大断面平顶直墙洞桩法暗挖地铁车站零距离下穿施工对既有矩形断面隧道的影响
赵小燕1易领兵2陈庆怀2刘胜欢3郑力铭4杨涌跃2吴程浩2
Influence of PBA Undergroundexcavated Metro Station Zerodistance Underpassing Construction on Existing Rectangular Profile Tunnel
ZHAO XiaoyanYI LingbingCHEN QinghuaiLIU ShenghuanZHENG LimingYANG YongyueWU Chenghao
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作者信息:1.河南建筑职业技术学院土木工程系， 450064， 郑州
2.中国交建轨道交通事业部， 100088， 北京
3.中国建筑第八工程局有限公司， 200122， 上海
4.中铁工程设计咨询集团有限公司， 100088，北京
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Affiliation:Department of Civil Engineering, Henan Vocational and Technical College of Architecture, 450064, Zhengzhou, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2023.08.012
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中图分类号/CLCN:U455.43
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栏目/Col:研究报告
摘要:
目的：为研究某零距离条件下大断面平顶直墙洞桩法暗挖地铁车站下穿施工对既有隧道的影响，以零距离下穿区间隧道的洞桩法暗挖站工程为例，对洞桩法暗挖站工程施工进行设计。方法：用有限元分析软件对零距离下穿区间的洞桩法暗挖站施工过程进行仿真模拟分析，将施工监测数据与仿真模拟结果拟合对比，总结洞桩法暗挖站零距离下穿施工过程中地面沉降、既有隧道的结构沉降及横向（z向）位移规律。结果及结论：施工监测数据与仿真模拟结果的数据及发展趋势基本一致，印证了仿真分析的准确性。地面沉降随开挖步的进行逐渐增大。但步骤1到步骤2的沉降增量最大，步骤6到步骤7的沉降增量最小，沉降量变化自东向西逐渐减小。在各施工步骤中东侧变形缝附近的沉降量均最大。下穿段施工完毕后，监测数据显示既有隧道结构的最大沉降量为6.91 mm，发生在既有隧道b段，而且位于变形缝1附近区域。b段的沉降量相对最大，a段的沉降量次之，c段的沉降量最小。下穿段施工完毕后，监测数据显示既有，隧道结构产生的z向位移最大值仅为0.19 mm，出现在c段。a段与b段的z向位移较小且变化不明显。既有隧道结构变形以沉降为主，z向位移可忽略不计。
Abstracts:
Objective: It is aimed to investigate the influence of largeprofile flattop straightwall PBA (pilebeamarch) undergroundexcavated (hereinafter referred to as ′covered′) metro station underpassing construction on the existing tunnel at zerodistance. Taking the above station excavation project as example, the construction of PBA covered station project is designed. Method: Finite element analysis software is used to simulate and analyze the construction process of PBA covered station zerodistance underpassing interval, the construction monitored data and the simulation results are fitted and compared, the law of land subsidence, structural settlement and lateral (zaxis) displacement of existing tunnel throughout the construction process is summarized. Result & Conclusion: The construction monitored data and simulation results are consistent in terms of value and development trends, verifying the accuracy of the simulation analysis. The land subsidence gradually increases with the excavation steps. The maximum settlement increment occurs from step 1 to step 2, while the minimum occurs from step 6 to step 7, and the settlement increments gradually decrease from east to west. The settlement near the east side deformation joint is the largest at each construction step. After completion of the underpassing section construction, the monitored data shows that the maximum settlement of the existing tunnel structure is 6.91 mm, which occurs near the deformation joint 1 in section b of the existing tunnel, and the settlement of section b is the largest, followed by section a, and section c has the smallest settlement. After completion of the underpassing section construction, the monitored data shows that the maximum zaxis displacement of the existing tunnel structure is only 0.19 mm, which occurs in section c. The zaxis displacement of section a and section b is relatively little and the change is not evident. The deformation of the existing tunnel structure is mainly settlement, so the zaxis displacement can be ignored.
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