本文關(guān)鍵詞： 減震 跨海隧道 滲流 流-固耦合 地震 穩(wěn)定 安全系數(shù)　出處：《蘭州理工大學(xué)》2014年碩士論文　論文類型：學(xué)位論文

【摘要】：為方便人們出行、促進(jìn)區(qū)域經(jīng)濟(jì)發(fā)展,利用跨海隧道將遠(yuǎn)離陸地的各個(gè)島嶼或陸地連接起來,是世界各國人民長久以來的夢想。隨著現(xiàn)代化的工程地質(zhì)勘察、工程材料技術(shù)和施工技術(shù)的發(fā)展,這些夢想已在多處得到實(shí)現(xiàn)。 相較于其他形式的隧道如陸上隧道,跨海隧道有著更為復(fù)雜的地質(zhì)環(huán)境。海底存在著復(fù)雜的地貌；跨海隧道需要在一定深度海水之下的巖體中開挖,有時(shí)候海水深度會(huì)非常深,其圍巖要承受巨大的水壓力；海底地質(zhì)條件普遍較差,風(fēng)化覆蓋層較厚,圍巖多為飽和中風(fēng)化和微風(fēng)化裂隙巖體,其中存在著較高的孔隙水壓和滲透壓。因此跨海隧道跟陸上隧道相比,更容易出現(xiàn)失穩(wěn)破壞。 隨著經(jīng)濟(jì)的快速發(fā)展和人們工作生活節(jié)奏的加快,跨海隧道必將在未來的交通運(yùn)輸當(dāng)中起到?jīng)Q定性作用。因此,進(jìn)行復(fù)雜地質(zhì)環(huán)境下跨海隧道的地震動(dòng)穩(wěn)定研究,定量估計(jì)跨海隧道的地震動(dòng)安全系數(shù)具有重要的理論和工程實(shí)際意義。 本文以膠州灣跨海隧道為工程背景,在現(xiàn)有關(guān)于陸上隧道地震動(dòng)穩(wěn)定研究以及跨海隧道靜力穩(wěn)定分析的基礎(chǔ)上,利用ADINA軟件分別建立結(jié)構(gòu)模型和流體模型。考慮粘彈性人工邊界以及地震、滲流的影響,通過兩個(gè)模型進(jìn)行流-固耦合動(dòng)力分析,研究海水深度、覆巖厚度和滲透系數(shù)對跨海隧道動(dòng)力穩(wěn)定安全系數(shù)的影響以及跨海隧道塑性區(qū)的變化規(guī)律。同時(shí)研究了有無減震層時(shí)跨海隧道圍巖結(jié)構(gòu)安全系數(shù)的變化情況,從而得到了設(shè)置減震層對跨海隧道安全系數(shù)的影響。研究結(jié)果表明： (1)滲流和雙向地震作用下,跨海隧道的塑性區(qū)最先出現(xiàn)在跨海隧道兩側(cè)拱腳、拱肩周邊部位,拱頂部位沒有出現(xiàn)塑形區(qū),較為安全。 (2)在海水深度一定的情況下,覆巖厚度越大,塑性區(qū)發(fā)展愈明顯,安全系數(shù)越小；在覆巖厚度一定的情況下,海水深度越大,塑性發(fā)展愈明顯,安全系數(shù)越小,但變化幅度不大；滲透系數(shù)對圍巖塑形區(qū)發(fā)展和地震動(dòng)安全系數(shù)的影響不明顯。 (3)設(shè)置減震層可以提高跨海隧道結(jié)構(gòu)在地震作用下的安全系數(shù),能夠起到良好的減震效果。 (4)覆巖厚度越厚,設(shè)置減震層對跨海隧道在地震作用下的安全系數(shù)提高越少；海水深度和滲透系數(shù)的變化對由于設(shè)置減震層而導(dǎo)致的安全系數(shù)提高幅度影響不大。 (5)覆巖厚度的變化較之海水深度和滲透系數(shù)對跨海隧道在地震作用下安全系數(shù)的影響更大。
[Abstract]:In order to facilitate people's travel and promote regional economic development, the use of cross-sea tunnels to connect islands or land far from land has long been the dream of the peoples of the world. With the development of engineering material technology and construction technology, these dreams have been realized in many places. Cross-sea tunnels have a more complex geological environment than other types of tunnels such as onshore tunnels. There are complex landforms on the seabed; cross-sea tunnels need to be excavated in rock masses below a certain depth of seawater. Sometimes the depth of seawater is very deep, and its surrounding rock has to bear huge water pressure. The geological conditions of seabed are generally poor, the weathering overburden is thicker, and the surrounding rock is mostly saturated with weathering and breezy fissured rock mass. There are high pore water pressure and osmotic pressure among them, so cross-sea tunnel is more prone to unstable failure than onshore tunnel. With the rapid development of economy and the rapid pace of people's work and life, cross-sea tunnel will play a decisive role in the future transportation. It is of great theoretical and practical significance to quantitatively estimate the seismic safety factor of cross-sea tunnels. This paper takes Jiaozhou Bay cross-sea tunnel as the engineering background, based on the existing research on the ground motion stability of the onshore tunnel and the static stability analysis of the cross-sea tunnel. The structural model and fluid model are established by using ADINA software. Considering the influence of viscoelastic artificial boundary, earthquake and seepage, the fluid-solid coupling dynamic analysis is carried out through the two models, and the depth of seawater is studied. The influence of overburden thickness and permeability coefficient on the dynamic stability safety factor of cross-sea tunnel and the variation rule of plastic zone of cross-sea tunnel are studied, and the variation of safety factor of surrounding rock structure of cross-sea tunnel with or without seismic absorption layer is studied. The influence of the damping layer on the safety factor of cross-sea tunnel is obtained. The results show that:. 1) under the action of seepage and bi-directional earthquake, the plastic zone of cross-sea tunnel first appears on the two sides of cross-sea tunnel arch foot, arch shoulder peripheral part, arch top part no plastic area, relatively safe. (2) when the depth of seawater is constant, the larger the overlying rock thickness, the more obvious the plastic zone development is, and the smaller the safety coefficient is, and when the overlying rock thickness is constant, the greater the seawater depth is, the more obvious the plastic development is, and the less the safety factor is. The influence of permeability coefficient on the development of surrounding rock molding area and the safety factor of ground motion is not obvious. 3) the safety factor of the cross-sea tunnel structure can be improved by setting the damping layer, and it can play a good damping effect. 4) the thicker the overburden is, the less the safety coefficient of cross-sea tunnel is increased by setting the damping layer, while the variation of sea water depth and permeability coefficient has little effect on the increase of safety coefficient caused by the installation of the damping layer. The variation of overburden thickness has greater influence on the safety factor of cross-sea tunnel under earthquake than the depth of sea water and permeability coefficient.
【學(xué)位授予單位】：蘭州理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U452.28;U459.5

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