Mechanical responses of underground carriageway structures due to construction of metro tunnels beneath the existing structure:A case study

To understand the mechanical response pattern of the existing structure and ground due to the construction of metro tunnels underneath,the finite difference method is adopted to study the torsional deformation and stress variation of the existing structure and the effect of underground carriageway structures on the surface subsidence.The curves of the maximum differential subsidence,torsion angle,and distortion of the cross-section of the existing structure show two peaks in succession during traversing of two metro tunnels beneath it.The torsion angle of the existing structure changes when the two tunnels traverse beneath it in opposite directions.The first traversing of the shield tunnel mainly induces the magnitude variation in torsional deformation of the existing structure,but the second traversing of the subsurface tunnel may cause a dynamic change in the magnitude and form of torsional deformation in the existing structure.The shielding effect can reduce the surface subsidence caused by metro tunnel excavation to a certain extent,and the development trend of subsidence becomes slower as the excavation continues.

Deformation characteristics and safety assessment of a high-speed railway induced by undercutting metro tunnel excavation

Stratum deformation(settlement) is a challenging issue in tunnel engineering, especially when construction of metro tunnels has to undercut high-speed railway. For this purpose, we used the FLAC30 software to analyze the stratum settlement characteristics of high-speed railway at different crossing angles intersected by metro tunnel, in terms of ground settlement trough, stratum slip line and irregularity of ballastless tracks. According to the evolution of the stratum settlement at different angle regions, an optimized angle is proposed for the actual project design. In order to reduce the influence of stratum settlement on the safety of high-speed railway, an approach of safety assessment is proposed for the shield engineering undercutting high-speed railway, as per Chinese specifications using numerical results and on-site conditions. A case study is conducted for the shield tunnel section crossing the Wuhan-Guangzhou High-speed Railway between the Guangzhou North Railway Station and the Huacheng Road Station, which represents the first metro tunnel project passing below a high-speed railway in China. A series of measures is taken to ensure the safe excavation of the shield tunnel and the operation of the high-speed railway. The results can provide a technical support for performing a safety evaluation between high-speed railways and metro tunnels.

Numerical simulation of dynamic response of operating metro tunnel induced by ground explosion

To evaluate the effects of possible ground explosion on a shallow-buried metro tunnel, this paper attempts to analyze the dynamic responses of the operating metro tunnel in soft soil, using a widely applied explicit dynamic nonlinear finite element software ANSYS/LS-DYNA. The blast induced wave propagation in the soil and the tunnel, and the von Mises effective stress and acceleration of the tunnel lining were presented, and the safety of the tunnel lining was evaluated based on the failure criterion. Besides, the parametric study of the soil was also carried out. The numerical results indicate that the upper part of the tunnel lining cross-section with directions ranging from 0° to 22.5° and horizontal distances 0 to 7 m away from the explosive center are the vulnerable areas, and the metro tunnel might be safe when tunnel depth is more than 7 m and TNT charge on the ground is no more than 500 kg, and the selection of soil parameters should be paid more attentions to conduct a more precise analysis.

Analytical solution for evaluating deformation response of existing metro tunnel due to excavation of adjacent foundation pit

The excavation of foundation pit generates soil deformation around existing metro tunnel with shield driving method,which may lead to the deformation of tunnel lining.It is a challenge to evaluate the deformation of shield tunnel accurately and take measures to reduce the tunnel upward displacement as much as possible for geotechnical engineers.A new simplified analytical method is proposed to predict the longitudinal deformation of existing metro tunnel due to excavation unloading of adjacent foundation pit in this paper.Firstly,the additional stress of soils under vertical axisymmetric load in layered soil is obtained by using elastic multi-layer theory.Secondly,the metro tunnel is regarded as a Timoshenko beam supported by Winkler foundation so that the shear effect of tunnels can be taken into account.The additional stress acting on the tunnel due to excavation unloading in layered soil are compared with that in homogeneous soil.Additionally,the effectiveness of the analytical solution is verified via two actual cases.Moreover,parametric analysis is conducted to investigate the responses of the metro tunnel by considering such factors as the variation of subgrade coefficient,offset distance from the excavation center to tunnel longitudinal axis as well as equivalent shear stiffness.The proposed method can be used to provide theoretical basis for similar engineering project.

Risk identification and risk mitigation during metro station construction by enlarging shield tunnel combined with cut-and-cover method

Constructing a metro station by enlarging shield tunnels combined with a mining/cut-and-cover method provides a new method to solve the contradictions of construction time limits of shield tunnels and stations. As a new-style construction method, there are several specific risks involved in the construction process. Based on the test section of Sanyuanqiao station on Beijing metro line 10, and combined with the existing methods of risk identification at present, including a review of world-wide operational experience of similar projects, the study of generic guidance on hazards associated with the type of work being undertaken, and discussions with qualified and experienced staff from the project team, etc., the specific risks during the construction process of the metro station constructed by enlarging shield tunnels combined with the cut-and-cover method are identified. The results show that the specific risks mainly come from three construction processes which include constructing upper enclosure structures, excavating the soil between shield tunnels and demolishing shield segments. Then relevant risk mitigation measures are put forward. The results can provide references for scheme improvement and a comprehensive risk assessment of the new-style construction method.

Strata consolidation subsidence induced by metro tunneling in saturated soft clay strata

To choose the optimum construction method of metro tunneling, we conducted research with numerical simulation on strata consolidation subsidence by dewatering, dynamic dewatering, and non-dewatering construction method, taking the integrated effects of fluid-solid coupling and tunneling mechanics into account. We obtained the curved surfaces of ground surface subsidence and strata consolidation subsidence. The results show that the quantity of ground surface subsidence is 31 mm for the non-dewatering method, 39 mm for the dynamic dewatering method, and 105 mm for the dewatering method. Their ratio is 1：1.3：3.4; and the percentages of strata consolidation subsidence to whole ground surface subsidence of each construction method is 27% （no-dewatering）, 50% （dynamic dewatering）, and 79% （dewatering）. It is obvious that the non-dewatering construction method is the most effective method to control the strata consolidation subsidence induced by metro tunneling in saturated soft clay strata, and it has been successfully applied to the construction of the Shenzben metro line 1.

Tunnelling performance prediction of cantilever boring machine in sedimentary hard-rock tunnel using deep belief network

Evaluating the adaptability of cantilever boring machine(CBM) through in-depth excavation and analysis of tunnel excavation data and rock mass parameters is the premise of mechanical design and efficient excavation in the field of underground space engineering.This paper presented a case study of tunnelling performance prediction method of CBM in sedimentary hard-rock tunnel of Karst landform type by using tunneling data and surrounding rock parameters.The uniaxial compressive strength(UCS),rock integrity factor(Kv),basic quality index([BQ]),rock quality index RQD,brazilian tensile strength(BTS) and brittleness index(BI) were introduced to construct a performance prediction database based on the hard-rock tunnel of Guiyang Metro Line 1 and Line 3,and then established the performance prediction model of cantilever boring machine.Then the deep belief network(DBN) was introduced into the performance prediction model,and the reliability of performance prediction model was verified by combining with engineering data.The study showed that the influence degree of surrounding rock parameters on the tunneling performance of the cantilever boring machine is UCS > [BQ] > BTS >RQD > Kv > BI.The performance prediction model shows that the instantaneous cutting rate(ICR) has a good correlation with the surrounding rock parameters,and the predicting model accuracy is related to the reliability of construction data.The prediction of limestone and dolomite sections of Line 3 based on the DBN performance prediction model shows that the measured ICR and predicted ICR is consistent and the built performance prediction model is reliable.The research results have theoretical reference significance for the applicability analysis and mechanical selection of cantilever boring machine for hard rock tunnel.

The Use of Underground Metro Stations and Tunnels as Protective Structures in Case of Nuclear Emergencies

This paper discusses the use of Underground Metro stations and tunnels as protective structures in case of nuclear emergencies. Six lines are taken as a case study to investigate the use of their underground stations and tunnels. The research explains the structural design of Underground Metro and the necessary needs for hidden people inside Underground Metro used as shelters. The research investigates the calculations of the number of hidden persons inside Underground Metro used as shelters. A field study has been conducted to an Underground Metro station to detemaine the peaceful use and the emergency use of all basements of the station. Also, the field study aims to determine the existing spaces and the needed spaces of the Underground Metro station to dual--used as a nuclear shelter. Three Underground Metro stations have been selected and a field study has been conducted to determine the usages of these basements, the planning, general and design features for each one of them, and whether they can be used as protective structures for citizens in emergencies. These basements were compared for their protective factors. Also, their capacities for sheltering were calculated.

时速120 km地铁快线空气动力学试验研究

为探明设计时速120 km快速地铁列车在多区段桥隧衔接线路运行时的气动效应和气密性能,采用实车试验的方法,在武汉某多区段桥隧衔接地铁快线对某4车编组的新研A型密封性地铁列车开展空气动力学测试。实验测试系统采用LL-250-15A型Kulite压力传感器,通过测量列车外部和内部的瞬态压力变化,分析全线路车外压力波动特性,对比沿列车长度方向不同测点位置的压力变化幅值,并分析不同空调状态下的车内压力舒适性。经过3次实验测试分析,该实验的结果具有可重复性。研究结果表明:全线路运行时,列车在隧道段内加减速导致车外压力变化幅值明显大于高架段,气动效应最恶劣的位置为地下段人防门变截面处,列车上行通过该处时车外任意3 s内压力变化幅值为1 071 Pa,下行通过该处时车外任意3 s内压力变化幅值为905 Pa;相对于下行线全线路,上行线车外任意3 s内压力变化幅值大18.3%;列车正线运营时压力波保护阀会在压力变化剧烈区段进行动作响应,列车上行时,空调开启、压力波保护阀正常启用状态下,车内任意3 s内压力变化幅值相对于压力波保护阀打开未启用时减少了16%,下行时,减少了28%,空调压力波保护阀能够有效降低车外压力波动对车内气压变化的影响。本文研究成果可为快速地铁线路设计、地铁列车运营及地铁气密性优化提供参考依据。

不同基坑开挖卸荷方案对既有地铁隧道结构的影响研究

随着城市建设不断推进,地下工程进入快速发展时期,基坑工程对下方既有结构的影响不可忽略。基于此,文章以某换乘地铁站项目上方基坑开挖为例,通过FLAC3D数值模拟软件,分析既有隧道结构上方基坑在一次性开挖、分区开挖、跳挖方案下隧道洞顶结构的变形状态。分析结果表明,无论是否考虑反压作用,3种方案下洞顶结构竖向最大变形排序均为:一次性开挖方案>分区开挖方案>跳挖方案,跳挖方案相较于一次性开挖方案和分区开挖方案隧道洞顶最大位移分别减少了48.6%、38.3%,可有效降低基坑开挖变形量。相关研究可为此类工程施工方案选择提供参考和借鉴。

隧道轮廓激光雷达点云线特征共面约束标定方法

地铁隧道断面轮廓参数测量过程中,需要对高速激光雷达点云进行高精度系统标定。特别是大场景隧道环境,对标定模板要求高,标定过程复杂,检测精度影响大。针对此问题,本论文提出了一种新颖的适用于地铁隧道轮廓点云的标定方法,并基于双激光雷达测量系统,进行了算法研究。本方法设计了专用的手推行便携式标定系统,利用由点云数据提取的标定板线特征,建立目标函数,通过混合了遗传算法和Levenberg-Marquardt算法的非线性优化方法,寻找全局最优解从而实现对激光雷达的标定。实验结果表明:本方法对于两侧钢轨顶轨的标定误差在±1.5 mm以内;静态测量精度X误差在±1 mm内、Y误差在±4 mm内;当采集系统以5 km/h的速度进行数据采集时,动态测量精度X误差在±4 mm内、Y误差在±6 mm内。本方法能够实现激光雷达的高精度标定,算法鲁棒性强,具有易操作、环境适应性强的特点。

有变形缝工况下地铁左右线盾构并行下穿对既有明挖公路隧道变形及应力的影响

[目的]为确保有变形缝工况下地铁盾构隧道并行下穿既有明挖公路隧道工程的顺利实施,须对该工况下既有明挖公路隧道的变形情况及应力特征进行分析。[方法]建立了济南济泺路下穿黄河隧道工程中市域轨道交通S2线左右线盾构隧道并行下穿既有明挖公路隧道的精细化模型,分析了既有明挖公路隧道车道结构底板的z向(竖向)沉降、x向(水平向)位移及车道结构底板的应力变化情况。选取有无变形缝2种工况,对2个施工步完成后测线的x向位移和z向沉降变化情况进行对比。进一步选取工程中的2号变形缝,分析施工过程中2号变形缝两侧的结构沉降差和变形缝的应力状态发展历程。[结果及结论]与无变形缝工况相比,有变形缝工况降低了既有明挖公路隧道结构的整体性,改变了其变形及受力特征;变形缝始终受到拉应力及剪应力的影响;有变形缝工况下,变形缝两侧沉降随地铁盾构掘进呈现出明显的变化,地铁盾构掘进至该变形缝正下方时,沉降达到最大值。

基于Pathfinder的地铁盾构隧道疏散平台优化研究

为探究地铁盾构隧道疏散平台应对火灾、水灾以及列车区间故障等不同场景人员疏散的合理方案,以疏散地铁6辆B型车定员1460人为目标,建立Pathfinder疏散仿真模型开展研究。先对4种不同疏散平台布置方案的最快疏散时间、疏散完成时间和车厢内人员撤离规律进行研究;再以最优的“四向通行”方案为例,对7种疏散平台宽度的最快疏散时间、疏散完成时间和车厢内人员撤离规律进行研究。研究结果表明:1)车厢内人员撤离分为快速撤离、缓慢撤离和人员清空3个不同特征阶段。从车厢撤离乘客是脱困最重要的环节,时间占整个疏散时间的比例大,需做好乘客撤离车厢的组织引导工作。2)在联络通道处采用“四向通行”结构,可实现疏散平台与道床连通且不中断疏散平台的最优方案。该方案可实现利用道床面在烟气底层疏散以应对火灾工况、疏散平台纵向连通并在高处疏散以应对水灾工况的双重功能。3)疏散平台宽度增加会大幅缩短乘客撤离车厢的时间,对最快疏散的时间影响小,宽度未加宽到1100 mm时对疏散时间无显著影响。4)需做好在联络通道、道床、人防门、防淹门、道岔区疏散平台的顺畅性设计。

公铁合建双层盾构隧道设计关键技术

为解决公铁合建双层盾构隧道面临的总体布置、结构设计、汽车与地铁车辆联合振动以及通风排烟等技术难题,以武汉长江公铁隧道和济南黄河济泺路隧道工程实践为基础,采用方案综合比选、2.5维数值计算等方法,对公铁合建双层盾构隧道设计关键技术进行系统研究。结果表明:1)通过对隧道平面、纵断面和横断面的合理优化布置,并在废水泵房段、疏散楼梯段采取特殊布置方案,可减少公铁合建盾构隧道地下空间占用,并提高断面利用率,减小盾构隧道外径;2)采用半预制半现浇的管片+非封闭内衬结构型式,能充分发挥内部结构与管片衬砌的联合承载作用,显著减小河床冲淤作用;3)汽车与地铁联合振动作用对隧道影响较小,隧道基底饱和粉细砂地层不会发生液化;4)地铁隧道采用分段纵向烟道,可解决地铁长大区间无风井条件下的排烟难题,同时提高疏散便捷性,并大幅降低建设难度;5)公铁合建隧道在运营管理上不可避免地会出现交叉和影响,建议在管理界面划分和投资分劈上提前研究,便于决策。

基于螺栓拉伸刚度的地铁盾构隧道纵向刚度计算

针对现有盾构隧道纵向刚度计算方法缺乏试验验证且未考虑螺栓拉伸刚度等因素影响的不足,首先,理论推导盾构隧道纵向刚度的解析计算方法;然后,以上海地铁盾构隧道为背景,设计并开展缩尺模型试验,通过实测结果验证解析计算方法;最后,以珠三角地区盾构隧道为工程背景,计算盾构隧道纵向刚度。结果表明:由于螺栓预紧力的存在,跨中加载较小时的实测隧道纵向刚度偏大,但随着跨中加载的增加,实测结果与理论计算结果趋于接近,验证了解析计算方法的合理性;珠三角地区盾构隧道在弹性阶段、塑性阶段和塑性变形后的纵向螺栓拉伸刚度依次为2.1255×10^(6),0.9859×10^(6)和3.1856×10^(6) N·m^(-1),纵向刚度依次为3.3068×10^(8),1.5345×10^(8)和4.9543×10^(8) N·m^(2);考虑到地铁盾构隧道发生纵向变形时,一定范围内的纵向螺栓所处变形阶段存在差别,在实际纵向刚度取值时应根据隧道最大变形导致的纵向螺栓拉伸量来具体分析确定。

既有交叉隧道和站台下新建地铁盾构隧道施工变形预测模型研究

在地铁建设过程中,盾构施工对既有结构的影响一直是工程施工安全和效率的关键考量因素。文章运用有限元数值模拟方法,研究广州地铁隧道A盾构施工对相邻隧道B、C和站台D的变形影响,旨在揭示新建隧道下穿既有结构时的变形规律,并预测其影响范围。研究结果表明,变形最大值位于施工轴线最近点,随着与施工位置距离的增加而减小,变形主要发生在施工平行经过期间。地表沉降呈对称分布,最大值位于隧道中部,既有隧道连接处的von-Mises应力受新建隧道开挖影响较小,应力峰值随盾构施工推进而移动,但变化幅度有限。现场监测数据与数值模拟结果高度一致,可验证该模拟方法的有效性和可靠性。文章相关研究可为地铁工程施工提供重要参考,有助于优化施工方案,提高工程的安全性和效率。

成都地区卵石地层深基坑开挖的土压力计算方法

[目的]现有土压力理论计算方法未考虑卵石地层孔隙度大、结构松散等离散性特点,计算结果与实际土压力有所偏差,需要研究适用于成都地区卵石地层的土压力计算方法。[方法]以成都轨道交通7号线为依托,分析卵石地层深基坑土压力与朗肯土压力理论值的差别,并建立深基坑开挖土压力计算方法。采用离散元数值模拟和数据统计分析,获取围护结构平动、围护结构绕墙顶转动和围护结构绕墙底转动三种基本变位模式下静止土压力、被动土压力和主动土压力的分布特征。与朗肯土压力理论计算结果进行比较,得到不同变位模式下三种土压力的修正系数,并建立深基坑土压力修正计算方法。进一步与现场实测数据比较,对比验证所提出的土压力计算方法。[结果及结论]主动土压力和被动土压力分布形式具有强烈的非线性,可采用双折线进行描述,交点分别位于埋深8 m和9 m处。静止土压力修正系数分布在0.91~0.96之间,在使用时不需要修正;主动土压力修正系数分布在0.33~0.78之间,被动土压力修正系数分布在0.52~0.91之间,在使用时应予以修正。所提出的卵石地层深基坑土压力计算结果与现场实测结果吻合较好,可为类似轨道交通工程提供参考。

北京地铁盾构隧道渗漏病害成因及对管片结构的影响研究

为揭示城市盾构隧道渗漏病害的形成机制,对北京地铁部分盾构隧道渗漏病害的主要类型、位置及程度进行统计分析。通过现场检测、地质雷达及内窥镜探测等手段,探究盾构隧道渗漏病害机制及成因,并通过数值模拟研究管片接缝渗漏时的地层变形规律及管片结构内力特征。研究表明:1)盾构管片接缝渗漏为主要的盾构隧道渗漏类型,占比超过60%,渗漏发生的位置集中在拱顶,以滴漏为主。2)盾构隧道渗漏水的主要内因是管片接缝处的不均匀变形,主要外因是地下水迅速升高导致存在渗漏隐患的隧道位于水位以下;同时,隧道周边地层更易形成富水体,增大了隧道渗漏病害的发生概率。3)盾构管片接缝处渗漏位置越靠近拱底,渗漏越严重,渗漏附近地层孔隙水压力消散的数值、最终达到稳定时的地表沉降越大。4)接缝局部渗漏导致的管片结构椭圆化变形较小,更易使结构出现向下且倾向渗漏点位方向的偏移;另外,渗漏位置变化相比渗漏程度对管片结构内力的影响大。

旁侧深大基坑开挖对邻近地铁隧道变形影响研究

为探究深基坑开挖对邻近地铁隧道的影响,文中以杭州某邻近地铁隧道的深基坑工程为背景,建立坑底在隧道正侧方的三维模型,分析基坑开挖过程中邻近隧道的变形规律,并结合研究结果提出相应的监测方法。结果表明基坑开挖时要重视隧道顶部的裂缝监测;隧道变形以隆起为主,并产生远离基坑的水平位移及扭转;基坑与隧道水平距离超过25m后基坑开挖对隧道基本没有影响;基坑底板的施工能有效控制隧道变形,研究结果可为类似工程施工提供参考。

矩形顶管临近地铁施工地表变形特性

伴随城市地下空间的利用与开发,对于矩形顶管工程的应用愈加广泛,为探究临近地铁隧道情况下,矩形顶管近距离施工时地表的变形规律,依托顶管工程,利用MIDAS-GTS-NX软件进行顶管施工全过程模拟,分析了各施工参数数值的改变对地表变形的影响。结果表明:(1)顶管顶进过程中,顶管机刀盘前方土体受挤压产生隆起变形,后方因地层损失以及出土卸荷而出现地表沉降,开挖面处地表隆起变形较大,地层扰动明显;(2)在一定范围内,增加掘进压力可以有效维持掌子面稳定,减小地表沉降,降低对周围建筑及临近地铁造成损害的风险;(3)增大注浆压力可以控制土体扰动,减小地表沉降,但本工程条件下,超过140 kPa会出现过度补偿作用,反而增加地表沉降;(4)摩阻力相对于掘进压力与注浆压力对地表变形的影响较小,但地表整体沉降反映出随摩阻力增大而增大的趋势。