Research on Dynamic Response Law of Shield Tunnel and Surrounding Soil Based on Vibration Action of Subway Train
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摘要: 为研究小半径曲线段列车荷载作用下隧道周边土体动力响应的影响，以郑州地铁一号线为背景，对孔隙水压力、水位进行现场实测，采用有限元软件MIDAS开展数值分析，研究列车振动荷载下隧道周边土层动力响应变化规律.研究结果表明：列车运营过程中，振动荷载的施加是导致孔隙水压力变化的重要原因；埋深越深孔压越大，随时间增长孔压逐渐减小；距隧道越近土体动力响应对列车振动的反应越敏感，土体中孔隙水压力变化幅度和速率、竖向变形峰值均越大；小半径曲线隧道底部土体的动力响应随列车运行速度的增加而增大；土体产生的超孔隙水压力逐渐消散，可以预测随列车振动对周围土层不会产生变形危害.Abstract: In order to study the influence of the dynamic response of the soil around the tunnel under the train load in the small radius curve section, the pore water pressure and water level were measured in the field, and the numerical analysis was performed using the finite element software MIDAS. The results show that the vibration load is the important reason for the change of pore water pressure during the operation of the tunnel, the deeper the hole pressure gradually decreases; the closer to the tunnel, the more sensitive is the response to the train vibration dynamic response, the change amplitude and rate of pore water pressure and vertical deformation peak of the water in the soil are larger; the dynamic response of the soil at the bottom of the small radius curve tunnel increases with the train speed; the superpore water pressure generated by the soil is gradually dissipated, it can be predicted that the deformation damage to the surrounding soil with the train vibration.
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图 3 人工监测点(a)和自动监测点(b)孔隙水压力变化情况
Fig. 3. Changes of pore water pressure at the manual monitoring points (a) and automatic monitoring points (b)
图 4 人工监测点(a)和自动监测点(b)超孔隙水压力变化情况
Fig. 4. Changes of superpore water pressure at the manual monitoring points (a) and automatic monitoring points (b)
图 8 v=80 km/h时列车振动荷载时程曲线
Fig. 8. Train vibration load time course curve at v = 80 km/h
图 11 分析点单次加载孔压变化情况
Fig. 11. The change of pore pressure in a single loading point analyzed
图 13 不同速度单次加载后隧道基底孔压变化情况
Fig. 13. Changes of pore pressure of tunnel base after single loading at different speeds
图 14 不同速度下单次加载孔压峰值对比
Fig. 14. Comparison of peak pressure of single loading holes at different speeds
图 15 不同速度下单次加载竖直方向(a)和水平方向(b)加速度峰值对比
Fig. 15. Comparison of peak acceleration in the vertical direction (a) and the horizontal direction (b) of single loading at different speeds
图 16 不同速度下单次加载后隧道基底竖向变形和峰值对比
Fig. 16. Comparison of vertical deformation of the tunnel base after single loading at different speeds
表 1 监测点位信息
Table 1. Monitoring site information
监测点
编号监测点距区间隧道
外轮廓平面净距(m)监测点
孔深(m)孔底距隧道
底板间距(m)监测
设备K1 4.8 21.5 0.5 自动 K2 3.6 21.5 0.9 人工 K3⁃1 4.6 20.0 0.6 人工 K3⁃2 4.6 23.0 3.6 自动 K3⁃3 4.6 28.0 8.6 自动 K3⁃4 4.6 38.0 18.6 自动 K4 4.8 19.0 0.8 人工 K5 3.3 18.0 0.8 自动 K6 3.7 21.5 0.5 人工 K7 3.9 21.5 0.9 人工 K8 4.4 20.0 0.5 人工 K9 3.8 19.0 0.6 人工 K10 3.6 18.0 0.6 人工 K11⁃1 4.0 20.0 0.5 人工 K11⁃2 4.0 23.0 3.5 人工 K11⁃3 4.0 28.0 8.5 人工 K11⁃4 4.0 38.0 18.5 人工 
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表 2 物理力学性能指标
Table 2. Physical and mechanical performance indicators
序号 土层名称 层厚(m) 弹性模量(E/MPa) 泊松比(µ) 重度(KN/M3) 摩擦角(°) 黏聚力(kPa) 1 杂填土 2.855 9 0.37 17 18 10 2 粉土 10.095 8.1 0.3 19.6 20 14 3 粉质黏土 4.04 5.2 0.3 19.2 10 19 4 粉砂 2.347 5 12.63 0.3 20.2 24 0 5 中砂 9.51 34.58 0.25 20.8 31 0 6 粉质黏土 4.027 5 11.58 0.25 20 13 22 7 中砂 6.775 33.33 0.25 20.8 30 0 8 粉质黏土 28.65 20.35 0.3 20.1 14 16 9 衬砌 0.3 34.5 0.2 25 / / 10 道床 0.44 30 0.2 25 / /
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