黄土地区新建地铁隧道下穿时既有地铁线路沉降控制标准

来弘鹏; 赵鑫; 康佐

doi:10.19818/j.cnki.1671-1637.2018.04.007

黄土地区新建地铁隧道下穿时既有地铁线路沉降控制标准

doi: 10.19818/j.cnki.1671-1637.2018.04.007

1.
长安大学公路学院, 陕西西安 710064
2.
西安市地下铁道有限责任公司, 陕西西安 710018

基金项目:

国家自然科学基金项目 51378071

西安市地下铁道有限公司科技项目 D4-YJ-042014049

陕西省科学技术研究发展计划项目 2014KJXX-53

陕西省科技统筹创新工程重点实验室项目 2014SZS19-Z01

详细信息

作者简介:
来弘鹏(1979-), 男, 山西平遥人, 长安大学教授, 工学博士, 从事地下工程研究

通讯作者:
赵鑫(1990-), 男, 内蒙古巴彦淖尔人, 长安大学工学博士研究生

中图分类号: U459.3
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- 被引次数: 0
出版历程
- 收稿日期: 2018-04-20
- 刊出日期: 2018-08-25

Settlement control standard of existing metro line undercrossed by new metro tunnel in loess area

1.
School of Highway, Chang'an University
2.
Xi'an Metro Co., Ltd., Xi'an 710018, Shaanxi, China

Article Text (Baidu Translation)

摘要

摘要: 针对西安地铁5号线近距离下穿地铁2号线的工程实际情况, 分析了既有地铁线路的安全判断准则、正常使用要求和服役状态, 选取弯矩、曲率半径、容许应力、容许切应变与轨道变形作为新建地铁隧道下穿时既有地铁线路沉降标准的控制因素, 构建了既有地铁线路的力学模型, 推导了既有地铁线路允许沉降计算公式, 确定了黄土地区新建地铁隧道下穿时既有地铁线路的沉降控制标准。分析结果表明: 以既有地铁线路的弯矩、曲率半径、容许应力、轨道变形与容许切应变依次作为控制因素时既有地铁线路允许沉降分别为22.40、20.85、48.14、20.23、21.06mm, 其他地区下穿工程经验允许沉降与国内相关规范允许沉降为20mm, 因此, 最不利控制因素即轨道变形的允许沉降接近既有相关允许沉降, 建议黄土地区新建地铁隧道下穿时既有地铁线路沉降控制基准为20mm; 对既有地铁线路沉降控制标准进行了分级管理, 选取沉降控制基准的100%、80%和60%分别作为既有地铁线路的控制值(20mm)、报警值(16mm) 与预警值(12mm), 提出了下穿时既有地铁线路的预警体系; 评价了新建地铁隧道下穿时既有地铁线路沉降的安全级别, 并给出了相应的处置措施, 安全级别为Ⅰ级, 即沉降不大于12mm时, 新建隧道正常施工并做好监测, 安全级别为Ⅱ级, 即沉降为(12, 16]mm时, 加强监测并实时反馈, 安全级别为Ⅲ级, 即沉降为(16, 20]mm时, 停止施工, 并启动应急预案, 安全级别为Ⅳ级, 即沉降大于20mm时, 达到破坏级别, 不允许施工。
- 隧道工程 /
- 地铁下穿 /
- 沉降控制标准 /
- 安全性判断准则 /
- 力学模型 /
- 预警体系 /
- 安全级别
Abstract: Based on the actual condition of metro line 5 undercrossing metro line 2 at close range in Xi'an, China, the safety judgment criteria, normal-use requirement and service status of existing metro line undercrossed by new metro tunnel in the loess area were analyzed, the bending moment, radius of curvature, allowable stress, allowable shear strain and track deformation were taken as the control factors of the settlement of existing metro line, the mechanical model of existing metro line was constructed, the settlement computation formula was deduced, and thesettlement control standard was determined. Analysis result shows the corresponding allowable settlements of the existing metro line are 22.40, 20.85, 48.14, 20.23 and 21.06 mm under the control factors of bending moment, radius of curvature, allowable stress, allowable shear strain and track deformation, respectively, and the empirical allowable settlements of other regional undercrossing projects and the standard allowable settlements of relevant domestic regulations are20 mm. The most unfavorable control factor is the track deformation, and the corresponding allowable settlement is close to the existing relevant allowable settlements, so, it is suggested that the settlement control standard is 20 mm for the existing metro line undercrossed by new metro tunnel in the loess area. The level-to-level administration of settlement control standard of existing metro line is performed, the 100%, 80%and 60%of the settlement control standard are taken as the control value (20 mm), alarm value (16 mm) and warning value (12 mm), respectively, and an early warning system of undercrossed existing metro line is proposed. The safety level of existing metro line undercrossed by new metro line is evaluated, and the corresponding treatment measures are given. When the safety level is ClassⅠand the corresponding settlement is no more than 12 mm, the new metro tunnel should be normally constructed and monitored. When the safety level is Class Ⅱ and the corresponding settlement is (12, 16]mm, strengthening monitoring and real-time feedback should be carried out. When the safety level is Class Ⅲ and the corresponding settlement is (16, 20]mm, the construction should be stopped and the emergency plan should be started. The safety level is Class Ⅳ and the corresponding settlement is more than20 mm, the damage level has reached and the construction is never allowed.
- tunnel engineering /
- subway undercrossing /
- settlement control standard /
- safety judgment criteria /
- mechanical model /
- early warning system /
- security level

HTML全文

图 1 既有隧道结构的力学模型

Figure 1. Mechanical model of existing tunnel structure

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图 2 新建隧道开挖影响范围

Figure 2. Influence zone of new tunnel excavation

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图 3 既有地铁线路沉降与曲率半径的关系

Figure 3. Relationship between settlement and radius of curvature of existing metro line

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图 4 最大沉降计算

Figure 4. Calculation of maximum settlement

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图 5 既有线路剪应变

Figure 5. Shear strain of existing tunnel line

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图 6 不同下穿净距、不同水平距离下的沉降

Figure 6. Settlements under different undercrossing clearances and horizontal distances

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图 7 位置关系

Figure 7. Positional relationship

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图 8 地质概况

Figure 8. Geological overview

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表 1 判断准则

Table 1. Judgment criterions

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表 2 几何参数

Table 2. Geometric parameters m

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表 3 材料属性参数

Table 3. Material properties parameters

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表 4 下穿工程允许沉降

Table 4. Allowable settlements of undercrossing project mm

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表 5 既有隧道沉降控制经验值

Table 5. Settlement control's empirical values of existing tunnels

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表 6 既有隧道沉降控制标准值

Table 6. Settlement control's standard values of existing tunnels

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表 7 预警体系

Table 7. Early warning system

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表 8 安全级别

Table 8. Security levels

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