偏心开洞条件下机械法联络通道抗震性能研究
张晓宾
Seismic Performance of Machinery Construction Method Link Passage under Eccentric Opening Conditions
ZHANG Xiaobin
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作者信息:上海申铁投资有限公司， 200030， 上海
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Affiliation:Shanghai Shen-Tie Investment Co.， Ltd.， 200030， Shanghai， China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.20252055
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中图分类号/CLCN:U495.1
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栏目/Col:土建工程
摘要:
［目的］ 目前，在市域铁路9 m级大直径盾构隧道施工中，尚无采用偏心开洞方式进行机械法联络通道开挖案例，因此有必要对其在地震作用下的抗震性能进行研究。［方法］ 依托某市域铁路联络通道工程，采用Plaxis 3D有限元软件建立数值模型，对垂直联络通道方向水平入射地震波作用下的主隧道-联络通道结构的抗震性能进行仿真分析。［结果及结论］ 对于大直径主隧道与联络通道的组合结构，其连接处断面的轴力、弯矩变化十分显著，在峰值加速度为0.1 g的地震波作用下，其最大轴力相较于初始工况增大53%，弯矩增大410%，且均位于隧道拱腰处；在联络通道中部断面处内力变化较小，断面内力最大增幅小于30%；受主隧道约束作用影响，主隧道与联络通道连接处的绝对位移和收敛变形均显著小于联络通道中部断面处，在峰值加速度为0.2 g的地震波作用下，接头处断面附加收敛变形为-0.25 mm，联络通道中部断面附加收敛变形为0.59 mm；在水平入射地震波作用下，联络通道中部会发生斜向椭圆化变形，最大位移点位于上半圆弧45°及135°位置，其斜向附加收敛变形为1.56 mm。
Abstracts:
［Objective］ At present， in the engineering of 9-meter-class large-diameter city railway shield tunnels，there are no documented cases of link passages constructed using machinery methods with eccentric openings yet. Therefore， it is necessary to investigate their seismic performance under earthquake loading conditions. ［Method］ Based on a city railway link passage project， a numerical model is developed using finite element software Plaxis 3D for simulation analysis of the main tunnel-link passage structure seismic performance under horizontally incident seismic waves， which are perpendicular to the link passage direction. ［Result Conclusion］ For the combined structure of large-diameter main tunnel and link passage， the axial force and bending moment at the joint section vary significantly. Under seismic waves with a peak acceleration of 0.1g， the maximum axial force increases by 53% compared to the initial condition， and the bending moment increases by 410%， both located at the tunnel arch waist. In contrast， internal force variations at link passage mid-section are relatively minor， with a maximum increase amplitude of less than 30% in sectional internal forces. Due to the constraint effect of the main tunnel， both the absolute displacement and the convergence deformation at the main tunnel-link passage junction are significantly smaller than those at the link passage mid-section. Under seismic waves with a peak acceleration of 0.2g， the additional convergence deformation at the joint section is -0.25 mm， while at the link passage mid-section it is 0.59 mm. Under the action of horizontally incident seismic waves， the link passage mid-section experiences an inclined elliptical deformation， with the maximum displacement points located at the 45° and 135° positions of the upper semicircle， with an inclined additional convergence deformation of 1.56 mm.
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