盾构隧道超小净距叠线地段支撑台车加固效果

朱禹; 龚怀世; 罗业华; 严晓周; 曾梓越; 李洪斌; 曾勇

doi:10.20265/j.cnki.issn.1007-2993.2023-0918

盾构隧道超小净距叠线地段支撑台车加固效果

doi: 10.20265/j.cnki.issn.1007-2993.2023-0918

1.
广州地铁集团有限公司，广东广州　510300
2.
中交四航局第二工程有限公司，广东广州　510220
3.
西南交通大学土木工程学院，四川成都　610031

基金项目: 四川省自然科学基金项目（2022NSFSC1153）；中交第四航务工程局有限公司委托课题（2022-019）

详细信息

作者简介:
朱　禹，男，1996年生，硕士，助理工程师。研究方向：城市轨道交通。E-mail：zhuyu1@gzmtr.com

通讯作者:
曾　勇，男，1978年生，博士，副教授。研究方向：道路与铁道工程。E-mail：zengy@swjtu.edu.cn

中图分类号: U455
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出版历程
- 收稿日期: 2023-12-14
- 修回日期: 2024-04-18
- 录用日期: 2024-05-09
- 刊出日期: 2025-02-21

Reinforcement effect of support trolley in ultra-small clearance stacking line section of shield tunnel

1.
Guangzhou Metro Group Co., Ltd., Guangzhou 510300, Guangdong, China
2.
The Second Engineering Company of CCC Fourth Harbor Engineering Co., Ltd., Guangzhou 510220, Guangdong, China
3.
School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

摘要

摘要: 在盾构隧道超小净距上下叠线地段施工时，控制隧道管片变形与管片应力状态是确保盾构施工安全的关键。广州地铁十二号线采用支撑台车对先行隧道进行加固，为探明支撑台车的加固效果，利用有限差分软件FLAC 3D建立计算模型，针对未用加固措施与采用支撑台车两种情况下的隧道管片变形、管片应力状态沉降进行对比分析。结果表明：叠线地段盾构隧道施工时，隧道管片变形影响范围为与开挖面相距5 m左右；支撑台车对先行隧道加固效果显著，其管片竖向和横向最大变形分别减小42.7%和56.7%；支撑台车的应用使邻近既有隧道竖向变形减小14.4%～24.71%，有利于既有隧道运营安全；采用支撑台车不会导致管片开裂，仅引起管片局部出现应力集中现象。
- 盾构隧道 /
- 超小净距 /
- 叠线地段 /
- 支撑台车 /
- 管片变形 /
- 管片应力状态
Abstract: In the construction of shield tunnels within ultra-small clear distance stacked line sections, the control of the deformation and stress state of the tunnel lining segments is critical for ensuring construction safety. During the construction of Guangzhou Metro Line 12, the leading tunnel was reinforced using a support trolley. To examine the efficacy of this reinforcement, a computational model was developed utilizing the finite difference software FLAC 3D. Comparative analysis was conducted on the deformation and stress state settlement of tunnel segments under two conditions: without reinforcement measures and with the use of supporting trolleys. The findings indicated that the influence of tunnel segment deformation extended approximately 5 m from the excavation face. The application of the support trolley significantly reduced the maximum vertical and lateral deformations of the segments by 42.7% and 56.7%, respectively. Additionally, the vertical deformation of adjacent existing tunnels was reduced by 14.4% to 24.71%, thereby enhancing operational safety. Furthermore, the use of the support trolley did not induce cracking in the segments but resulted in localized stress concentrations.
- shield tunnel /
- ultra-small clearance /
- stacked line section /
- support trolley /
- tube sheet deformation /
- state of stress

HTML全文

图 1 广州地铁12号线大学城北—大学城南区间叠线段

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图 2 叠线段地质情况（单位：m）

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图 3 支撑台车使用及结构示意

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图 4 计算模型

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图 5 盾构开挖示意图

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图 6 管片监测点布置

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图 7 先行隧道管片各测点竖向变形

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图 8 先行隧道管片竖向变形（单位：mm）

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图 9 先行隧道管片各测点横向变形

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图 10 先行隧道管片横向变形（单位：mm）

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图 11 后行隧道管片各测点竖向变形

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图 12 后行隧道管片竖向变形图（单位：mm）

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图 13 后行隧道管片各测点横向变形

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图 14 后行隧道管片横向变形图（单位：mm）

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图 15 先行隧道管片最大主应力图（单位：MPa，负值表示压力）

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图 16 既有隧道各测点竖向变形

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表 1 岩土层物理力学参数

岩土层名称	密度/(kg·m⁻³)	黏聚力/kPa	内摩擦角/(°)	弹性模量/MPa	泊松比
素填土	1900	21.0	13.5	8	0.34
混合花岗岩残积土（硬塑）	1860	25.5	18.8	41.1	0.29
半岩半土状混合花岗岩（强风化）	1850	26.4	19.5	180.0	0.25
碎块状混合花岗岩（强风化）	2150	60.0	30.0	41.4	0.28
混合花岗岩（中等风化）	2330	200.0	42.0	1200.0	0.29
混合花岗岩（微风化）	2600	500.0	48.0	5000.0	0.29

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表 2 隧道材料物理力学参数

材料		密度/(kg·m⁻³)	弹性模量/MPa	泊松比
管片		2500	3.25×10⁴	0.2
注浆材料	硬化前	2000	1.20	0.3
注浆材料	硬化后	2000	6.00	04
盾壳		7800	2.08×10⁵	0.2

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表 3 管片位移实测数据与数值模拟结果

监测点	竖向变形		横向变形
监测点	实测/mm	仿真/mm	实测/mm	仿真/mm
17	−1.00	−1.34	−1.48	−1.78
18	2.61	2.95	−2.60	−2.98
19	0.80	1.07	−0.37	−0.53

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