【摘要】：隨著交通的不斷發(fā)展交通路線變得越來越復(fù)雜，規(guī)劃路線與原有交通路線交叉屢見不鮮。在隧道領(lǐng)域必然就會存在在建隧道上穿或者下穿已建隧道的情況。新建隧道近距離穿越既有隧道時(shí)，由新建隧道的開挖對土體的擾動(dòng)引起土層的變形和隧道結(jié)構(gòu)的附加內(nèi)力，如果既有隧道結(jié)構(gòu)的變形超過了設(shè)計(jì)極限就會導(dǎo)致隧道結(jié)構(gòu)破壞以致影響既有隧道的安全運(yùn)營。目前對交叉隧道的研究以新建隧道上穿既有隧道的研究為主，下穿的研究相對較少，對于出現(xiàn)的很多新問題還無法解決，設(shè)計(jì)、施工還沒有相應(yīng)的規(guī)范、標(biāo)準(zhǔn)可循。因此，只有充分認(rèn)識新建隧道上穿對既有隧道的影響方式和影響程度，才能確定可行的設(shè)計(jì)、施工方案，保證既有隧道的運(yùn)營安全。 本文在理論分析的基礎(chǔ)之上，結(jié)合軌道交通地鐵6號線中梁山1號隧道上穿二巖鐵路隧道工程實(shí)例，通過有限元數(shù)值模擬以及現(xiàn)場監(jiān)測數(shù)據(jù)分析，對新建隧道上穿既有二巖鐵路隧道的影響進(jìn)行研究。主要內(nèi)容包括： ①由理論分析可以知道，地質(zhì)、施工、結(jié)構(gòu)、凈距等因素都在一定程度上直接或間接的影響到新建隧道開挖時(shí)既有鐵路隧道的安全運(yùn)營。 ②通過實(shí)際的現(xiàn)場監(jiān)測可知，新建隧道開挖引起的既有鐵路隧道豎向位移表現(xiàn)出穿越前沉降，，穿越時(shí)隆起，穿越后繼續(xù)隆起。最大的沉降量和隆起量都出現(xiàn)在新建隧道和既有隧道的交匯處，變化趨勢大致為拋物線。對于既有隧道的凈空收斂變形情況反映了鐵路隧道支護(hù)結(jié)構(gòu)力學(xué)形態(tài)和圍巖最直接的參數(shù)，通過凈空收斂監(jiān)測可以知道圍巖和支護(hù)結(jié)構(gòu)的穩(wěn)定情況。新建隧道的開挖由于土體卸載，周圍的土應(yīng)力釋放發(fā)生彈塑性變形，既有鐵路隧道整體上浮，穿越后整體趨于穩(wěn)定。 ③通過MIADAS-GTS數(shù)值模擬可以知道，隨著新建隧道的開挖，既有二巖鐵路隧道的豎向位移量不斷的增大。其變化趨勢呈拋物線，不同的工況下變化趨勢基本相同，變化量略有不同。由數(shù)值模擬可以看出新建一號隧道對既有二巖鐵路隧道的影響主要以豎向位移為主。 ④兩交叉隧道的凈距不同對既有隧道的影響程度也是不同的。不同的凈距既有隧道的豎向位移變化趨勢基本相同，凈距越大新建隧道的開挖對既有隧道的影響越小。當(dāng)凈距大于3D的時(shí)候影響很小了。
[Abstract]:With the continuous development of traffic, the traffic route becomes more and more complex, and it is not uncommon for the planned route to cross with the original traffic route. In the field of tunnel, there is bound to be the situation of piercing or going through the built tunnel in the field of tunnel. When the new tunnel passes through the existing tunnel at close range, the deformation of the soil layer and the additional internal force of the tunnel structure are caused by the disturbance of the soil caused by the excavation of the new tunnel. If the deformation of the existing tunnel structure exceeds the design limit, it will lead to the failure of the tunnel structure and affect the safe operation of the existing tunnel. At present, the research of crossing tunnel is mainly about the existing tunnel on the new tunnel, but the research on the underpass is relatively few. Many new problems can not be solved, and there is no corresponding specification for design and construction, and the standard can be followed. Therefore, only by fully understanding the influence of the new tunnel on the existing tunnel, can we determine the feasible design and construction scheme, and ensure the operation safety of the existing tunnel. On the basis of theoretical analysis, combined with the engineering example of Eryan Railway Tunnel on Zhongliangshan 1 Tunnel of Metro Line 6, the finite element numerical simulation and field monitoring data analysis are carried out in this paper. The influence of passing through the existing Eryan railway tunnel on the new tunnel is studied. The main contents are as follows: 1 from the theoretical analysis, we can know that geology, construction, structure, net distance and other factors directly or indirectly affect the safe operation of the existing railway tunnel when the new tunnel is excavated. (2) through the actual field monitoring, it can be seen that the vertical displacement of the existing railway tunnel caused by the excavation of the new tunnel shows the settlement before crossing, rising during crossing, and continuing to rise after crossing. The maximum settlement and uplift occur at the intersection of the new tunnel and the existing tunnel, and the change trend is about parabola. For the convergence deformation of the clearance of the existing tunnel, the mechanical shape of the supporting structure of the railway tunnel and the most direct parameters of the surrounding rock are reflected. The stability of the surrounding rock and the supporting structure can be known by the monitoring of the clearance convergence. Due to the unloading of the soil, the elastic-plastic deformation of the surrounding soil stress release occurs in the excavation of the new tunnel. The existing railway tunnel floats as a whole, and the whole tends to be stable after crossing. (3) through MIADAS-GTS numerical simulation, it can be seen that the vertical displacement of the existing Eryan railway tunnel increases with the excavation of the new tunnel. The change trend is parabola, and the change trend is basically the same under different working conditions, and the change quantity is slightly different. From the numerical simulation, it can be seen that the influence of the new No. 1 tunnel on the existing Eryan railway tunnel is mainly vertical displacement. (4) the influence degree of the net distance of the two cross tunnels on the existing tunnel is also different. The variation trend of vertical displacement of different net distance existing tunnels is basically the same, and the larger the net distance is, the smaller the influence of the excavation of new tunnels on the existing tunnels is. When the net distance is greater than 3D, the effect is very small.
【學(xué)位授予單位】：重慶交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U455.4

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