地铁隧道开挖引起的地表沉降及地铁运行引起的环境振动研究
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摘要
国内外越来越多的大中型城市已经建成或正在建设城市地铁,人们越来越关注地铁隧道开挖所造成的地表沉降和地铁列车运行所引起的环境振动。本文运用有限元软件ANSYS并结合深圳地铁2号线沙-世区间,分别从不同断面开挖半径、不同开挖进尺、不同隧道埋深、不同开挖方法、有无超前支护等方面去研究了地表沉降规律。结果显示：开挖半径越大,开挖循环进尺越长,地表沉降越大；地表沉降与隧道埋深成反比,隧道埋深越深,地表沉降越小,隧道埋深越浅,地表沉降越大；弧形台阶法控制地表沉降最佳,上下台阶次之,全断面开挖引起的地表沉降是这三种开挖方法里最大的；施作超前支护能较好的控制地表沉降。以上计算结果为地铁隧道开挖方案优化提供了依据。分别选择深圳地铁2号线沙-世区间Ⅳ级、Ⅴ级、Ⅵ级典型断面作为研究的目标断面,通过对比数值计算以及现场实测所得的地表沉降值看出,两者变化趋势总体一致,说明数值计算结果是可信的。但是数值计算值相比现场实测值偏小,通过数值计算指导施工时应该考虑乘以一定的安全系数,以使计算值更加符合现场实测值。隧道埋深、地铁列车运行速度、荷载频率、隧道衬砌弹性模量等因素对地面振动有极大的影响。隧道埋深越深,地面振动越弱；速度越快,地面振动越强；计算表明,低频对地面的振动影响更为持久,高频衰减较快；在满足结构安全受力的前提下,减小衬砌混凝土弹性模量,可以减小地面振动。
As more and more cities begin to build subway, there is growing concern about surface subsidence caused by subway tunnel excavation and environmental vibration caused by subway train operation. This paper uses the finite element software ANSYS to analyze the factors influencing on the surface settlement in Sha-Shi section construction of Shenzhen Metro Line 2. These factors are, respectively, the excavation radii of different sections, different excavation footages, different tunnel depthes, and excavation methods with or without the advance support. The obtained results show that:the larger the excavation radius, the longer the excavation footage cycle and the greater the surface settlement; the urface subsidence is inversely proportional to tunnel depth, namely the surface subsidence is smaller if the tunnel depth is deeper. The Arc Shape Step Method for tunnel excavation is the best way to control the subsidence, while, successively for The Up and Down Step Method and for The Full Face Excavation Method. The onstruction method with the advance support is also a better way to control the surface subsidence. The conclusions above are available for optimization of the subway tunnel excavation. The typical sections of gradesⅣ,ⅤandⅥof in Sha-Shi section are selected in the analysis. By comparing the ground surface settlement obtained by numerical calculation with the field measurement, it can be seen that their overall trend are very close, which indicate that the numerical results are credible. But the numerical values are smaller than the measured values, so some safety factors should be used to multiply the critical numerical value to guide the tunnel construction for safety. Tunnel depth, subway train speed, loading frequency, tunnel lining elastic modulus and other factors have great impact on the ground vibration. The deeper the depth is, the weaker the ground vibration is; the faster the speed is, the stronger the ground vibration will be. The calculation shows that the low frequency loading effect on the ground-bourn vibration is more durable and the high-frequency vibration attenuates faster. Under the premise of satisfied structural safety, reducing the elastic modulus of the concrete lining decreases the ground vibration caused by subway train operation.
As more and more cities begin to build subway, there is growing concern about surface subsidence caused by subway tunnel excavation and environmental vibration caused by subway train operation. This paper uses the finite element software ANSYS to analyze the factors influencing on the surface settlement in Sha-Shi section construction of Shenzhen Metro Line 2. These factors are, respectively, the excavation radii of different sections, different excavation footages, different tunnel depthes, and excavation methods with or without the advance support. The obtained results show that:the larger the excavation radius, the longer the excavation footage cycle and the greater the surface settlement; the urface subsidence is inversely proportional to tunnel depth, namely the surface subsidence is smaller if the tunnel depth is deeper. The Arc Shape Step Method for tunnel excavation is the best way to control the subsidence, while, successively for The Up and Down Step Method and for The Full Face Excavation Method. The onstruction method with the advance support is also a better way to control the surface subsidence. The conclusions above are available for optimization of the subway tunnel excavation. The typical sections of gradesⅣ,ⅤandⅥof in Sha-Shi section are selected in the analysis. By comparing the ground surface settlement obtained by numerical calculation with the field measurement, it can be seen that their overall trend are very close, which indicate that the numerical results are credible. But the numerical values are smaller than the measured values, so some safety factors should be used to multiply the critical numerical value to guide the tunnel construction for safety. Tunnel depth, subway train speed, loading frequency, tunnel lining elastic modulus and other factors have great impact on the ground vibration. The deeper the depth is, the weaker the ground vibration is; the faster the speed is, the stronger the ground vibration will be. The calculation shows that the low frequency loading effect on the ground-bourn vibration is more durable and the high-frequency vibration attenuates faster. Under the premise of satisfied structural safety, reducing the elastic modulus of the concrete lining decreases the ground vibration caused by subway train operation.
引文
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[3]钟茂华,王金安,史聪灵,符泰然.地铁施工围岩稳定性数值分析[M].科学出版社,2006.
[4]Martos F. Concerning an approximate equation of subsidence trough and its time factors. Proc.of the International Strata Control Congress, Leipzig,1958.
[5]Peck R. B.Deep excavation and tunneling in soft ground, State of the Art Report.Proc.7th Int. Conf. on soil Mechanics and Foundation Engineering, Mexico City,1969.225-290.
[6]Attewell P.B., Yeates J. and Selby A.R..soil movements induced by tunneling and the effects on pipelines and structures, Blackie and Son, London,1986.
[7]M.P.O'Reilly, B. M. New.Settlements above tunnels in the UK—their magnitude andPrediction[J], Tunneling'82,1982.173-181.
[8]Barry M. New, M.P.O'Reilly.Tunneling induced ground movements:Predicting the Magnitude and effects, in:James D Geddes eds., Proc.4th International Conference on Ground Movements and Structures, Pentech Press, London,1992.671-697.
[9]T.Nornoto,H.Mori,M.Matsumoto,Overview of ground movement during shield tunnlling:A survey on Japanese shield tunnelling,in:Fujita&Kusakabe eds.,Proc.Underground Construction in Soft Ground,Balkema,Rotterdam,1995.345-351.
[10]高波.浅埋暗挖隧道地表沉陷计算方法[J].西南交通大学学报,1992,87(5)：57-63.
[11 ]周文波.盾构法施工对周围环境影响和防治的专家系统[J].地下工程与隧道学报,1993(4)：120-127.
[12]刘建航,侯学渊.盾构隧道[M].北京：中国铁道出版社,1991.
[13]Shinichiro Imamura, Toshiyuki Hagiwara, Kenji Mito, et al. Settlement through above a Model shield observed in a centrifuge[A].Centrifuge98[C].Tokyo,1998.713-719.
[14]T Kimura, R. J. Mair.centrifugal testing of model tunnels in soft clay[A], Proc.oflOth Int. Conf. soil Mechanics &Foundation Engineering[C], Stockholm, Balkema,1981.
[15]Wu B R, Chiou S Y, Lee C J, et al. soil movements around Parallel tunnels in soft ground[A].Centrifuge98[C], Tokyo,1988.739-744.
[16]周顺华.城市地铁车站和开挖环境模拟[D].成都：西南交通大学,1996.71-86.
[17]Litwiniszyn J.Fundamental Principles of the mechanics of stochastic medium, Proc. Of 3th Conf. Theo. Appl. Mech., Bongalore, India,1957.
[18]Liu Baochen.Ground surface movements due to underground excavation in the P.R.China, in Hudson ed., Comprehensive Rock Engineering[M], chaP.29, Volume4, New York:Pergamon Press, 1993.781-817.
[19]刘宝琛,廖国华.煤矿地表移动的基本规律[M].北京：中国工业出版社,1965.
[20]阳军生,刘宝琛.城市隧道引起的地表移动及变形[M].北京：中国铁道出版社,2002.
[21]Soliman E Dud deck H, Ahrens H.2and 3-D analysis of closely spaced double tunnel[J].Tunneling and underground space technology, 1993,8(1):13-18.
[22]Renato E.B.& Kael R. Tunnel design and construction in extremely difficult ground conditions [J] Tunnel,1998.23-31.
[23]N. Loganathan, H.G.Poulos.Analytical Prediction for tunnel induced ground movements In clays [J] .J.of Geotechnical and Geoenviro-nmental Engineering,1998,124(9):846-856.
[24]Mair R J. Ground movement around shallow tunnels in soft clay. Tunnels and Tunneling, 1982.33-38.
[25]陈先国,高波.地铁近距离平行隧道有限儿数值模拟[J].岩石力学与工程学报,2002,21(9)：1330-1334.
[26]王暖堂.城市地铁复杂洞群浅埋暗挖法的有限元模拟[J].岩土力学,2001,22(4)：504-508.
[27]刘洪洲.交叠隧道盾构施工引起地面沉降的三维有限元分析[J].岩土工程师,2002,14(1)：1-7.
[28]高峰,李德武.家竹等隧道弹粘塑性有限元分析[J].甘肃科学学报,1998,10(2)：36-39.
[29]仇文革,张志强.深圳地铁重叠隧道近接施工影响的数值模拟分析[J].铁道标准设计,2000,20(6)：41-42.
[30]孙钧.岩土材料流变及其工程应用[M].北京：中国建筑工业出版社,1999.
[31]孙钧.地下工程设计理论与实践[M].上海：上海科学技术出版社,1996.
[32]关宝树.隧道力学概论[M].成都：西南交通大学出版社,1993.
[33]重庆交通科研设计院.中华人民共和国行业标准《公路隧道设计规范》.北京：人民交通出版社,2004.
[34]李德武.隧道[M].北京：中国铁道出版社,2004.
[35]李围等编著.隧道及地下工程ANSYS实例分析[M].北京：中国水利水电出版社,2007.
[36]赖永标,胡仁喜,黄书珍.土木工程有限元分析典型范例[M].北京：电子工业出版社,2007.
[37]《深圳地铁2号线工程施工设计图》.成都：中铁二院工程集团有限责任公司,2007.
[38]《沙河东路站-世界之窗站区间A-D型隧道复合式衬砌断面设计图》.成都：中铁二院工程集团有限责任公司,2007.
[39]《沙河东路站-世界之窗站区间隧道左右线地质纵断面设计图》.成都：中铁二院工程集团有限责任公司,2007.
[40]曾艳华,王英学,王明年.地下工程ANSYS有限元分析[M].成都：西南交通大学出版社,2008.
[41]朱永全,宋玉香.隧道工程[M].北京：中国铁道出版社,2005.
[42]冯青松,雷晓燕,伍明辉.地铁运行列车引起建筑物低频振动的数值分析[J].铁道科学与工程学报,2007,4(5)：68-72.
[43]刘建达,苏晓梅,陈国新,陈斌.地铁运行引起的地面振动分析[J].自然灾害学报,2007,16(5)：148-154.
[44]陶连金,李晓霖,陆熙,张丁盛.地铁诱发地面运动的衰减规律的研究分析[J].世界地震工程,2003,19(1)：83-87.
[45]刘维宁,夏禾,郭文军.地铁列车振动的环境影响[J].岩石力学与工程学报,1996,15(10)586-593.
[46]Jones C J C,Thompson D J and Petyt, M. Electrodynamics analysis using the combined boundary and finite element methods[J].ISVR Technical Memorandum 844,1999.
[47]Andersen L and Jones C J C.Three-dimensional analysis using multiple boundary element domains[J]. ISVR Technical Memorandum 867,2002.
[48]Andersen L, Jones C J C. Coupled led boundary and finite element analysis of vibration from railway tunnels-a comparison of two and three dimensional models [J]. Journal of Sound and Vibration,2006, 293 (3):575-586.
[49]雷晓燕,圣小珍.现代轨道理论研究[M].北京：中国铁道出版社,2008.
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