地铁隧道基底溶蚀风化红层动力特性及长期沉降变形研究
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摘要
地基的稳定与变形问题一直是岩土工程界的主要研究课题之一。随着城市轨道交通建设的迅猛发展,地铁隧道在投入运营后,基底变形与稳定问题已成为社会关注的热点研究问题。长沙为红层覆盖区,溶蚀风化砾岩层是红层基岩受风化与溶蚀共同营力作用下形成的岩层。该种地层具有“分布复杂,结构松散,岩层强度低”的特点。本文以长沙地铁线路中穿越红层为背景,依托国家重点基础研究发展计划项目等科研项目,采用室内试验、理论分析及数值计算相结合的方法,系统地针对列车振动荷载作用下地铁隧道基底围岩的动力特性进行研究,以解决隧道溶蚀风化岩的长期沉降变形问题。主要研究内容与成果如下：
(1)综合溶蚀风化砾岩的岩性组成、地质构造环境、场地条件等因素,探讨了溶蚀风化岩的形成机理,并依托工程勘察、室内试验等方法分析了溶蚀风化砾岩对工程的影响。
(2)采用DDS-70动三轴试验仪,开展了多因素下：不同动应力、静偏应力、围压、固结比及荷载频率工况下溶蚀风化岩的室内动力加载试验,总结了溶蚀风化砾岩的轴向动变形发展规律,并比较了不同因素的影响程度。试验结果表明：溶蚀风化岩在循环振动荷载下的轴向累积变形受动应力及静偏应力两类因素影响较为显著,并随着动应力、静偏应力的提高而增大；累积变形受加载频率、围压、固结应力比等因素影响较小；溶蚀风化岩的动弹性模量随应变增大而显著减小。
(3)基于弹塑性理论和边界面理论,建立了溶蚀风化岩的本构方程,推导了相应的本构积分算法及迭代格式,利用有限差分软件完成了边界面模型有限差分计算程序的二次开发,并结合已有的试验结果验证了模型的有效性。
(4)运用有限差分数值计算方法,分别探讨了溶蚀风化岩在不同行车速度、不同管片厚度、基底不同溶蚀层厚度分布下盾构隧道底部的动力响应特征。结果表明：地铁隧道列车振动的显著影响深度约为基底以下4m范围。
(5)依据提出的沉降预测模型研究了盾构隧道基底溶蚀风化岩的长期沉降变形问题。围绕盾构隧底溶蚀风化岩长期累积变形问题进行了计算与研究,分析得出：隧道地基的累积变形随着列车运行速度的增加而增大,盾构隧道管片厚度对隧道的长期累积变形影响较小。隧底溶蚀风化层加固处理后能有效降低基底围岩的动应力峰值20%~30%,并能有效控制基底沉降的累积变形与发展。根据计算结果,建议为保证基底变形稳定,应对基底的溶蚀风化层不小于2m厚度范围内进行预加固处理。
The stability and deformation of foundation has been one of the main research topics of geotechnics. With the rapid development of urban rail transit construction, the substrate deformation and stability has become a hot research topic at present to assure a safe operation of subway system.
Red layer is a widely distributed rock in Changsha. The weathered conglomerate layer is red layer formed by weathering and dissolution combined affection. The characteristic of weathered conglomerate layer is complex, which possesses a loose structure and low formation strength. In this paper, subway tunnels encountered weathered conglomerate layer. The dissertation is granted from the National Natural Science Foundation of China.
Laboratory experiments, theoretical analysis and numerical method are used comprehensively to study the basic dynamic characteristics of the subway tunnel surrounding rock under train vibration loads. The settlement of tunnel base under long-term of railway loads with weathered conglomerate layer are solved, and the main contents and results are as follows:
(1) The characteristics of weathered conglomerate layer:combined with litho logy composition, tectonic environment, and site conditions, and other factors, the engineering properties of weathered conglomerate layer are studied, which provide a basis for the dynamic analysis.
(2)The cycle loading tests of weathered conglomerate layer: using dynamic trail test instrument, a series of tests conceding different dynamic stress, static deviator stress, confining pressure, consolidation ratio and load frequency are carried out to study the law of dynamic deformation of weathered conglomerate, and are compared by the impaction of different factors.
The test results show that:the axial cumulative deformation of weathered conglomerate under cycle vibration loads were significantly affected by the dynamic stress and static deviator stress factors. Under the dynamic stress and static deviator stress, the axial cumulative deformation increased as well. The loading frequency, confining pressure, consolidation stress ratio factors have subtle effect on the cumulative deformation. The dynamic elastic modulus of weathered conglomerate reduced significantly when the strain increased.
(3) Boundary surface constitutive model:based on the elastic-plastic theory and the theory of boundary surface, the constitutive equation of weathered conglomerate rock is established. The constitutive integration algorithm and iterative format were derived. Using the finite difference software, the calculation model were completely developed and the validity of the model are verified by the experimental results.
(4) the long-term settlement deformation of tunnel base with weathered conglomerate rock prediction:With the finite difference numerical computing software, long-term settlement deformation of tunnel base with weathered conglomerate rock were predicted respectively under different driving speeds, different structure thickness, different thickness of distribution. It is concluded that the significant affection depth of subway tunnel under train vibration was about4m below the base.
(5) The long-term subsidence deformation of shield tunnel substrate dissolution weathered rock was analyzed in accordance with the proposed settlement prediction model system. Around this question, it is concluded that:the cumulative deformation of tunnel foundation increases with the increase of train speed. The thickness of shield tunnel segment has less affected on accumulation deformation.
After reinforcement treatment dissolution weathered layer under tunnel bottom, it effectively reduces the amplitude of the dynamic stress of the basement rock. So it effectively controls the subsidence cumulative deformation of basement. The results suggest that the thickness of pre-reinforcement treatment of weathered conglomerate rock should be not less than2m.
(1)综合溶蚀风化砾岩的岩性组成、地质构造环境、场地条件等因素,探讨了溶蚀风化岩的形成机理,并依托工程勘察、室内试验等方法分析了溶蚀风化砾岩对工程的影响。
(2)采用DDS-70动三轴试验仪,开展了多因素下：不同动应力、静偏应力、围压、固结比及荷载频率工况下溶蚀风化岩的室内动力加载试验,总结了溶蚀风化砾岩的轴向动变形发展规律,并比较了不同因素的影响程度。试验结果表明：溶蚀风化岩在循环振动荷载下的轴向累积变形受动应力及静偏应力两类因素影响较为显著,并随着动应力、静偏应力的提高而增大；累积变形受加载频率、围压、固结应力比等因素影响较小；溶蚀风化岩的动弹性模量随应变增大而显著减小。
(3)基于弹塑性理论和边界面理论,建立了溶蚀风化岩的本构方程,推导了相应的本构积分算法及迭代格式,利用有限差分软件完成了边界面模型有限差分计算程序的二次开发,并结合已有的试验结果验证了模型的有效性。
(4)运用有限差分数值计算方法,分别探讨了溶蚀风化岩在不同行车速度、不同管片厚度、基底不同溶蚀层厚度分布下盾构隧道底部的动力响应特征。结果表明：地铁隧道列车振动的显著影响深度约为基底以下4m范围。
(5)依据提出的沉降预测模型研究了盾构隧道基底溶蚀风化岩的长期沉降变形问题。围绕盾构隧底溶蚀风化岩长期累积变形问题进行了计算与研究,分析得出：隧道地基的累积变形随着列车运行速度的增加而增大,盾构隧道管片厚度对隧道的长期累积变形影响较小。隧底溶蚀风化层加固处理后能有效降低基底围岩的动应力峰值20%~30%,并能有效控制基底沉降的累积变形与发展。根据计算结果,建议为保证基底变形稳定,应对基底的溶蚀风化层不小于2m厚度范围内进行预加固处理。
The stability and deformation of foundation has been one of the main research topics of geotechnics. With the rapid development of urban rail transit construction, the substrate deformation and stability has become a hot research topic at present to assure a safe operation of subway system.
Red layer is a widely distributed rock in Changsha. The weathered conglomerate layer is red layer formed by weathering and dissolution combined affection. The characteristic of weathered conglomerate layer is complex, which possesses a loose structure and low formation strength. In this paper, subway tunnels encountered weathered conglomerate layer. The dissertation is granted from the National Natural Science Foundation of China.
Laboratory experiments, theoretical analysis and numerical method are used comprehensively to study the basic dynamic characteristics of the subway tunnel surrounding rock under train vibration loads. The settlement of tunnel base under long-term of railway loads with weathered conglomerate layer are solved, and the main contents and results are as follows:
(1) The characteristics of weathered conglomerate layer:combined with litho logy composition, tectonic environment, and site conditions, and other factors, the engineering properties of weathered conglomerate layer are studied, which provide a basis for the dynamic analysis.
(2)The cycle loading tests of weathered conglomerate layer: using dynamic trail test instrument, a series of tests conceding different dynamic stress, static deviator stress, confining pressure, consolidation ratio and load frequency are carried out to study the law of dynamic deformation of weathered conglomerate, and are compared by the impaction of different factors.
The test results show that:the axial cumulative deformation of weathered conglomerate under cycle vibration loads were significantly affected by the dynamic stress and static deviator stress factors. Under the dynamic stress and static deviator stress, the axial cumulative deformation increased as well. The loading frequency, confining pressure, consolidation stress ratio factors have subtle effect on the cumulative deformation. The dynamic elastic modulus of weathered conglomerate reduced significantly when the strain increased.
(3) Boundary surface constitutive model:based on the elastic-plastic theory and the theory of boundary surface, the constitutive equation of weathered conglomerate rock is established. The constitutive integration algorithm and iterative format were derived. Using the finite difference software, the calculation model were completely developed and the validity of the model are verified by the experimental results.
(4) the long-term settlement deformation of tunnel base with weathered conglomerate rock prediction:With the finite difference numerical computing software, long-term settlement deformation of tunnel base with weathered conglomerate rock were predicted respectively under different driving speeds, different structure thickness, different thickness of distribution. It is concluded that the significant affection depth of subway tunnel under train vibration was about4m below the base.
(5) The long-term subsidence deformation of shield tunnel substrate dissolution weathered rock was analyzed in accordance with the proposed settlement prediction model system. Around this question, it is concluded that:the cumulative deformation of tunnel foundation increases with the increase of train speed. The thickness of shield tunnel segment has less affected on accumulation deformation.
After reinforcement treatment dissolution weathered layer under tunnel bottom, it effectively reduces the amplitude of the dynamic stress of the basement rock. So it effectively controls the subsidence cumulative deformation of basement. The results suggest that the thickness of pre-reinforcement treatment of weathered conglomerate rock should be not less than2m.
引文
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