大直径盾构隧道内高速列车振动下管片接缝变形与防水性能仿真分析
杜佳骏1吴悦1郑长青2齐春2霍永鹏1晏启祥1
Simulation Analysis of Segment Joint Deformation and Waterproof Performance under High-speed Train Vibration in Large-diameter Shield Tunnel
DU Jiajun1WU Yue1ZHENG Changqing2QI Chun2HUO Yongpeng1YAN Qixiang1
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作者信息:1.西南交通大学交通隧道工程教育部重点实验室，610031，成都
2.中铁二院工程集团有限责任公司，610031，成都
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Affiliation:1.Key Laboratory of Transportation Tunnel Engineering of Ministry of Education, Southwest Jiaotong University, 610031, Chengdu, China
2.China Rallway Eryuan Engineering Group Co., Ltd., 610031, Chengdu, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.08.030
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中图分类号/CLCN:U456.3
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栏目/Col:研究报告
摘要:
［目的］为防治大直径盾构隧道渗漏水病害，保障高速列车行驶安全与隧道正常运营,必须对高速列车振动下的隧道管片接缝变形与防水性能进行分析研究。［方法］依托湛江湾海底隧道工程，利用有限元软件建立地层-隧道三维模型与密封垫-沟槽二维精细化模型。首先以纵缝为例研究了大直径盾构隧道内高速列车振动下管片位移动力响应与管片接缝变形特征，然后基于最不利管片接头变形工况分析了一种密封垫防水性能。［结果及结论］单列高速列车振动下管片接缝位移响应过程分为变形增加、变形危险与变形消退3个阶段；变形危险阶段管片环上部与左右两端处接缝张开且错台量较大，邻近接缝受两侧管片挤压作用张开且错台变小;轨道道床下接缝几乎无变形，轨道道床会大大减弱列车振动对管片衬砌的影响；密封垫与密封垫间接触应力呈U形分布，密封垫与管片沟槽间接触应力由中间接触部位向两边逐渐减小;相较于密封垫与管片沟槽间接触路径，密封垫与密封垫间接触面更易发生渗漏水。在本工程的最不利工况下，提供的一种三角形开孔密封垫能满足本隧道防水要求。
Abstracts:
［Objective］ To prevent water leakage issues in large-diameter shield tunnel, ensure high-speed train operational safety and normal tunnel functionality, it is necessary to carry out analysis and research on tunnel segment joint deformation and waterproof performance under high-speed train vibration. ［Method］ Relying on the Zhanjiang Bay Subsea Tunnel project, a soil-tunnel three-dimensional model and a sealing gasket-groove two-dimensional refined model are established using finite element software. First, the dynamics response and deformation characteristics of segment joints under high-speed train vibration in large-diameter shield tunnel are studied, with longitudinal joints as example. Then, the waterproof performance of a sealing gasket is analyzed based on the most adverse joint deformation working condition. ［Result & Conclusion］ The research results indicate that under the vibration of a single high-speed train, the displacement response process of segment joints can be divided into three stages: deformation increase, deformation being danger, and deformation decline. During the second stage, significant joint opening and misalignment occur at the upper part and both ends of the segment ring, while adjacent joints experience reduced opening and misalignment due to compression from both adjacent side segments. There is almost no deformation at the joints below the track bed, as the tunnel track bed significantly mitigates the impact of train vibration on segment linings. The contact stress between sealing gaskets follows a U-shaped distribution, decreasing from the central contact area towards both edges between the sealing gasket and the segment groove. Leakage is more likely to occur at the contact surfaces between the sealing gaskets than along the contact path between the sealing gasket and the segment groove. Under the most adverse working condition of this project, a provided triangular perforated sealing gasket is found to meet the tunnel waterproof requirements.
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