城市轨道交通双线叠交盾构隧道合理竖向净距研究
温森1,2张明旭1周义1盛桂琳1,2
Reasonable Vertide Net Distance of Urban Rail Transit Double-track Overlapping Shield Tunnels
WEN SenZHANG MingxuZHOU YiSHENG Guilin
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作者信息:1.河南大学岩土与轨道交通工程研究所， 475004， 开封
2.河南大学轨道交通智能建造工程技术中心， 475004， 开封
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Affiliation:Institute of Geotechnical and Rail Transport Engineering, Henan University, 475004, Kaifeng, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2023.06.012
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中图分类号/CLCN:U456.3+1: U455.43
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栏目/Col:研究报告
摘要:
为了确定城市轨道交通双线叠交盾构隧道的合理竖向净距，建立双线叠交盾构隧道数值模型，分析新建隧道与上方既有隧道交角α分别为0°及90°，且其竖向净距L分别为1 m、2 m、3 m、4 m、5 m、6 m共12种工况下，新建隧道施工所引起的既有隧道整体结构产生的位移。以北京新建地铁14号线望京站—阜通站区间隧道工程下穿既有15号线望京站—望京西站区间隧道为例，通过建立三维有限元数值模型，选取15号线既有隧道拱顶监测点，对其进行沉降监测值与模拟值对比。结果表明：当α为0°,L分别为5 m、6 m时，既有隧道拱底沉降曲线几乎相同且远小于L分别为1 m、2 m、3 m、4 m时的，而L分别为1 m、2 m、3 m、4 m时的拱底沉降曲线较为接近，且随着双线隧道开挖结束，拱底沉降曲线整体呈增大趋势；当α为90°，L为5 m时，新建盾构隧道动态掘进对既有隧道整体影响最小；15号线既有隧道拱顶沉降实际监测值与模拟计算值存在一定偏差，但两者整体规律较为相符。由此可知，新建隧道与上方既有隧道竖向净距为5 m、6 m时较为合理。
Abstracts:
Aiming to determine the reasonable vertical net distance of urban rail transit double track overlapping shield tunnels, a numerical model of double track overlapping shield tunnels is established. Under the total 12 working conditions, with the new tunnel and overhead existing tunnel intersection angle α being 0°and 90° corresponding to six of the vertical net distance L being 1 m, 2 m, 3 m, 4 m, 5 m and 6 m the existing tunnel overall structure displacement caused by the newly built tunnel construction is analyzed. Taking the newly built Beijing Subway Line 14 Wangjing Station to Futong Station interval tunnel engineering under passing existing Line 15 Wangjing Station to Wangjing West Station interval tunnel as example, by establishing a 3D finite element numerical model and selecting Line 15 existing tunnel vault monitoring points, the settlement monitored and simulated values are compared. The results show that when α= 0° and L = 5 m, 6 m, the existing tunnel arch bottom settlement curves are almost the same and significantly smaller than they are when L = 1 m, 2 m, 3 m, 4 m, while the arch bottom settlement curves in the sbove L situation are similar. As the double track tunnel excavation completes, the arch bottom settlement curve shows an increasing trend in general. When α= 90° and L = 5 m, the dynamic excavation of the newly built shield tunnel has the least overall impact on the existing tunnel. It can be derived that the reasonable vertide net distance between the newly built tunnel and the existing tunnel is 5 m and 6 m.
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