地铁盾构下穿既有铁路框架桥的变形与动力响应
汤新辉1赖咸根2刘维正3卢世德2卢细兵2
Deformation and Dynamic Response Analysis of Metro Shield Tunnel Under-Crossing Existing Railway Frame Bridge
TANG Xinhui1LAI Xiangen2LIU Weizheng3LU Shide2LU Xibing2
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作者信息:1.长沙市建设工程质量安全监督站， 410023, 长沙
2.中建五局土木工程有限公司， 410004, 长沙；
3.中南大学土木工程学院， 410075, 长沙
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Affiliation:1.Changsha Construction Project Quality and Safety Supervision Station, 410023, Changsha, China
2.CCFEB Civil Engineering Co., Ltd., 410004, Changsha, China
3.School of Civil Engineering, Central South University, 410075, Changsha, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2025.04.024
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中图分类号/CLCN:U455.43； TU433; TU435
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栏目/Col:研究报告
摘要:
［目的］目前，对于下穿盾构与上部车辆-轨道结构相互影响的研究较少。为确保新建地铁盾构施工和既有线路运行安全，有必要分析地铁盾构下穿施工扰动,以及列车荷载对既有结构的变形特性及动力响应的影响规律。［方法］结合长沙地铁6号线盾构隧道下穿既有京广铁路框架桥工程，建立盾构下穿铁路框架桥的开挖子模型和车辆-轨道动力耦合子模型，采用数值软件进行联合仿真，针对盾构开挖进程、注浆压力、土仓压力、地层加固、列车速度等不同工况，研究地层、框架桥、轨道结构的变形，并总结车辆-轨道动力响应变化规律。［结果及结论］盾构左线先行开挖导致的轨道最大沉降约为3.0 mm，右线开挖后最大沉降发生位置向左右线中心处偏移，最大沉降达5.4 mm，先行盾构引起的轨道沉降略大于后行开挖的沉降；车体的振动加速度和轮轨作用力随车速的提高而增大，轮轨垂向力受列车速度的影响大于轮轨横向力受列车速度的影响；振动位移、车体振动加速度、轮轨作用力及脱轨系数均随盾构开挖的不断推进逐渐增大，但增大幅度不大。与未采取措施开挖时相比，提高注浆压力、提高土仓压力和采取地层加固措施后，钢轨垂向振动位移分别减小了14.7%、11.5%、44.1%。在盾构施工过程中，应采取地层加固措施，以保证盾构顺利施工和铁路正常运营。
Abstracts:
［Objective］ At present, there are few studies on the interaction between the under-crossing shield and the upper vehicle-track structure. In order to ensure the safety of new metro shield construction and existing line operation, it is necessary to analyze the influence law of metro shield construction disturbance and train load on the deformation characteristics and dynamic response of the existing structure. ［Method］ Based on the Changsha Metro Line 6 shield tunnel project under-crossing the existing Beijing-Guangzhou Railway frame bridge , an excavation submodel of the shield tunnel under-crossing railway frame bridge and a vehicle-track dynamic coupling submodel are established. Numerical software is adopted for joint simulation to study the deformation of strata, frame bridge and track structure under different working conditions such as shield excavation process, grouting pressure, soil chamber pressure, stratum reinforcement, train speed, etc., so as to summarize the changing laws of vehicle-track dynamic response. ［Result & Conclusion］ The maximum settlement caused by advancing excavation of the shield left line is about 3.0 mm. After the excavation of the right line, the maximum settlement occurs at the position offset towards the center of the left and right lines, and the maximum settlement value reaches 5.4 mm. The track settlement caused by the advancing shield tunnel is slightly greater than the settlement caused by the following excavation; the car body vibration acceleration and the wheel-rail force increase when the train speeds up, and the wheel-rail vertical force is more affected by the train speed than by the wheel-rail lateral force; the vibration displacement, the car body vibration acceleration, the wheel-rail force and the derailment coefficient all gradually increase with the continuous advancement of the shield excavation, but not by much; after increasing grouting pressure, soil chamber pressure and taking ground reinforcement measures, the vertical rail vibration displacement is reduced by 14.7%, 11.5% and 44.1% respectively compared with the excavation without taking measures. During the shield construction process, ground reinforcement measures should be taken for the smooth shield tunnel construction and normal railway operation.
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