已运营地铁隧道盾构管片破损的竖井永久修复技术
连逢逾1陈刚2廖林川3贺威4
Permanent Shaft Repair Technology for Damaged Shield Segments in Operating Metro Tunnels
LIAN Fengyu1CHEN Gang2LIAO Linchuan3HE Wei4
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作者信息:1.四川成德轨道交通有限公司， 610041， 成都
2.成都轨道建设管理有限公司， 610200 ， 成都
3.地质灾害防治与地质环境保护国家重点实验室(成都理工大学)， 610059， 成都
4.中国交通建设股份有限公司轨道交通分公司， 102209， 北京
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Affiliation:1.Sichuan Chengde Rail Transit Co., Ltd., 610041, Chengdu, China
2.Chengdu Rail Construction Management Co., Ltd., 610200, Chengdu, China
3.State Key Laboratory of Geological Disaster Prevention and Geological Environment Protection (Chengdu University of Technology), 610059, Chengdu, China
4.Rail Transit Branch of China Communications Construction Co., Ltd., 102209, Beijing, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.01.034
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中图分类号/CLCN:U455.8
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栏目/Col:施工技术
摘要:
［目的］某地铁运营区间盾构隧道在地表降水井钻孔施工中，隧道管片被钻穿,导致破损，引发突水灾害，造成地铁停运。对此，需针对已运营地铁隧道内盾构管片破损的情况研究永久修复技术。［方法］针对该区间内砂卵石、泥岩地层稳定的特点，提出明挖竖井修复破损管片的技术，并详细阐述了管片破损竖井修复施工工艺。建立有限元模型，对降水、竖井开挖、管片修补、竖井回填等不同施工阶段管片破损位置的应力变化进行了研究。［结果及结论］管片破损位置修复后的压应力最小为0.732 MPa，随着竖井的回填，修复部位边缘处和中心处的应力开始逐渐增加，最终边缘处应力稳定在2.124 MPa左右，中心处应力稳定在0.732 MPa左右。满足安全性要求，表明该修复技术是可靠的。
Abstracts:
［Objective］ During the drilling construction of ground surface dewatering shaft in a metro operational interval shield tunnel, the tunnel segments were damaged due to being pierced, resulting in sudden water hazards to interrupt metro service. In light of this, it is necessary to study permanent repair technologies for damaged shield segments within the operational metro tunnel. ［Method］ Considering the stability characteristics of the gravel and mudstone formations in the interval, a technology for repairing damaged segments in open-excavation vertical shaft is proposed, and this repair construction technology is elaborated in details. A finite element model is established to study the stress changes at the positions of the segment damage during different construction stages, including dewatering, vertical shaft excavation, segment repair, and vertical shaft backfilling. ［Result & Conclusion］ The minimum compressive stress after repairing the segment damage position is 0.732 MPa. With the backfilling of the vertical shaft, the stresses at the edge and the center of the repair site gradually increase. Ultimately, the stress stabilizes at around 2.124 MPa at the edge, and around 0.732 MPa at the center. Safety requirements are met, indicating that the repair technology is reliable.
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