CN109871576A - A kind of tunnel construction method - Google Patents
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Abstract
A kind of tunnel construction method, it includes the following steps, step A, designing unit completes tunnel line scheme Preliminary design, step B, establish tunnel mathematical calculation model, step C, determine the parameter of mathematical calculation model, step D, it calculates and obtains vibration loads of train time-history curves: step E, obtain the acceleration responsive amplitude time-history curves of monitoring point under each operating condition, speed responsive amplitude time-history curves and dynamic respond amplitude time-history curves, step F, the peak-data of the step E different operating conditions obtained is compared with control standard, step G, as the peak-data of step F is compared with control standard, no more than control standard, then construction is selected to carry out construction according to the design scheme of step A.A kind of tunnel construction method provided by the present invention, during greatly optimizing tunnel construction, the security verification of design phase works.
Description
Technical field
The present invention relates to tunnel construction technical field, in particular to during tunnel construction, the design phase carries out one kind
The method of tunnel safety verifying.
Background technique
During tunnel construction, after the design of the initial stage of completion, needs to carry out verifying calculating to tunnel safety, be obtained
Calculated result be no more than control standard, then structure meet safety, can continue select construction, complete detailed design, later
It can construct according to design, such as calculated result obtained is more than control standard, then needs to modify Tunnel Design.Therefore,
During tunnel construction, carrying out verifying to tunnel safety in the design phase is a vital step.
As Chinese underground space development scale is growing, inevitably there is new subway route closely even
Minimum spacing passes through the engineering roadblock of operational railway route.Japanese Tizai subway line, Shanghai Mingzhu Rail Transit Line second phase work
Journey, Beijing Metro No. 10 line etc. all refer to wear both wired construction problems under new line.Since New Line Projects necessarily produce existing structure
Raw disturbance, and vibration loads of train causes tunnel defect to aggravate, and structure occurs and destroys even function forfeiture, therefore, train load
Dynamic response is the major issue concerning under-traverse tunnel structure safety.
Currently, domestic and foreign scholars to Tunnel Bed Structure under Train Loads structural dynamic response correlative study obtained it is larger into
Exhibition.Gao Guangyun etc. is intersected subway tunnel under prediction train cyclic loading effect and is sunk for a long time using amendment cyclic shearing stress computation model
Drop rule.Rising sun etc. is opened for engineering is worn under No. 6 line running tunnels of Beijing Metro, has carried out existing tunnel structure sediment control program
Research and safety evaluatio.Gupta S etc. has carried out the research of the tunnel Groene Hart bullet train vibrating numerical, uses
Floquet Transform Solution predicts free field response rule under Moving Loads.Old row etc. is based on actual measurement oscillatory load, analysis
Subway and high-speed railway close-distance parallel tunnels engineering different location Dynamic response characteristic and its correlation.To the west of Guo Chunxia etc.
Wearing No. two line engineerings of subway under Annan's door tunnel is background, inquires into automobile and ground from displacement, velocity and acceleration etc. respectively
Dynamic response characteristic of the iron train load to tunnel structure.
Train load Study on dynamic response is most important to the safe operation of under-traverse tunnel engineering, minimum with No. 12 lines of subway
It is engineering background that the capital tunnel Zhang Gaotie is worn under spacing, acts on lower acceleration, speed and vertical for different operating condition Train induced loads
The dynamic response rule of displacement conducts a research, and in conjunction with domestic and international vibration of building evaluation criteria and correlative study, inquires into dynamic load
Lower cross tunnel safety of structure is acted on, engineering tunnel structural vibration safety evaluation is worn under, foundation is provided.
No. 12 lines of Beijing Metro are west from West 4th Ring Road Chinese holly bridge south, to the east of the Guan Village Dong Ba road western entrance, main track overall length
29.35km.Da Zhongsi station~Ji raft of pontoons station siding-to-siding block length 847.298m, line 15.0~17.2m of spacing, buried depth 26m~31m, area
Between section deep hole grouting above tunnel inverted arch.Da Zhongsi station and Ji raft of pontoons station are underground bilayer island station, and twin columns three are across arch
Section, plan use tunneling PBA engineering method.
Capital Zhang Gaotie shield tunnel (diameter is worn under Da Zhongsi station~minimum spacing of Ji raft of pontoons station interval structure is orthogonal
12.2m), section vault excavation face and shield tunnel bottom vertical range only 1.62m,.Stratum is mainly boulder bed, therefore is controlled
Tunnel deformation is very crucial.Under operation phase high-speed rail and subway train cycling cycling vibration load action, part, which easily occurs, in tunnel structure to be damaged
Wound even global failure, quantitative analysis Tunnel Bed Structure under Train Loads structural dynamic response characteristic is particularly important, this is also tunnel
One of important verifying means of safety.
Summary of the invention
It is noted earlier to be reduced or avoided the technical problem to be solved in the present invention is to provide a kind of tunnel construction method
Problem.
In order to solve the above technical problems, the present invention provides a kind of tunnel construction method, it is horizontal in two-wire underground tunnel upper
After the completion of the Preliminary design for having high-speed rail tunnel situation, by computer modeling technique, tunnel safety is verified, is wrapped
Include following steps,
Step A, designing unit complete tunnel line scheme Preliminary design,
Step B establishes tunnel mathematical calculation model to tunnel scheme designed by step A, in the mathematical calculation model
In, the boundary in subway tunnel and high-speed rail tunnel takes 3 times or more hole diameters, and upper bound is the earth's surface scope of freedom,
Step C determines the parameter of mathematical calculation model, and for soil layer locating for tunnel structure, according to the form below carries out parameter selection,
Country rock mechanics index of physics
Deep hole grout blanket is simulated by improving the parameters such as surrounding rock deformation monitor and cohesion on computers, country rock
Using elastic-plastic model, Mohr-Coulomb yield criterion is obeyed.Just branch, two linings and section of jurisdiction use elastic model, segment joint
Simulation application equivalent stiffness is reduced method.
Step D is calculated using following equation and is obtained vibration loads of train time-history curves:
Train exciter function is obtained by following formula:
F (t)=k1k2(P0+P1sinw1t+P2sinw2t+P3sinw3t)
Wherein: k1To be superimposed coefficient, it is taken as 1.6；k2For the coefficient of dispersion, it is taken as 0.7；P0For wheel weight load；P1, P2,
P3It is oscillatory load,
The expression formula of oscillating load are as follows:
Wherein: M0For train unsprung mass, it is taken as 750kg；aiIt is lost for typical case high；wiFor irregularity vibration wavelength circular frequency,
The expression formula of irregularity vibration wavelength circular frequency are as follows:
Wherein: v is train running speed；LiFor typical wavelengths.
Step E, in the mathematical calculation model that step B is established, the section selection model in the middle part of high-speed rail and subway tunnel
Grid node or grid cell are set as monitoring point, according to the vibration loads of train time-history curves of the parameter of step C and step D,
It is calculated according to operating condition listed in Table using computer, the acceleration responsive amplitude time-histories for obtaining monitoring point under each operating condition is bent
Line, speed responsive amplitude time-history curves and dynamic respond amplitude time-history curves,
Train induced load composite condition
The Acceleration Control standard setting in tunnel is 1m/s by step F2, speed control standard setting is 10mm/s, vibration
Bit andits control standard setting is 2R, and R is tunnel radius, and the acceleration responsive amplitude time-histories of the step E different operating conditions obtained is bent
The peak-data of line, speed responsive amplitude time-history curves and dynamic respond amplitude time-history curves is compared with control standard,
No more than control standard, then structure meets safety, is more than control standard, then return step A is needed to modify Tunnel Design.
Step G is no more than control standard, then according to step A if the peak-data of step F is compared with control standard
Design scheme selection construction carry out construction.
Preferably, in step C, train axis takes 17t, 7t respectively again, and running speed is respectively 350km/h, 72km/h.Allusion quotation
Type wavelength LiAnd lose high αiRespectively L1=10m, α1=3.5mm；L2=2m, α2=0.4mm；L3=0.5m, α3=0.06mm.
；A kind of tunnel construction method provided by the present invention can using artificial excitation functional simulation vibration loads of train
Tunnel dynamic response characteristics under the operating condition of sunykatuib analysis difference driving on computers, during greatly optimizing tunnel construction, if
The security verification in meter stage works.
Detailed description of the invention
The following drawings are only intended to schematically illustrate and explain the present invention, not delimit the scope of the invention.Wherein,
Fig. 1 a is a kind of numerical technique mould in the tunnel of tunnel construction method of a specific embodiment according to the present invention
The schematic illustration of the overall model of type；
Fig. 1 b is the schematic illustration of the partial model of the numerical technique model in the tunnel of Fig. 1 a；
Fig. 2 a is the oscillatory load time-history curves schematic diagram of high-speed rail train in the tunnel of Fig. 1 a；
Fig. 2 b is the oscillatory load time-history curves schematic diagram of subway train in the tunnel of Fig. 1 a.
Specific embodiment
For a clearer understanding of the technical characteristics, objects and effects of the present invention, now illustrate of the invention specific
Embodiment.
Fig. 1 a is a kind of numerical technique mould in the tunnel of tunnel construction method of a specific embodiment according to the present invention
The schematic illustration of the overall model of type；Fig. 1 b is the principle signal of the partial model of the numerical technique model in the tunnel of Fig. 1 a
Figure；Fig. 2 a is the oscillatory load time-history curves schematic diagram of high-speed rail train in the tunnel of Fig. 1 a；Fig. 2 b is subway in the tunnel of Fig. 1 a
The oscillatory load time-history curves schematic diagram of train.Referring to shown in Fig. 1 a-2b,
The present invention provides a kind of tunnel construction methods, are crossed with the first of high-speed rail tunnel situation in two-wire underground tunnel upper
After the completion of step design, by computer modeling technique, tunnel safety is verified comprising following steps,
Step A, designing unit complete tunnel line scheme Preliminary design,
No. 12 lines of Beijing Metro are west from West 4th Ring Road Chinese holly bridge south, to the east of the Guan Village Dong Ba road western entrance, main track overall length
29.35km.Da Zhongsi station~Ji raft of pontoons station siding-to-siding block length 847.298m, line 15.0~17.2m of spacing, buried depth 26m~31m, area
Between section deep hole grouting above tunnel inverted arch.Da Zhongsi station and Ji raft of pontoons station are underground bilayer island station, and twin columns three are across arch
Section, plan use tunneling PBA engineering method.
Step B establishes tunnel mathematical calculation model to tunnel scheme designed by step A, in the mathematical calculation model
In, the boundary in subway tunnel and high-speed rail tunnel takes 3 times or more hole diameters, and upper bound is the earth's surface scope of freedom,
For No. 12 line Da Zhongsis of Beijing Metro station~Ji raft of pontoons station section tunnel mentioned by background technique, referring to figure
Shown in 1a, 1b, mathematical calculation model is established on computers, according to Tunnel Design parameter, in the mathematical calculation model, side
Boundary takes 3 times or more hole diameters, and upper bound is the earth's surface scope of freedom, and model is along left and right subway line and high-speed rail shield tunnel length
80m is 50m from earth's surface to lower limits height.High-speed rail shield duct piece seam is simulated using equivalent Rigidity Method.Model meshes node
Number is 23.5 ten thousand, and number of meshes is 55.1 ten thousand.Subway Tunnel and high-speed rail shield tunnel crossover sites vertical range are only
1.62m can increase Local grid density here to improve model computational accuracy.(referring to Fig. 1 a, 1b)
Step C determines the parameter of mathematical calculation model, and for soil layer locating for tunnel structure, according to the form below carries out parameter selection,
Country rock mechanics index of physics
Deep hole grout blanket is simulated by improving the parameters such as surrounding rock deformation monitor and cohesion on computers, country rock
Using elastic-plastic model, Mohr-Coulomb yield criterion is obeyed.Just branch, two linings and section of jurisdiction use elastic model, segment joint
Simulation application equivalent stiffness is reduced method.
For No. 12 line Da Zhongsis of Beijing Metro station~Ji raft of pontoons station section tunnel mentioned by background technique, by meter
It calculates, obtains following parameter
Supporting construction Mechanics Calculation parameter
Step D is calculated using following equation and is obtained vibration loads of train time-history curves:
Train exciter function is obtained by following formula:
F (t)=k1k2(P0+P1sinw1t+P2sinw2t+P3sinw3t)
Wherein: k1To be superimposed coefficient, it is taken as 1.6；k2For the coefficient of dispersion, it is taken as 0.7；P0For wheel weight load；P1, P2,
P3It is oscillatory load,
The expression formula of oscillating load are as follows:
Wherein: M0For train unsprung mass, it is taken as 750kg；aiIt is lost for typical case high；wiFor irregularity vibration wavelength circular frequency,
The expression formula of irregularity vibration wavelength circular frequency are as follows:
Wherein: v is train running speed；LiFor typical wavelengths.
For No. 12 line Da Zhongsis of Beijing Metro station~Ji raft of pontoons station section tunnel mentioned by background technique, it is based on me
State's high-speed rail and subway train status, consider least favorable factor, and capital Zhang Gaotie train axis takes 17t, 7t, running speed difference respectively again
For 350km/h, 72km/h.Typical wavelengths LiAnd lose high αiRespectively L1=10m, α1=3.5mm；L2=2m, α2=0.4mm；L3
=0.5m, α3=0.08mm.When can thus obtain high-speed rail and Beijing Metro vibration loads of train according to the formula of this step
Journey curve (a, 2b referring to fig. 2)
Step E, in the mathematical calculation model that step B is established, the section selection model in the middle part of high-speed rail and subway tunnel
Grid node or grid cell are set as monitoring point, according to the vibration loads of train time-history curves of the parameter of step C and step D,
It is calculated according to operating condition listed in Table using computer, the acceleration responsive amplitude time-histories for obtaining monitoring point under each operating condition is bent
Line, speed responsive amplitude time-history curves and dynamic respond amplitude time-history curves,
Train induced load composite condition
For No. 12 line Da Zhongsis of Beijing Metro station~Ji raft of pontoons station section tunnel mentioned by background technique, wheel swashs
Vibration power can be used geometry nearby principle and be applied on inverted arch node, this acts on wheel track with the DYNAMIC LOADING OF DRIVING TRAIN ON BRIDGES under actual conditions,
Wheel track passes through fastener node again, and to transfer force to sleeper, the power transmission model comparision on railway roadbed close.In the minimum spacing of Subway Tunnel
Under wear in high-speed rail Tunnel Engineering, only 1.62m, tunnel overpass structure are same with shield tunnel bottom vertical range for section vault excavation face
When bear biggish high-speed rail load and Subway Loading, be liner structure weak area, it is therefore desirable in high-speed rail and subway tunnel
Monitoring point is arranged in middle part section, analyzes the safety of structure in tunnel under dynamic loading.
The calculating moment sets train marshalling list as 4 sections, and rail cars length is 25m.Train load simulation with headstock start into
Enter tunnel for vibration initial position, load position, the vibration when tailstock leaves tunnel are persistently adjusted based on train travel speed
Terminate.4 kinds of driving operating conditions are simulated respectively:
(1) operating condition 1 is that two-wire subway train travels in opposite directions；
(2) operating condition 2 is that high-speed rail train individually travels；
(3) operating condition 3 travels subway train with two-wire for high-speed rail with operating condition 4 in opposite directions and travels simultaneously, considers least favorable situation, high
Iron and subway train pass through tunnel cross position simultaneously, i.e., subway drive into tunnel after 1.6 seconds high-speed rail train drive into, wherein operating condition 3
For operating condition 1,2 dynamic response amplitude stack results, operating condition 4 is that subway and high-speed rail train travel numerical simulation monitoring result simultaneously.
Monitoring point can be respectively set in inverted arch, haunch and the keystone in section in the middle part of subway tunnel and high-speed rail tunnel, note
Tunnel acceleration, speed and vertical displacement during record train driving.
Vibration loads of train acts on acceleration, the speed that each monitoring point of high-speed rail tunnel structure is worn under the lower minimum spacing of Subway Tunnel
Degree and vertical displacement peak value are as shown in the table, and tunnel dynamic response is the strongest when high-speed rail and subway train act on simultaneously, i.e. work
Condition 4 is vibratory response most dangerous working condition；Under difference driving operating condition, the vibratory response of subway tunnel keystone is maximum, dynamic response
Aggregate performance is vault > haunch > inverted arch rule, and high-speed rail tunnel general trend is to vibrate gradually to decay from inverted arch to vault, i.e.,
Subway tunnel keystone and high-speed rail tunnel inverted arch position are the most unfavorable combination of vibratory response, this mainly makees with exciting source load
It is related with position.By computer Simulation calculation, following table data are obtained
Difference driving operating condition dynamic response peak value
The Acceleration Control standard setting in tunnel is 1m/s by step F2, speed control standard setting is 10mm/s, vibration
Bit andits control standard setting is 2R, and R is tunnel radius, and the acceleration responsive amplitude time-histories of the step E different operating conditions obtained is bent
The peak-data of line, speed responsive amplitude time-history curves and dynamic respond amplitude time-history curves is compared with control standard,
No more than control standard, then structure meets safety, is more than control standard, then needs to modify Tunnel Design.
Engineering is worn under the short distance of city underground section often has high risk, carries out Tunnel Bed Structure under Train Loads structure
Study on dynamic response is particularly important.Based on wearing capital Zhang Gaotie shield tunnel project under the minimum spacing of line Subway Tunnel of Beijing 12,
Using artificial excitation functional simulation vibration loads of train, tunnel dynamic response characteristics under different driving operating conditions, including two-wire are analyzed
Subway train travels in opposite directions, high-speed rail train individually travels and high-speed rail and two-wire subway train travel simultaneously, has inquired into tunnel knot
Structure acceleration, speed and vertical displacement rule.The result shows that:
(1) vibration amplitude variation in tunnel monitoring point is not only related with oscillation intensity, also has with exciting source load position
It closes, section ± 10m and the section ± 15m range intrinsic displacement response of high-speed rail tunnel middle part are maximum in the middle part of subway tunnel；
(2) under subway and high-speed rail load act on simultaneously, significant vibration amplification phenomenon is presented in tunnel cross position, causes to arrange
Liner structure weak area under the influence of vehicle dynamic load；
(3) aggregate performance of subway tunnel dynamic response is vault > haunch > inverted arch rule, and the response of high-speed rail tunneling vibrational is total
Body trend is gradually to decay from inverted arch to vault, i.e., subway tunnel keystone and high-speed rail tunnel inverted arch position ring for tunneling vibrational
The most unfavorable combination answered；
(4) consider least favorable driving operating condition, engineering tunnel is worn under section in No. 12 line Da Zhongsis of Beijing Metro station~Ji raft of pontoons station
Road structure peak acceleration, speed and vertical displacement are respectively 110.204mm/s2,3.006mm/s, 0.0434mm, are all satisfied knot
The safe control standard of vibration of structure.
Step G is no more than control standard, then according to step A if the peak-data of step F is compared with control standard
Design scheme selection construction carry out construction.
By verifying, the design of Da Zhongsi station~Ji raft of pontoons station section can satisfy security requirement, therefore design by former,
Construction is carried out using tunneling PBA engineering method.
A kind of tunnel construction method provided by the present invention can using artificial excitation functional simulation vibration loads of train
Tunnel dynamic response characteristics under the operating condition of sunykatuib analysis difference driving on computers, during greatly optimizing tunnel construction, if
The security verification in meter stage works.
It will be appreciated by those skilled in the art that although the present invention is described in the way of multiple embodiments,
It is that not each embodiment only contains an independent technical solution.So narration is used for the purpose of for the sake of understanding in specification,
The skilled in the art should refer to the specification as a whole is understood, and by technical solution involved in each embodiment
Regard as and can be combined with each other into the modes of different embodiments to understand protection scope of the present invention.
The foregoing is merely the schematical specific embodiment of the present invention, the range being not intended to limit the invention.It is any
Those skilled in the art, made equivalent variations, modification and combination under the premise of not departing from design and the principle of the present invention,
It should belong to the scope of protection of the invention.
Cited bibliography includes: in the present invention
[1] Zhang Xu, Zhang Chengping, Han Kaihang are waited and are worn existing metro station construction structure sediment control case study under the tunnel
[J] geotechnical engineering journal, 2017,39 (4): 759-766.
[2] Yu Heran crossings on different level railway tunnel Structural Static, power mechanical characteristic and its southwest engineering Application Research [D]
University of communications, 2013.
[3] Gao Guangyun, Li Shaoyi, Tu Meiji wait cross tunnel analysis by sedimentation [J] ground under subway cyclic load
Mechanics, 2015,36 (1): 486-190.
[4]Gupta S,Berghe H V D,Lombaert G,et al.Numerical modelling
ofvibrations from a Thalys high speed train in the Groene Hart tunnel[J]
.SoilDynamics&Earthquake Engineering,2010,30(3):82-97.
[5] old row, Yan Qixiang, Huang Xi vibration loads of train act on the power of lower high-speed railway low coverage subway Parallel Tunnel
The design of Analysis of response [J] railway standard, 2017,61 (6): 116-119.
[6] power numerical analysis [J] that Guo Chunxia, Wang Kaiyun, Li Fengning oscillatory load influence cross tunnel structure
Highway, 2016 (4): 265-270.
[7] Guo Le, Yang Xinan, Qiu's KUNG shield duct piece lining cutting vertical heterogeneity Equivalent Continuum Model [J] city rail are handed over
Logical research, 2017,20 (4): 17-22.
[8] Liu Qiang, Shi Chenghua, Peng Limin wait crossings on different level tunnel structure dynamic response point under bullet train oscillatory load
It analyses [J] HeFei University of Technology journal (natural science edition), 2013 (9): 1082-1087.
[9] old row, Yan Qixiang, Liu Yang wait high-speed railway and subway close-distance parallel tunnels dynamic response to analyze [J] iron
Road building, 2017 (2): 48-52.
[10] the traffic vibration response analysis of the Xi'an Meng Zhaobo clock tower and assessment [D] Xi'an University of Architecture and Technology, 2009.
[11] Zhu Liming, Miao Ning are peaceful, Wu Zhiqiang, wait Nanjing drum tower Response Analysis [J] section caused by subway circulation
Technology and engineering, 2017,17 (13): 249-254.
[12] assessment that the dynamic response of subway tunnel is analyzed and influenced on surrounding enviroment under the big vehicle-tunnel coupling condition of minister in ancient times
The research Chongqing [D]: Chongqing Jiaotong University, 2011
[13]DIN 4150,Structural vibration Part3:effects of vibration on
structures[S].1999,2.
[14] JBJ 16-2000, People's Republic of China's professional standard: the north mechanical industry Environment Protection Design specification [S]
Capital: China Machine Press, 2001.
[15] Liang Bo, minister in ancient times is big, Liu Yi, waits influence of the based on the train vibration under vehicle-tunnel coupling condition to surrounding enviroment
[J] Lanzhou Jiaotong University journal, 2012,31 (6): 1-5.
[16] noise prediction caused by Wei Pengbo urban track traffic and assessment [D] Beijing Jiaotong University, 2009.
[17] Railway Tunnel structural vibration response analysis and Fatigue Life Research [D] of the Huang Juan based on defect theory
Central South University, 2010.
[18] deformation of the soft clay area Ye Yaodong operated subway shield tunnel construction and Gernral Check-up technique study [D] Tongji University
University, 2007.
Claims (2)
1. a kind of tunnel construction method, which is characterized in that be crossed with the preliminary of high-speed rail tunnel situation in two-wire underground tunnel upper
After the completion of design, by computer modeling technique, tunnel safety is verified comprising following steps,
Step A, designing unit complete tunnel line scheme Preliminary design,
Step B establishes tunnel mathematical calculation model, in the mathematical calculation model, the boundary of subway tunnel and high-speed rail tunnel
3 times or more hole diameters are taken, upper bound is the earth's surface scope of freedom,
Step C determines the parameter of mathematical calculation model, and for soil layer locating for tunnel structure, according to the form below carries out parameter selection,
Country rock mechanics index of physics
Deep hole grout blanket is simulated by improving the parameters such as surrounding rock deformation monitor and cohesion on computers, country rock uses
Elastic-plastic model obeys Mohr-Coulomb yield criterion.Just branch, two linings and section of jurisdiction use elastic model, segment joint simulation
Method is reduced using equivalent stiffness.
Step D is calculated using following equation and is obtained vibration loads of train time-history curves:
Train exciter function is obtained by following formula:
F (t)=k1k2(P0+P1sinw1t+P2sinw2t+P3sinw3t)
Wherein: k1To be superimposed coefficient, it is taken as 1.6；k2For the coefficient of dispersion, it is taken as 0.7；P0For wheel weight load；P1, P2, P3?
For oscillatory load,
The expression formula of oscillating load are as follows:
Wherein: M0For train unsprung mass, it is taken as 750kg；aiIt is lost for typical case high；wiFor irregularity vibration wavelength circular frequency,
The expression formula of irregularity vibration wavelength circular frequency are as follows:
Wherein: v is train running speed；LiFor typical wavelengths.
Step E, in the mathematical calculation model that step B is established, the section selection model meshes in the middle part of high-speed rail and subway tunnel
Node or grid cell are set as monitoring point, according to the vibration loads of train time-history curves of the parameter of step C and step D, according to
Operating condition listed in Table is calculated using computer, obtains acceleration responsive amplitude time-history curves, the speed of monitoring point under each operating condition
Response amplitude time-history curves and dynamic respond amplitude time-history curves are spent,
Train induced load composite condition
The Acceleration Control standard setting in tunnel is 1m/s by step F2, speed control standard setting is 10mm/s, vibration displacement
Control standard setting is 2R, and R is tunnel radius, by the acceleration responsive amplitude time-history curves of the step E different operating conditions obtained, speed
The peak-data of degree response amplitude time-history curves and dynamic respond amplitude time-history curves is compared with control standard, is no more than
Control standard, then structure meets safety, is more than control standard, then needs to modify Tunnel Design.
Step G is no more than control standard, then setting according to step A if the peak-data of step F is compared with control standard
It counts Scheme Choice construction and carries out construction.
2. running speed is respectively according to the method described in claim 1, in step D, train axis takes 17t, 7t respectively again
350km/h,72km/h.Typical wavelengths LiAnd lose high αiRespectively L1=10m, α1=3.5mm；L2=2m, α2=0.4mm；L3=
0.5m, α3=0.08mm.
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| CN201811649517.8A CN109871576A (en) | 2018-12-30 | 2018-12-30 | A kind of tunnel construction method |
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| CN110986843A (en) * | 2019-11-12 | 2020-04-10 | 浙江大学 | Subway tunnel displacement and longitudinal strain approximate calculation method based on discontinuous multi-point monitoring data |
| CN112832809A (en) * | 2021-01-21 | 2021-05-25 | 中铁第四勘察设计院集团有限公司 | Railway tunnel expansive rock tunnel structure design method based on strength-rigidity double control |
| CN115730378A (en) * | 2022-12-07 | 2023-03-03 | 重庆中环建设有限公司 | Decision method and system for tunnel construction method for complex geological conditions |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110986843A (en) * | 2019-11-12 | 2020-04-10 | 浙江大学 | Subway tunnel displacement and longitudinal strain approximate calculation method based on discontinuous multi-point monitoring data |
| CN112832809A (en) * | 2021-01-21 | 2021-05-25 | 中铁第四勘察设计院集团有限公司 | Railway tunnel expansive rock tunnel structure design method based on strength-rigidity double control |
| CN112832809B (en) * | 2021-01-21 | 2022-09-20 | 中铁第四勘察设计院集团有限公司 | Railway tunnel expansive rock tunnel structure design method based on strength-rigidity double control |
| CN115730378A (en) * | 2022-12-07 | 2023-03-03 | 重庆中环建设有限公司 | Decision method and system for tunnel construction method for complex geological conditions |
| CN115730378B (en) * | 2022-12-07 | 2023-08-08 | 重庆中环建设有限公司 | Decision method and system for tunnel construction method of complex geological conditions |
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