本文關(guān)鍵詞：隧道洞口淺埋段和斷裂黏滑段抗震設(shè)計(jì)計(jì)算方法及試驗(yàn)研究　出處：《巖石力學(xué)與工程學(xué)報(bào)》2014年03期 　論文類(lèi)型：期刊論文

  更多相關(guān)文章： 隧道工程 洞口淺埋段 地震動(dòng)峰值加速度 黏滑斷裂 抗震設(shè)計(jì) 減震技術(shù)

【摘要】：以汶川地震隧道震害為研究背景,結(jié)合我國(guó)公路和鐵路隧道抗震設(shè)防現(xiàn)行規(guī)范及抗震設(shè)計(jì)的現(xiàn)狀,對(duì)目前我國(guó)隧道抗震設(shè)計(jì)中亟待解決的問(wèn)題(山嶺隧道洞口淺埋段地震動(dòng)峰值加速度確定方法、洞口淺埋段縱向和斷裂黏滑隧道抗震設(shè)計(jì)計(jì)算方法、斷裂黏滑隧道減震技術(shù))進(jìn)行研究,主要研究成果有:(1)建立基于地形效應(yīng)的山嶺隧道洞口段地震動(dòng)峰值加速度確定方法。首先,通過(guò)對(duì)汶川地震隧道洞口段震害基礎(chǔ)資料和文獻(xiàn)調(diào)研資料進(jìn)行理論分析,確定影響山坡基巖覆蓋層地震動(dòng)峰值加速度傳播規(guī)律的主要影響因素(山坡地形地貌、覆蓋層及地震波參數(shù)等),采用單因素分析方法,揭示各主要影響因素對(duì)山坡基巖覆蓋層地震動(dòng)峰值加速度傳播的影響規(guī)律;然后,通過(guò)系統(tǒng)分析各主要影響因素對(duì)山坡基巖覆蓋層地震動(dòng)峰值加速度傳播的影響規(guī)律,采用包絡(luò)線數(shù)值分析技術(shù),探明地形效應(yīng)的影響規(guī)律,初步構(gòu)建基于地形效應(yīng)的山嶺隧道洞口段地震動(dòng)峰值加速度確定方法。最后;采用三方向、六自由度大型振動(dòng)臺(tái)開(kāi)展動(dòng)力模型試驗(yàn)研究,選取代表性工況(坡率1∶2)為研究對(duì)象,輸入標(biāo)準(zhǔn)化后的7,8,9度汶川地震臥龍測(cè)站地震波(經(jīng)相似比轉(zhuǎn)換)進(jìn)行試驗(yàn)。通過(guò)對(duì)試驗(yàn)數(shù)據(jù)的整理分析,對(duì)之前研究進(jìn)行檢驗(yàn)并修正,最終建立基于地形效應(yīng)的山嶺隧道洞口段地震動(dòng)峰值加速度確定方法。(2)建立隧道洞口淺埋段縱向和斷裂黏滑隧道抗震設(shè)計(jì)計(jì)算方法�；诜磻�(yīng)位移理論的基本原理,結(jié)合隧道洞口淺埋段縱向和斷裂黏滑隧道結(jié)構(gòu)特性的分析,分別采用彈性地基梁和殼單元模擬隧道洞口淺埋段和斷裂黏滑段隧道結(jié)構(gòu),通過(guò)理論推導(dǎo),建立隧道洞口淺埋段縱向和斷裂黏滑隧道抗震設(shè)計(jì)計(jì)算方法。通過(guò)動(dòng)力時(shí)程法對(duì)其進(jìn)行檢驗(yàn),理論解均比數(shù)值解偏大,幅度小于20%,故隧道洞口淺埋段縱向和斷裂黏滑隧道抗震設(shè)計(jì)計(jì)算方法在計(jì)算精度、結(jié)構(gòu)設(shè)計(jì)安全方面符合隧道結(jié)構(gòu)抗震設(shè)計(jì)的要求,可為隧道洞口淺埋段縱向和斷裂黏滑隧道抗震設(shè)計(jì)提供參考。(3)研究斷裂黏滑隧道減震技術(shù)。針對(duì)斷裂黏滑隧道的震害特點(diǎn),成功試制傾斜正斷裂傾向錯(cuò)動(dòng)試驗(yàn)箱,并對(duì)采用減震縫或減震層的6種減震方式(不設(shè)抗減震措施;初支不設(shè)抗減震措施,二襯設(shè)減震縫,間距為9,12 m;初支和二襯交錯(cuò)設(shè)減震縫,間距為12 m;減震層厚度為10,20 cm;初支和二襯交錯(cuò)設(shè)減震縫,間距為12 m,減震層厚度為10 cm)進(jìn)行靜力黏滑錯(cuò)動(dòng)模型試驗(yàn)研究。試驗(yàn)結(jié)果表明:初支和二襯交錯(cuò)設(shè)減震縫(間距12 m)與減震層(厚度10 cm)共同施設(shè)工況、初支和二襯交錯(cuò)設(shè)減震縫(間距12 m)工況和二襯設(shè)減震縫(間距12 m)工況的減震效果相差不大,從施工方便性、經(jīng)濟(jì)性考慮,推薦使用二襯設(shè)減震縫(間距12 m)的減震方式。
[Abstract]:Based on the earthquake disaster of Wenchuan earthquake tunnel, combined with the current code of seismic fortification of highway and railway tunnel and the present situation of seismic design in China. At present, the problems to be solved in the seismic design of tunnels in our country are as follows: the method of determining the peak acceleration of ground motion at the shallow buried section of the tunnel entrance, the method of seismic design of the longitudinal and fractured viscous slip tunnel at the shallow section of the tunnel. The main research results are as follows: 1) establishing a method for determining the peak acceleration of ground motion at the mouth of a mountain tunnel based on topographic effect. Based on the theoretical analysis of the basic data of earthquake damage and literature investigation in the mouth of Wenchuan earthquake tunnel, the main influencing factors (slope topography and geomorphology) affecting the propagation law of peak acceleration of ground motion in the bedrock overburden of hillside are determined. The single factor analysis method is used to reveal the influence of the main influencing factors on the peak acceleration propagation of the ground motion in the bedrock overburden of the hillside. Then, through the systematic analysis of the influence law of the main factors on the peak acceleration propagation of the ground motion in the hillside bedrock overburden, the influence law of the topographic effect is proved by using the envelope numerical analysis technique. The method of determining the peak acceleration of ground motion at the entrance of mountain tunnel based on topographic effect is preliminarily constructed. The dynamic model test was carried out on a large vibration table with three directions and six degrees of freedom. The representative working condition (slope ratio 1: 2) was selected as the research object, and the standardized 7 / 8 was inputted. The seismic wave of 9 degree Wenchuan earthquake in Wolong station (through similarity ratio conversion) was tested. Through the analysis of the test data, the previous research was checked and corrected. Finally, the method of determining the peak acceleration of ground motion at the entrance of mountain tunnel based on topographic effect is established. The aseismic design method of longitudinal and fractured viscous slip tunnel at shallow buried section of tunnel entrance is established. The basic principle of response displacement theory is presented. Combined with the analysis of longitudinal and fracture viscous slip tunnel structure characteristics of shallow buried section of tunnel entrance, elastic foundation beam and shell element are used to simulate tunnel structure of shallow buried section and fracture viscous slip section of tunnel entrance, respectively, through theoretical derivation. The seismic design and calculation method of longitudinal and fractured viscous slip tunnel in shallow buried section of tunnel is established. The theoretical solution is larger than the numerical solution and the range is less than 20% by dynamic time-history method. Therefore, the calculation method of longitudinal and fracture viscous slip tunnel seismic design in shallow buried section of tunnel orifice meets the requirements of seismic design of tunnel structure in terms of calculation accuracy and structural design safety. It can provide reference for seismic design of longitudinal and faulted viscous slip tunnel in shallow buried section of tunnel entrance) study seismic absorption technology of fault viscous slip tunnel and aim at the characteristics of seismic damage of faulted slippage tunnel. The inclined positive fault inclined staggered test box was successfully developed, and six kinds of shock absorption methods (no anti-shock measures) were applied to the shock absorption joints or layers. The first support is not equipped with anti-seismic measures, and the second liner is equipped with damping joints with a spacing of 9m and 12m; The first branch and the second liner are staggered with shock absorption joints with a spacing of 12 m; The thickness of the damping layer is 10 ~ 20 cm; The first branch and the second liner are staggered with damping joints with a spacing of 12 m. The static viscous slip model test was carried out with the thickness of 10 cm. The experimental results show that the first and second liner staggered damping joints (spacing 12 m) and the damping layer (thickness 10 cm). Common setting conditions. The shock absorption effect of the first and second lining staggered joints (spacing 12 m) and the second liner design (interval 12 m) are not different. The construction convenience and economy are considered. It is recommended to use two-liner damping joints (spacing of 12 m).
【作者單位】： 北方工業(yè)大學(xué)建筑工程學(xué)院;
【分類(lèi)號(hào)】：U452.28
【正文快照】： 隧道洞口淺埋段和斷裂黏滑段抗震設(shè)計(jì)計(jì)算方法及試驗(yàn)研究@崔光耀$北方工業(yè)大學(xué)建筑工程學(xué)院!北京100144以汶川地震隧道震害為研究背景,結(jié)合我國(guó)公路和鐵路隧道抗震設(shè)防現(xiàn)行規(guī)范及抗震設(shè)計(jì)的現(xiàn)狀,對(duì)目前我國(guó)隧道抗震設(shè)計(jì)中亟待解決的問(wèn)題(山嶺隧道洞口淺埋段地震動(dòng)峰值加速度確

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