高速鐵路橋隧搭接結構地震動力響應試驗研究
發(fā)布時間：2018-07-26 18:03
【摘要】：近年來,隨著中國經濟的騰飛,我國西部地區(qū)高速鐵路建設得到了迅猛發(fā)展。由于西部地區(qū)地形條件復雜,因而,在山嶺地區(qū)的高速鐵路建設中,常采用橋梁與隧道相互搭接的連接形式。由于我國西部地區(qū)多為地震災害頻發(fā)地段,建在軟弱圍巖中的橋隧搭接結構極易遭受嚴重破壞。橋隧搭接結構在強烈地震作用下,極易受到嚴重的損傷或破壞,并將造成人員傷亡和巨大的經濟損失。因此,開展對橋隧搭接段的地震動力響應及抗震減災措施的研究,具有重要的理論意義和廣闊的工程應用前景。本文依托國家自然科學基金項目“基于損傷累積效應的橋隧搭接結構地震動力響應研究”(編號:51408617),以滬-昆高速鐵路中某分離式洞口橋隧搭接工程為研究背景,對高速鐵路分離式橋隧搭接結構開展了相關的試驗和理論研究。通過大型振動臺試驗和相應的理論分析,系統(tǒng)地探索了分離式洞口橋隧搭接段的地震動力響應規(guī)律。在此基礎上,揭示了分離式洞口橋隧搭接段的地震破壞機理。本文的主要研究工作內容和取得的研究進展及創(chuàng)新結論如下。一、本文的主要研究工作內容1)基于相似理論,確定了主要物理量的相似常數(shù),并依據(jù)試驗要求與研究目標,設計并制作完成了相似比為1:30的高速鐵路分離式橋隧搭接結構模型;通過配比試驗,確定了模型的混凝土相似材料參數(shù);針對振動臺試驗中模型箱體邊界的反射問題,采取了有效的隔離消能措施,減少或消除邊界反射效應對試驗結果的影響。2)根據(jù)振動臺對地震波輸入的適應性和可靠性,分別選取了 EI Centro波、汶川波及Kobe波等作為試驗的輸入地震波,并對未滿足振動臺適應性要求的輸入波進行了濾波處理。在綜合考慮地震波的類型、激振強度、加載方向及順序等多因素影響的基礎上,提出了合理的地震波加載方案。通過加載試驗,分別測定了在不同的工況條件下,分離式橋隧搭接段各部位的加速度、動位移和動應變等。3)通過對大型振動臺模型試驗結果分析,探索了高速鐵路分離式橋隧搭接段在各種工況條件下的加速度、動位移和動應變的地震動力響應規(guī)律;研究了分離式橋隧搭接段在地震作用下隧道與橋臺之間的相互影響規(guī)律;探討并分析了分離式橋隧搭接的地震破壞機理及其抗震設防措施。二、本文所取得的主要研究進展及創(chuàng)新結論通過試驗和理論研究,本文探明了在不同加載方向的地震波、不同激振強度的地震波和不同類型的地震波作用下,對橋隧搭接結構的加速度、動位移和動應變的影響規(guī)律;揭示了分離式橋隧搭接結構的地震破壞機理;提出了分離式橋隧搭接結構的抗震設防措施。1)不同加載方向的地震波對加速度、動位移和動應變的影響規(guī)律①在不同方向的地震波作用下,縱向地震波對橋隧搭接段的影響最大,豎向地震波對其影響最小�？v向或者橫向地震波的參與對豎向地震波作用效果的影響較大,但豎向地震波對縱向或者橫向水平地震波的作用效果的影響均較小。橋隧搭接段在地震荷載下的加速度動力響應,主要由水平方向的縱向波和橫向波起主導作用。②在不同方向地震波作用下,橋隧搭接段中出現(xiàn)最大縱向動位移的位置不同。在縱向地震波作用下,橋端位置處的縱向動位移值最大;在橫向和豎向地震波作用下,擴大段襯砌拱頂位置處的縱向動位移值最大。③在X向、XY雙向和XZ雙向加載條件下,擴大段近洞口襯砌上各測點動應變峰值,從拱腳到拱頂隨高程呈現(xiàn)出先增大后減小的趨勢。擴大段遠洞口襯砌上各測點動應變峰值,從拱腳到拱頂隨高程增大而增大。④在有沿隧道軸向的地震波作用下,擴大段近洞口截面襯砌的動應變比擴大段遠洞口截面襯砌的動應變大。因此,對擴大段近洞口處襯砌的抗震設防需要更加引起重視。2)不同激振強度的地震波對加速度、動位移和動應變的影響規(guī)律①橋隧搭接段各關鍵測點的橫向和縱向加速度峰值隨地震波激振強度的增大而增大,其加速度放大系數(shù)也均隨地震波激振強度的增大而增大。橋隧搭接段各關鍵測點豎向加速度峰值隨地震波激振強度的增大而增大,但加速度放大系數(shù)隨地震波激振強度的增大而呈現(xiàn)出先增大后減小的趨勢。②不同激振強度作用下,擴大段襯砌各測點動位移隨激振強度的增大而增大。其中,橋端的動位移最大。橋臺頂和標準段仰拱的豎向動位移隨激振強度增大而增大。其中,在橋臺頂?shù)膭游灰频脑龇�。標準段頂部土體和擴大段仰坡土體的豎向動位移也隨激振強度增大而增大。在Amax小于0.4g時,標準段頂部土體動位移比擴大段仰坡土體動位移大,但二者的增大速率相近。在Amax大于0.4g時,擴大段仰坡土體位移大幅增大,動位移值超過標準段頂部土體的動位移值。③橋隧搭接段擴大段的1-1截面和1-2截面襯砌各測點的動應變的正、負峰值隨激振強度的增大而增大。在1-1截面(近洞口段)的襯砌中,拱肩位置處的動應變增長速率最大。在1-2截面(遠洞口段)的襯砌中,拱腰位置處的動應變增長速率最大。這一規(guī)律說明,在擴大段中,近洞口段襯砌和遠洞口段襯砌對地震強度的敏感部位是不一樣的。3)不同類型的地震波對加速度、動位移和動應變的影響規(guī)律①橋隧搭接段在不同地震波作用下,各測點的加速度峰值及加速度放大系數(shù)變化趨勢相近。橫向加速度最大峰值均出現(xiàn)在橋臺頂部位置,橫向加速度最小峰值出現(xiàn)在橋梁跨中位置;豎向最大加速度峰值及其最大放大系數(shù)均出現(xiàn)在橋梁跨中位置。地震波類型對橋隧搭接段各位置的加速度峰值和加速度放大效應影響不大。②在EI Centro波、San Fernando波和汶川波三種地震波中,EI Centro波對橋隧搭接段的Y向和Z向的動位移影響最大。而在EI Centro波、Kobe波和Taft波中,Taft波對橋隧搭接段的Y向和Z向的動位移影響最大。③在EI Centro波(EI)、San Fernando(SF)波和汶川波(WC)等三種不同類型的地震波作用下,在擴大段襯砌近洞口斷面和遠洞口斷面兩個截面中,各測點的動應變發(fā)展趨勢基本一致。即兩個截面的動應變均隨高程的增大而先增大后減小,在拱腰處的正、負動應變峰值最大。這一規(guī)律說明,地震波類型對橋隧搭接段的動應變影響較小。綜上所述,本文探索了高速鐵路分離式橋隧搭接段在各種工況條件下的加速度、動位移和動應變的地震動力響應規(guī)律;研究了分離式橋隧搭接段在地震作用下隧道與橋臺之間的相互影響規(guī)律;并最終揭示了高速鐵路分離式橋隧搭接結構在不同地震作用下的動力響應機理。研究結果不但對探索橋隧搭接結構的地震響應規(guī)律具有重要的理論意義,也對橋隧搭接段的設計和施工,特別是對抗震設防具有重要的指導意義。
[Abstract]:In recent years, with the rapid development of China's economy, the construction of high speed railway in Western China has been developed rapidly. Because of the complex terrain conditions in the western region, the connecting form of bridges and tunnels is often used in the construction of high speed railway in the mountain area. Because most of the western region of China is frequent in earthquake disaster, it is built in weakness. The bridge and tunnel connecting structure in the surrounding rock is extremely vulnerable to serious damage. The bridge and tunnel joint structure is extremely vulnerable to severe damage or damage under the action of strong earthquake, and will cause casualties and huge economic losses. Therefore, it is of great theoretical significance to study the seismic dynamic response and earthquake disaster mitigation measures of the bridge and tunnel junction section. Based on the National Natural Science Foundation Project "study on seismic dynamic response of bridge and tunnel construction based on damage accumulation effect" (numbered: 51408617), this paper takes a separate bridge and tunnel connecting project in Shanghai Kun high speed railway as the research background, and carries out a correlation on the separation type bridge and tunnel structure of high speed railway. On the basis of the large-scale shaking table test and the corresponding theoretical analysis, the seismic dynamic response law of the bridge and tunnel section of the separation type tunnel is systematically explored. On this basis, the seismic failure mechanism of the separation section of the bridge and tunnel is revealed. The main research work and the progress of the research and the innovation of this paper are made in this paper. First, the main research work of this paper 1) based on the similarity theory, the similarity constants of the main physical quantities are determined, and according to the test requirements and research objectives, a high-speed railway separation bridge and tunnel joint structure model with similar ratio of 1:30 is designed and made, and the similar material parameters of the model concrete are determined by the ratio test. In view of the reflection of the boundary of the model box in the shaking table test, the effective isolation measures are taken to reduce or eliminate the influence of the boundary reflection effect on the test results.2). According to the adaptability and reliability of the seismic wave input, the EI Centro wave, the Wenchuan wave and the Kobe wave are selected as the input seismic waves, respectively. The input wave which is not satisfied with the adaptability of the shaking table is filtered. On the basis of many factors such as seismic wave type, excitation intensity, loading direction and order and so on, a reasonable seismic wave loading scheme is proposed. By loading test, the separate bridge and tunnel lap section under different working conditions is respectively measured. The acceleration, dynamic displacement and dynamic strain of.3), through the analysis of the large shaking table model test results, explore the acceleration, dynamic displacement and dynamic response of the separate bridge and tunnel section of high speed railway under various working conditions, and study the separation type bridge and tunnel section between the tunnel and the abutment under the earthquake action. The mechanism of seismic failure and its seismic fortification measures are discussed and analyzed. Two, the main research progress and innovation conclusions obtained in this paper are through experimental and theoretical research. The seismic waves in different loading directions, seismic waves with different excitation intensity and different types of seismic waves are explored in this paper. The effect of acceleration, dynamic displacement and dynamic strain on the overlapping structure of bridge and tunnel, the seismic failure mechanism of the separate bridge and tunnel structure is revealed. The influence of seismic wave on the acceleration, dynamic displacement and dynamic strain in different direction of loading direction of the separate bridge and tunnel structure.1) Under the action of seismic wave, the longitudinal seismic wave has the greatest influence on the bridge and tunnel lap section, and the vertical seismic wave has the smallest influence on it. The vertical or lateral seismic waves have great influence on the effect of vertical seismic wave, but the effect of vertical seismic wave on the effect of vertical or horizontal horizontal seismic waves is smaller. Under the action of seismic waves in different directions, the maximum longitudinal displacement in the bridge and tunnel section is different. Under the action of longitudinal seismic waves, the longitudinal displacement of the bridge end is maximum, and under the action of lateral and vertical seismic waves, it expands. Under the condition of X direction, XY bi-directional and XZ bi-directional loading, the peak value of dynamic strain of each measuring point on the lining of the tunnel is extended from the arch foot to the vault with the elevation. The peak of the dynamic strain of each point on the lining of the far hole is expanded from the arch foot to the vault with Gao Chengzeng. Under the action of the seismic wave along the axial direction of the tunnel, the dynamic strain of the section lining of the near hole section of the extended section is larger. Therefore, the seismic fortification of the lining at the near hole in the extended section needs to pay more attention to the.2) the seismic waves of different excitation intensity to the acceleration, the dynamic displacement and the dynamic strain. The lateral and longitudinal acceleration peaks of the key points of the bridge and tunnel section increase, and the acceleration amplification coefficient increases with the increase of the intensity of the seismic wave excitation. The peak acceleration of the key points of the bridge and tunnel section increases with the increase of the intensity of the seismic wave excitation, but the acceleration is increased. The amplification factor increases first and then decreases with the increase of the intensity of the seismic wave excitation. Under the action of different exciting strength, the dynamic displacement of the measured points of the expanded section increases with the increase of the exciting strength. The increase of dynamic displacement at the top of the abutment is greater. The vertical dynamic displacement of the soil at the top of the standard section and the elevation slope also increases with the increase of the excitation strength. The dynamic displacement of the soil at the top of the standard section is larger than that of the enlarged section on the elevation slope when Amax is less than 0.4g, but the increase rate of the two is similar. When the Amax is greater than 0.4g, the elevation of the slope soil body is enlarged. The displacement value increases greatly and the dynamic displacement value exceeds the dynamic displacement of the soil at the top of the standard section. 3. The positive strain of the 1-1 section and the 1-2 section lining of the bridge and tunnel segment expansion section increases with the increase of the exciting strength. In the lining of the 1-1 section (near hole section), the growth rate of the dynamic strain at the position of the arch shoulder is the largest. In the 1-2 cross section. In the lining of the long hole, the growth rate of the dynamic strain at the position of the arch waist is the largest. This rule shows that in the expansion section, the sensitive parts of the lining and the far hole lining for the seismic intensity are different.3) in the expansion section, the influence of different types of seismic waves on the acceleration, the dynamic displacement and the dynamic strain of the bridge is different. Under the action of seismic wave, the peak acceleration and acceleration magnification coefficient of each measuring point have a similar trend. The maximum peak value of the lateral acceleration appears at the top of the abutment. The minimum peak value of the lateral acceleration appears in the middle span of the bridge. The maximum vertical peak acceleration and the maximum number of magnification systems all appear in the middle span of the bridge span. In the three seismic waves of EI Centro wave, San Fernando wave and Wenchuan wave, EI Centro wave has the greatest influence on the dynamic displacement of Y direction and Z direction in the lap section of bridge and tunnel, while in EI Centro wave, Kobe wave and Taft wave. Under the action of three different types of seismic waves, such as EI Centro wave (EI), San Fernando (SF) wave and Wenchuan wave (WC), the dynamic strain development trend of each test point is basically the same in the two sections of the near hole section and the far hole section. That is, the dynamic strain of the two sections increases first and then decreases with the elevation. The maximum negative dynamic strain peak at the arch waist is the largest. This rule shows that the type of seismic wave has little influence on the dynamic strain of the bridge and tunnel section. In summary, the acceleration, dynamic displacement and dynamic response of the separate bridge and tunnel section of high speed railway are explored in this paper, and the separation type bridge and tunnel are studied. The interaction law of the overlapping section between the tunnel and the abutment under the earthquake action, and finally reveals the dynamic response mechanism of the separation type bridge and tunnel structure under the action of different earthquakes. The results of the study not only have important theoretical significance for exploring the seismic response law of the bridge and tunnel structure, but also the design of the bridge and tunnel lap section. And construction, especially for seismic fortification.
【學位授予單位】：中南林業(yè)科技大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：U442.55;U211.9;U452.28
[Abstract]:In recent years, with the rapid development of China's economy, the construction of high speed railway in Western China has been developed rapidly. Because of the complex terrain conditions in the western region, the connecting form of bridges and tunnels is often used in the construction of high speed railway in the mountain area. Because most of the western region of China is frequent in earthquake disaster, it is built in weakness. The bridge and tunnel connecting structure in the surrounding rock is extremely vulnerable to serious damage. The bridge and tunnel joint structure is extremely vulnerable to severe damage or damage under the action of strong earthquake, and will cause casualties and huge economic losses. Therefore, it is of great theoretical significance to study the seismic dynamic response and earthquake disaster mitigation measures of the bridge and tunnel junction section. Based on the National Natural Science Foundation Project "study on seismic dynamic response of bridge and tunnel construction based on damage accumulation effect" (numbered: 51408617), this paper takes a separate bridge and tunnel connecting project in Shanghai Kun high speed railway as the research background, and carries out a correlation on the separation type bridge and tunnel structure of high speed railway. On the basis of the large-scale shaking table test and the corresponding theoretical analysis, the seismic dynamic response law of the bridge and tunnel section of the separation type tunnel is systematically explored. On this basis, the seismic failure mechanism of the separation section of the bridge and tunnel is revealed. The main research work and the progress of the research and the innovation of this paper are made in this paper. First, the main research work of this paper 1) based on the similarity theory, the similarity constants of the main physical quantities are determined, and according to the test requirements and research objectives, a high-speed railway separation bridge and tunnel joint structure model with similar ratio of 1:30 is designed and made, and the similar material parameters of the model concrete are determined by the ratio test. In view of the reflection of the boundary of the model box in the shaking table test, the effective isolation measures are taken to reduce or eliminate the influence of the boundary reflection effect on the test results.2). According to the adaptability and reliability of the seismic wave input, the EI Centro wave, the Wenchuan wave and the Kobe wave are selected as the input seismic waves, respectively. The input wave which is not satisfied with the adaptability of the shaking table is filtered. On the basis of many factors such as seismic wave type, excitation intensity, loading direction and order and so on, a reasonable seismic wave loading scheme is proposed. By loading test, the separate bridge and tunnel lap section under different working conditions is respectively measured. The acceleration, dynamic displacement and dynamic strain of.3), through the analysis of the large shaking table model test results, explore the acceleration, dynamic displacement and dynamic response of the separate bridge and tunnel section of high speed railway under various working conditions, and study the separation type bridge and tunnel section between the tunnel and the abutment under the earthquake action. The mechanism of seismic failure and its seismic fortification measures are discussed and analyzed. Two, the main research progress and innovation conclusions obtained in this paper are through experimental and theoretical research. The seismic waves in different loading directions, seismic waves with different excitation intensity and different types of seismic waves are explored in this paper. The effect of acceleration, dynamic displacement and dynamic strain on the overlapping structure of bridge and tunnel, the seismic failure mechanism of the separate bridge and tunnel structure is revealed. The influence of seismic wave on the acceleration, dynamic displacement and dynamic strain in different direction of loading direction of the separate bridge and tunnel structure.1) Under the action of seismic wave, the longitudinal seismic wave has the greatest influence on the bridge and tunnel lap section, and the vertical seismic wave has the smallest influence on it. The vertical or lateral seismic waves have great influence on the effect of vertical seismic wave, but the effect of vertical seismic wave on the effect of vertical or horizontal horizontal seismic waves is smaller. Under the action of seismic waves in different directions, the maximum longitudinal displacement in the bridge and tunnel section is different. Under the action of longitudinal seismic waves, the longitudinal displacement of the bridge end is maximum, and under the action of lateral and vertical seismic waves, it expands. Under the condition of X direction, XY bi-directional and XZ bi-directional loading, the peak value of dynamic strain of each measuring point on the lining of the tunnel is extended from the arch foot to the vault with the elevation. The peak of the dynamic strain of each point on the lining of the far hole is expanded from the arch foot to the vault with Gao Chengzeng. Under the action of the seismic wave along the axial direction of the tunnel, the dynamic strain of the section lining of the near hole section of the extended section is larger. Therefore, the seismic fortification of the lining at the near hole in the extended section needs to pay more attention to the.2) the seismic waves of different excitation intensity to the acceleration, the dynamic displacement and the dynamic strain. The lateral and longitudinal acceleration peaks of the key points of the bridge and tunnel section increase, and the acceleration amplification coefficient increases with the increase of the intensity of the seismic wave excitation. The peak acceleration of the key points of the bridge and tunnel section increases with the increase of the intensity of the seismic wave excitation, but the acceleration is increased. The amplification factor increases first and then decreases with the increase of the intensity of the seismic wave excitation. Under the action of different exciting strength, the dynamic displacement of the measured points of the expanded section increases with the increase of the exciting strength. The increase of dynamic displacement at the top of the abutment is greater. The vertical dynamic displacement of the soil at the top of the standard section and the elevation slope also increases with the increase of the excitation strength. The dynamic displacement of the soil at the top of the standard section is larger than that of the enlarged section on the elevation slope when Amax is less than 0.4g, but the increase rate of the two is similar. When the Amax is greater than 0.4g, the elevation of the slope soil body is enlarged. The displacement value increases greatly and the dynamic displacement value exceeds the dynamic displacement of the soil at the top of the standard section. 3. The positive strain of the 1-1 section and the 1-2 section lining of the bridge and tunnel segment expansion section increases with the increase of the exciting strength. In the lining of the 1-1 section (near hole section), the growth rate of the dynamic strain at the position of the arch shoulder is the largest. In the 1-2 cross section. In the lining of the long hole, the growth rate of the dynamic strain at the position of the arch waist is the largest. This rule shows that in the expansion section, the sensitive parts of the lining and the far hole lining for the seismic intensity are different.3) in the expansion section, the influence of different types of seismic waves on the acceleration, the dynamic displacement and the dynamic strain of the bridge is different. Under the action of seismic wave, the peak acceleration and acceleration magnification coefficient of each measuring point have a similar trend. The maximum peak value of the lateral acceleration appears at the top of the abutment. The minimum peak value of the lateral acceleration appears in the middle span of the bridge. The maximum vertical peak acceleration and the maximum number of magnification systems all appear in the middle span of the bridge span. In the three seismic waves of EI Centro wave, San Fernando wave and Wenchuan wave, EI Centro wave has the greatest influence on the dynamic displacement of Y direction and Z direction in the lap section of bridge and tunnel, while in EI Centro wave, Kobe wave and Taft wave. Under the action of three different types of seismic waves, such as EI Centro wave (EI), San Fernando (SF) wave and Wenchuan wave (WC), the dynamic strain development trend of each test point is basically the same in the two sections of the near hole section and the far hole section. That is, the dynamic strain of the two sections increases first and then decreases with the elevation. The maximum negative dynamic strain peak at the arch waist is the largest. This rule shows that the type of seismic wave has little influence on the dynamic strain of the bridge and tunnel section. In summary, the acceleration, dynamic displacement and dynamic response of the separate bridge and tunnel section of high speed railway are explored in this paper, and the separation type bridge and tunnel are studied. The interaction law of the overlapping section between the tunnel and the abutment under the earthquake action, and finally reveals the dynamic response mechanism of the separation type bridge and tunnel structure under the action of different earthquakes. The results of the study not only have important theoretical significance for exploring the seismic response law of the bridge and tunnel structure, but also the design of the bridge and tunnel lap section. And construction, especially for seismic fortification.
【學位授予單位】：中南林業(yè)科技大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：U442.55;U211.9;U452.28
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