本文選題：地裂縫 + 列車荷載�。� 參考：《長(zhǎng)安大學(xué)》2015年博士論文

【摘要】：西安城區(qū)的發(fā)展日新月異,伴隨而來的交通擁堵問題也日漸突出。為緩解這一現(xiàn)狀,西安市從2006年起,開始了地下鐵道的建設(shè)。截止目前,西安已有地鐵2號(hào)線、1號(hào)線兩條線路先后完工并投入運(yùn)營(yíng),地鐵3號(hào)線已經(jīng)開工建設(shè)并計(jì)劃于明年建成通車,地鐵4號(hào)線也處在開工前的準(zhǔn)備階段。由于地鐵經(jīng)過的路線中有大量地裂縫的存在,地鐵建成運(yùn)營(yíng)后,在列車荷載作用下通過地裂縫地帶的隧道能否保證列車的運(yùn)營(yíng)安全,呈現(xiàn)何種特點(diǎn),這些都成為西安地鐵建設(shè)中亟待解決的問題。本文以國(guó)家自然科學(xué)基金項(xiàng)目“地鐵動(dòng)荷載作用下的地層-地裂縫-隧道相互作用研究”為依托,以穿越地裂縫帶的西安地鐵項(xiàng)目為研究背景,設(shè)計(jì)并開展了地裂縫與地鐵隧道大角度斜交的動(dòng)力模型試驗(yàn),結(jié)合數(shù)值模擬,對(duì)地裂縫與地鐵隧道大角度斜交時(shí)在列車荷載作用下的動(dòng)力特性進(jìn)行了研究,取得的主要認(rèn)識(shí)如下:(1)地鐵行駛產(chǎn)生的振動(dòng)在土層中各個(gè)方向傳播時(shí)會(huì)有不同程度的衰減,地裂縫對(duì)地鐵振動(dòng)具有阻隔作用;(2)地裂縫附近隧道下方土層的振動(dòng)要比上方土層強(qiáng)烈;地鐵隧道的拱底部位相比拱腰和拱頂部位振動(dòng)響應(yīng)更強(qiáng)烈;(3)地裂縫未活動(dòng)時(shí),列車荷載所在位置的隧道下方土體的附加土壓力較大;地裂縫上盤下降時(shí),隧道上方的土體附加壓力呈現(xiàn)上盤大、下盤小的分布規(guī)律,其余部位的土體呈現(xiàn)下盤大、上盤小的規(guī)律,其中位于下盤地裂縫附近的隧道底部附加土壓力最大;(4)地裂縫未活動(dòng)時(shí),隧道底部與土體的接觸附加壓力較大;地裂縫上盤下降時(shí),位于地裂縫附近的下盤隧道底部和上盤隧道頂部與土體的接觸附加壓力較大;(5)分段式隧道由于受到分段的影響,振動(dòng)響應(yīng)比整體式隧道強(qiáng)烈,單段長(zhǎng)度越小此種現(xiàn)象越明顯。分段式隧道對(duì)振動(dòng)沿隧道縱向的傳播相比整體式隧道具有更大的衰減作用。(6)車速越大,隧道及地層的振動(dòng)響應(yīng)越強(qiáng)烈,但振動(dòng)在地層中傳播時(shí)衰減的程度越大。(7)當(dāng)?shù)罔F隧道與地裂縫大角度斜交時(shí),在設(shè)計(jì)方面應(yīng)該根據(jù)地裂縫的活動(dòng)量來確定隧道結(jié)構(gòu)。
[Abstract]:With the rapid development of Xi'an urban area, the traffic congestion problem is becoming more and more prominent. In order to alleviate this situation, Xi'an City from 2006, began the construction of subway. Up to now, Xi'an Metro Line 2 and Line 1 have been completed and put into operation. Subway Line 3 has started construction and is scheduled to be completed and opened to traffic next year, and Metro Line 4 is also in the preparatory stage before the start of construction. Due to the existence of a large number of ground cracks in the subway route, after the subway is built and operated, can the tunnel passing through the ground fissure zone under the train load ensure the safety of the train operation, and what kind of characteristics does it have? All these become the problems that need to be solved urgently in Xi'an subway construction. This paper is based on the National Natural Science Foundation project "study of Strata-ground fissure-Tunnel interaction under dynamic loads of Subway", and takes Xi'an Subway Project across the ground fissure Zone as the research background. The dynamic model test of large angle oblique intersection between ground fissure and subway tunnel is designed and carried out. Combined with numerical simulation, the dynamic characteristics of ground crack and subway tunnel with large angle skew under train load are studied. The main understanding obtained is as follows: (1) the vibration produced by the subway will attenuate in varying degrees when it propagates in all directions of the soil layer. Ground fissures have a barrier effect on subway vibration. The vibration of the soil layer below the tunnel near the ground fissure is stronger than that of the upper soil layer, and the vibration response of the arch bottom part of the subway tunnel is stronger than that of the arch waist part and the arch top part) when the ground fissure is not active, The additional earth pressure of the soil under the tunnel where the train load is located is larger; when the upper face of the ground fissure drops, the additional pressure of the soil above the tunnel presents the distribution law of the upper wall and the lower wall, and the soil in the rest of the tunnel presents the lower wall. The law of small upper face, in which the contact additional pressure between the bottom of the tunnel and the soil is larger when the ground fissure is not active, and when the upper face of the ground fissure falls, the maximum additional earth pressure at the bottom of the tunnel near the bottom of the ground fissure is not active. At the bottom of the tunnel and the top of the tunnel near the ground fissure, the contact additional pressure between the bottom of the tunnel and the soil is greater than that of the soil. (5) the vibration response of the segmented tunnel is stronger than that of the integral tunnel, and the smaller the length of the single section is, the more obvious this phenomenon is. The bigger the speed of segment tunnel is, the stronger the vibration response of tunnel and stratum is compared with that of integral tunnel. But the greater the attenuation degree of vibration propagates in the stratum, the more the tunnel structure should be determined according to the activity of ground fissures when the subway tunnel is inclined to the ground fissure at a large angle.
【學(xué)位授予單位】：長(zhǎng)安大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2015
【分類號(hào)】：U451.3

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