou, but also in dozens of other cities across the country to ease traffic pressure in big cities. Urban subway construction environment is more complex, construction inevitably through the existing buildings. Subway construction will cause soil loss, which makes the internal force change and building deformation. The main factors causing building deformation are soil layer, tunnel itself, the building itself and so on. Combined with Midas / GTS geotechnical and tunnel finite element analysis software to simulate single hole excavation and partial risk source statistics of Beijing Metro Line 14, the surface subsidence values of different variable factors are calculated and analyzed in this paper. The conclusions are as follows: (1) the comparison of ground subsidence value by model calculation and the consistency between Midas / GTS finite element software and Peck empirical formula used in tunnel analysis. Therefore, Midas / GTS software can replace Peck empirical formula for tunnel construction simulation. (2) during tunnel construction, the side bearing capacity of the adjacent tunnel decreases. It is concluded that the mechanism of the subway tunnel construction affecting the building is caused by the soil loss caused by the tunnel excavation, which makes the soil mass close to the foundation of the tunnel have the tendency of "detaching". (3) the increase of the elastic modulus of the soil will reduce the settlement value by times, and the elastic modulus is the most important and sensitive factor. The occurrence of many engineering accidents is caused by the existence of water, and the elastic modulus of soil is changed by water. (4) with the increase of the distance between the vault and the surface, the settlement trough becomes wider and wider, that is, the settlement range becomes larger and wider. The uplift area becomes smaller and smaller, and the maximum settlement value decreases. The reasonable depth control value H / D should be 2-3. (5) when the building is directly above the tunnel, the tunnel construction will cause the uniform settlement of the building. With the increase of d (horizontal distance between tunnel and building), the maximum differential settlement decreases and the average settlement decreases. When d is greater than or equal to 3D (tunnel diameter), the differential settlement value of the building tends to be stable, that is, when the building is located at different curvature values of the surface, (6) different tunnel sections have different effects on the surface settlement, and the surface settlement of the square tunnel is twice as large as that of the circular tunnel. The tunnel cross section area increases from 6 m to 8 m, and the surface subsidence increases by 3 times. The diameter of the tunnel increases from 1.6 times to 10 m, and the surface settlement value increases to nearly 6 times. (7) the deformation of frame structure is different from that of masonry structure. This paper collects and arranges the statistics and specification requirements of the risk source evaluation of Beijing Metro Line 14, and obtains the deformation value of the buildings affected by the construction of Beijing Metro.
【学位授予单位】：北京交通大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：TU311
本文编号：2138061
[Abstract]:Subway systems are being built or operated not only in Beijing, Shanghai and Guangzhou, but also in dozens of other cities across the country to ease traffic pressure in big cities. Urban subway construction environment is more complex, construction inevitably through the existing buildings. Subway construction will cause soil loss, which makes the internal force change and building deformation. The main factors causing building deformation are soil layer, tunnel itself, the building itself and so on. Combined with Midas / GTS geotechnical and tunnel finite element analysis software to simulate single hole excavation and partial risk source statistics of Beijing Metro Line 14, the surface subsidence values of different variable factors are calculated and analyzed in this paper. The conclusions are as follows: (1) the comparison of ground subsidence value by model calculation and the consistency between Midas / GTS finite element software and Peck empirical formula used in tunnel analysis. Therefore, Midas / GTS software can replace Peck empirical formula for tunnel construction simulation. (2) during tunnel construction, the side bearing capacity of the adjacent tunnel decreases. It is concluded that the mechanism of the subway tunnel construction affecting the building is caused by the soil loss caused by the tunnel excavation, which makes the soil mass close to the foundation of the tunnel have the tendency of "detaching". (3) the increase of the elastic modulus of the soil will reduce the settlement value by times, and the elastic modulus is the most important and sensitive factor. The occurrence of many engineering accidents is caused by the existence of water, and the elastic modulus of soil is changed by water. (4) with the increase of the distance between the vault and the surface, the settlement trough becomes wider and wider, that is, the settlement range becomes larger and wider. The uplift area becomes smaller and smaller, and the maximum settlement value decreases. The reasonable depth control value H / D should be 2-3. (5) when the building is directly above the tunnel, the tunnel construction will cause the uniform settlement of the building. With the increase of d (horizontal distance between tunnel and building), the maximum differential settlement decreases and the average settlement decreases. When d is greater than or equal to 3D (tunnel diameter), the differential settlement value of the building tends to be stable, that is, when the building is located at different curvature values of the surface, (6) different tunnel sections have different effects on the surface settlement, and the surface settlement of the square tunnel is twice as large as that of the circular tunnel. The tunnel cross section area increases from 6 m to 8 m, and the surface subsidence increases by 3 times. The diameter of the tunnel increases from 1.6 times to 10 m, and the surface settlement value increases to nearly 6 times. (7) the deformation of frame structure is different from that of masonry structure. This paper collects and arranges the statistics and specification requirements of the risk source evaluation of Beijing Metro Line 14, and obtains the deformation value of the buildings affected by the construction of Beijing Metro.
【学位授予单位】：北京交通大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：TU311
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