富水砂层地铁盾构区间机械法联络通道施工影响
杜明芳1张鹏1易领兵2,3任方毅2邵奇2,3肖中圣2,3朱行通4李俊昊5
Impact of Metro Shield Interval Mechanical Method Connecting Passage Construction in Water-rich Sandy Stratum
DU Mingfang1ZHANG Peng1YI Lingbing2,3REN Fangyi2SHAO Qi2,3XIAO Zhongsheng2,3ZHU Xingtong4LI Junhao5
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作者信息:1.河南工业大学土木工程学院，450001，郑州
2.中国交通建设股份有限公司轨道交通分公司，100088，北京
3.中交铁道设计研究总院有限公司，100088，北京
4.长春电子科技学院土木工程学院，130114，长春
5.中国建筑第七工程局有限公司，450001，郑州
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Affiliation:1.College of Civil Engineering, Henan University of Technology, 450001, Zhengzhou, China
2.China Transportation Construction Co., Ltd. Rail Transit Branch, 100088, Beijing, China
3.China Jiaotong Railway Design and Research Institute Co., Ltd., 100088, Beijing, China
4.College of Civil Engineering, Changchun Institute of Electronic Science and Technology, 130114, Changchun, China
5.China Construction Seventh Engineering Bureau Co., Ltd., 450001, 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.2024.07.015
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栏目/Col:研究报告
摘要:
［目的］目前，富水砂层地铁盾构区间机械法联络通道施工对正线隧道及周围土体影响的研究较少，因此有必要对类似工程进行分析。［方法］以某富水砂层地铁盾构区间机械法联络通道施工项目为例，采用ABAQUS有限元软件建立数值模型，对富水砂层中机械法联络通道施工的全过程进行模拟分析，研究机械法联络通道施工对正线隧道及周围土体的影响；将数值计算结果与实际工程监测数据进行对比，验证所提数值模型的可靠性。［结果及结论］由机械法联络通道施工引起的沿正线隧道纵向和联络通道纵向的地面沉降曲线均呈U形，地面最大沉降值为4.60mm；机械法联络通道施工对正线隧道的变形影响，以竖向变形和沿正线隧道横向的水平变形为主，正线隧道竖向变形最大值为1.08mm，水平变形最大值为1.28mm；施工过程中，正线隧道的最大应力会随着联络通道洞门的破除而突然增大，施工完成时，正线隧道的最大应力值为52.54MPa。实际监测数据表明，拟合后的地面沉降监测数据与数值计算结果的变化趋势一致，验证了数值计算的可靠性。
Abstracts:
［Objective］ There is limited research on the impact of mechanical method connecting passage construction on mainline tunnels and surrounding soil of metro shield interval in water-rich sandy stratum. ［Method］ Taking a metro shield tunnel interval project with mechanical method connecting passage construction in water-rich sandy stratum as example, a numerical model is established using ABAQUS finite element software to simulate and analyze the entire process of this engineering. The effects of mechanical method connecting passage construction on mainline tunnels and surrounding soil are investigated. The calculation results are compared with actual engineering monitoring data to verify the reliability of the proposed numerical model. ［Result & Conclusion］ Land subsidence along the longitudinal direction of the mainline tunnel and connecting passage caused by mechanical method connecting passage construction exhibits a U-shaped curve, with a maximum land subsidence value of 4.60 mm. The effects of the construction on mainline tunnel deformation are mainly vertical deformation and horizontal deformation along the mainline tunnel. The maximum vertical deformation of the mainline tunnel is 1.08 mm, and the maximum horizontal deformation is 1.28 mm. During construction, the maximum stress in the mainline tunnel suddenly increases with the breakthrough of the connecting passage portal, reaching 52.54 MPa upon completion of the construction. Actual monitoring data show that the fitted land subsidence monitoring data aligns with the trend of numerical calculation results, validating the reliability of the numerical calculations.
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