Dynamic response characteristics of tunnel-subgrade structure under high-speed rail and aircraft dynamic loads
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摘要: 为研究高铁隧道下穿机场飞行区时飞机与列车耦合动载下的响应特性，以渝昆高铁下穿昆明长水机场为背景，采用ABAQUS建立“隧道-道面-围岩-道基”三维精细化有限元模型，通过ABAQUS表格函数施加CRH380列车交会振动荷载，并采用Fortran编写DLOAD子程序模拟A380-800飞机滑行荷载，基于Newmark-β法求解动力方程，系统对比了飞机滑行、列车振动及两者耦合3种工况下结构与道基的响应特性；通过在道基不同深度与隧道衬砌特征部位布置监测点，获取了动峰值位移、竖向动应力、动加速度及衬砌内力等响应规律。研究结果表明：耦合动荷载作用下隧道拱顶上方道基竖向位移呈“倒锅底形”分布，瞬态峰值达48.33 mm，并随深度呈线性衰减；耦合效应显著扩大动力影响范围，按动应力为自重应力10%的标准，影响深度增至31.53 m，是飞机滑行荷载时的2.93倍；按加速度0.1 m·s-2阈值的隧底围岩影响深度为22.2 m，为列车振动荷载时的1.28倍；道基加速度响应具有空间异质性，上部道基近似线性衰减，影响深度小于24.2 m，隧底围岩则呈指数衰减；衬砌位移主要由列车振动控制，飞机滑行荷载的附加影响可忽略；耦合工况下拱脚动拉应力为530 kPa，远低于材料强度，衬砌全断面最小安全系数达720.62，安全储备充足。研究提出了峰值加速度为0.1 m·s-2与动应力为10%自重应力的双重阈值控制标准，建立的耦合分析方法可为空铁联运枢纽下穿工程的振动安全评估与设计优化提供理论依据。Abstract: To investigate the dynamic response characteristics under coupled dynamic loads of aircraft and trains during the underpassing of a high-speed rail tunnel through an airport airfield, with the Chongqing-Kunming High-Speed Railway underpassing Kunming Changshui Airport as the background, a "tunnel, pavement, surrounding rock, and subgrade" three-dimensional refined finite element model was established using ABAQUS. Vibration loads from CRH380 trains were implemented using Abaqus's tabular function, while aircraft taxi loads of the A380-800 were modelled with a Fortran-based DLOAD user subroutine. The dynamic equations were solved based on the Newmark-β method. Response characteristics of structure and subgrade were systematically compared under three working conditions: aircraft taxiing, train vibration, and their coupling. By arranging monitoring points at different depths of the subgrade and characteristic locations of the tunnel lining, response laws such as peak dynamic displacement, vertical dynamic stress, dynamic acceleration, and lining internal forces were obtained. Research results indicate that under coupled dynamic loads, the vertical displacement of the subgrade above the tunnel crown presents an "inverted trough-shaped" distribution. The transient peak reaches 48.33 mm, and it decays approximately linearly with depth. The coupling effect significantly expands the dynamic influence range. Based on the criterion of dynamic stress being 10% of the self-weight stress, the influence depth increases to 31.53 m, which is 2.93 times that under the aircraft taxiing load. Based on the acceleration threshold of 0.1 m·s-2, the influence depth of the surrounding rock at the tunnel bottom is 22.2 m, which is 1.28 times that under the train vibration load. The acceleration response of the subgrade exhibits spatial heterogeneity; the acceleration in the upper subgrade shows an approximate linear attenuation with an influence depth of less than 24.2 m, whereas that in the surrounding rock at the tunnel bottom exhibits an exponential attenuation. The lining displacement is primarily controlled by the train vibration, and the additional influence of the aircraft taxiing load is negligible. Under coupled conditions, the dynamic tensile stress at the arch foot is 530 kPa, which is far below the material strength. The minimum safety factor of the full lining cross-section reaches 720.62, indicating a sufficient safety reserve. A dual threshold control criterion of a peak acceleration of 0.1 m·s-2 and a dynamic stress of 10% self-weight stress is proposed, and the established coupled analysis method provides a theoretical basis for the vibration safety assessment and design optimization of underpass projects beneath air-rail intermodal hubs.
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图 1 下穿隧道与飞行区滑行道交互
Figure 1. Interaction between underpass tunnel and flight airfield taxiway
图 8 道基与隧道衬砌结构监测点布置
Figure 8. Layout of monitoring points in subgrade and tunnel lining structure
图 9 耦合动荷载下拱顶上方道基位移分布
Figure 9. Displacement distribution in subgrade above tunnel crown under coupled dynamic loads
图 10 耦合动荷载作用下隧底与拱顶上部道基竖向动应力沿深度变化曲线
Figure 10. Variation curves of vertical dynamic stress with depth at tunnel floor and in subgrade above tunnel crown under coupled dynamic loads
图 11 不同动荷载作用下道基中竖向动应力对比
Figure 11. Comparison of vertical dynamic stress in subgrade under different dynamic loads
图 12 耦合动荷载下道基中竖向加速度响应曲线
Figure 12. Vertical acceleration response curves in subgrade under coupled dynamic loads
图 13 不同动荷载作用下道基中竖向加速度衰减曲线对比
Figure 13. Comparison of vertical acceleration attenuation curves in subgrade under different dynamic loads
图 14 耦合动荷载下衬砌竖向位移
Figure 14. Vertical displacement of lining under coupled dynamic loads
图 15 不同动荷载下衬砌结构中关键点竖向位移时程曲线对比
Figure 15. Comparison of vertical displacement time-history curves at key points of lining structure under different dynamic loads
图 16 动荷载下衬砌结构第一主应力及分布
Figure 16. First principal stress and distribution of lining structure under dynamic loads
图 17 耦合动荷载与围岩压力作用下衬砌截面径向应变
Figure 17. Radial strain of lining cross-section under coupled dynamic loads and surrounding rock pressure
图 18 耦合动荷载与围岩压力作用下衬砌截面内力分布
Figure 18. Internal force distributions of lining cross-section under coupled dynamic loads and surrounding rock pressure
表 1 地层与结构材料物理力学参数
Table 1. Physical and mechanical parameters of strata and structural materials
结构层 弹性模量/MPa 泊松比 密度/（kg·m-3） α/s-1 β/s 黏聚力/kPa 内摩擦角/（°） 厚度/m 水泥混凝土面层 36 000 0.15 2 450 0.1 0.001 0 0.38 贫混凝土基层 15 000 0.20 2 100 0.1 0.002 0 0.40 人工压实素填土 18 0.35 1 950 1.0 0.001 0 45 16.0 16.60 膨胀性黏土 10 0.32 1 850 1.0 0.001 0 34 14.5 4.45 灰岩夹白云岩 14 450 0.28 2 150 1.0 0.002 0 42 18.0 3.95 白云岩 18 740 0.28 2 200 1.0 0.002 0 50 25.0 衬砌结构 30 000 0.18 2 450 0.1 0.001 0 0.70 仰拱 30 000 0.18 2 450 0.1 0.001 0 2.24 道面板 32 500 0.18 2 450 0.1 0.001 0 0.35 钢轨 210 000 0.20 7 850 0.1 0.000 5 0.18 
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表 2 A380-800飞机滑行荷载计算参数
Table 2. Calculation parameters of A380-800 aircraft taxiing load
飞机机型 A380-800 轮载/kN 272.57 机轮滑行荷载计算公式 P（t）=272.57+38.43sin（17.3t） 机轮滑行荷载压强计算公式 p=1 473.35+207.7sin（17.3t）
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表 3 隧道衬砌截面内力与安全系数
Table 3. Internal forces and safety factors of tunnel lining cross-section
截面位置/（°） 轴力/kN 弯矩/（kN·m） 安全系数 0 -17.44 -0.46 845.91 15 -17.77 0.11 829.97 30 -16.18 -0.29 911.63 45 -20.47 0.49 720.62 60 -11.77 -0.52 1 253.37 75 -11.32 -0.62 1 302.88 90 -5.14 -0.37 2 867.35 105 10.07 -0.81 1 464.13 120 0.47 0.24 31 128.92 135 -1.65 0.20 8 966.05 150 -3.02 0.17 4 887.97 165 -6.84 -0.12 2 156.40 180 -17.03 0.44 866.26 195 -8.34 0.07 1 768.78 210 -4.67 0.31 3 156.44 225 -5.84 0.57 2 526.89 240 -2.17 -1.22 6 802.41 255 -4.37 -0.17 3 373.32 270 -11.52 0.19 1 280.21 285 -12.40 -0.07 1 189.56 300 -8.06 -0.36 1 829.33 315 -15.10 0.82 976.61 330 -16.72 0.53 882.32 345 -16.51 0.06 893.29
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