【摘要】：本文依托貴州省六盤水市小壩田巖溶公路隧道，結(jié)合理論分析、數(shù)值模擬，分別從隧道靜力開挖、爆破施工、地震響應(yīng)、車輛荷載作用4各方面對(duì)巖溶公路隧道施工及運(yùn)營(yíng)情況下圍巖的穩(wěn)定性和支護(hù)結(jié)構(gòu)的安全性進(jìn)行了研究，主要研究?jī)?nèi)容及其結(jié)論如下： (1)采用ANSYS有限元軟件模擬了小壩田巖溶公路隧道臺(tái)階法施工，并結(jié)合圍巖應(yīng)力、圍巖塑性區(qū)、襯砌變形、襯砌應(yīng)力、襯砌安全系數(shù)以及由Griffith準(zhǔn)則提出的襯砌開裂系數(shù)等分析了施工過(guò)程中小壩田隧道圍巖的穩(wěn)定性和襯砌結(jié)構(gòu)安全性，上述結(jié)果均滿足規(guī)范要求，說(shuō)明小壩田巖溶公路隧道在開挖過(guò)程中圍巖穩(wěn)定，支護(hù)結(jié)構(gòu)安全。 (2)基于小壩田隧道的模型和工程地質(zhì)條件，分析了不同分布部位的溶洞對(duì)隧道圍巖穩(wěn)定性和支護(hù)結(jié)構(gòu)安全性的影響規(guī)律，從圍巖塑性區(qū)、特征點(diǎn)位移、襯砌應(yīng)力、襯砌安全系數(shù)等方面確定了溶洞位于隧道側(cè)部是對(duì)圍巖和襯砌支護(hù)結(jié)構(gòu)影響最大的最不利分布部位。 (3)根據(jù)側(cè)部溶洞是對(duì)圍巖和襯砌支護(hù)結(jié)構(gòu)影響最大的最不利位置，引入洞徑比λR和間距比KR，按數(shù)值試驗(yàn)的方法分析了溶洞與隧道距離的變化和溶洞大小的變化對(duì)隧道圍巖穩(wěn)定性和支護(hù)結(jié)構(gòu)安全性的影響規(guī)律。溶洞對(duì)隧道的影響隨洞徑比λR的增大而增大，隨間距比KR的增大而減小。洞徑比λR小于0.217時(shí)，溶洞對(duì)隧道影響趨近于零，隧道設(shè)計(jì)和施工時(shí)可以不予考慮。間距比KR大于1.419時(shí)，溶洞對(duì)隧道的影響程度變化趨于穩(wěn)定。 (4)查閱相關(guān)文獻(xiàn)，以爆破振動(dòng)速度、溶洞各質(zhì)點(diǎn)應(yīng)力極值、爆破破壞指數(shù)BDI作為小壩田隧道爆破施工過(guò)程中溶洞是否安全的評(píng)判標(biāo)準(zhǔn)，運(yùn)用ANSYS有限元軟件對(duì)小壩田隧道爆破施工進(jìn)行了模擬，并以圍巖損傷斷裂準(zhǔn)則得出最大安全振動(dòng)速度13.74cm/s、圍巖動(dòng)抗拉強(qiáng)度2.13Mpa，圍巖動(dòng)抗壓強(qiáng)度23.25Mpa、爆破破壞指數(shù)BDI"f1.0評(píng)判小壩田隧道爆破施工過(guò)程中溶洞的穩(wěn)定性，計(jì)算結(jié)果均滿足規(guī)范要求，說(shuō)明小壩田巖溶公路隧道爆破施工時(shí)溶洞不會(huì)發(fā)生失穩(wěn)破壞。 (5)基于小壩田隧道的動(dòng)力計(jì)算模型和工程地質(zhì)條件，從最大振動(dòng)速度、最大抗拉壓應(yīng)力、最大爆破破壞指數(shù)等角度分別分析了爆破施工對(duì)不同分布部位溶洞（溶洞位于隧道頂部、底部、側(cè)部）的影響，得到溶洞位于隧道底部是爆破施工對(duì)溶洞影響最大的最不利分布部位。 (6)根據(jù)溶洞位于隧道底部是爆破施工對(duì)溶洞影響最大的最不利分布部位，從溶洞與隧道間距出發(fā)，擬合得到了溶洞與隧道間距與最大振動(dòng)速度的關(guān)系為v=88.187x-0.797，并確定了隧道與溶洞爆破施工的安全間距為1.15D。 (7)選用基線校正和濾波后的EL-Centro波，采用ANSYS有限元軟件對(duì)小壩田隧道動(dòng)力計(jì)算模型施加EL-Centro波水平加速度荷載，分析了地震荷載作用下隧道襯砌和溶洞特征點(diǎn)的振動(dòng)速度規(guī)律，并以襯砌和溶洞的最大拉壓應(yīng)力和應(yīng)力增量判斷襯砌和溶洞的安全性。結(jié)果表明：在地震作用下，襯砌最大拉應(yīng)力為0.752Mpa，最大壓應(yīng)力為2.45Mpa，溶洞周邊各質(zhì)點(diǎn)最大拉應(yīng)力為0.169Mpa，最大壓應(yīng)力為2.126Mpa，上述結(jié)果均滿足規(guī)范要求，說(shuō)明小壩田隧道在地震作用下不會(huì)發(fā)生拉、壓裂破壞。 (8)分別建立溶洞位于隧道頂部、側(cè)部和底部的有限元模型，對(duì)模型施加EL-Centro波水平加速度荷載，從隧道襯砌與溶洞各特征點(diǎn)的位移、速度和襯砌與溶洞的環(huán)向主應(yīng)力極值、主應(yīng)力增量最大值進(jìn)行比較，得出在地震作用下，，溶洞位于隧道側(cè)部是溶洞分布的最不利分布部位。 (9)以小壩田隧道動(dòng)力計(jì)算模型，將車輛荷載考慮成激振力函數(shù)，采用ANSYS有限元軟件模擬了車輛荷載作用下巖溶公路隧道的動(dòng)力響應(yīng)，從襯砌和溶洞最大振動(dòng)速度、應(yīng)力極值和應(yīng)力增量角度判斷了車輛荷載作用下巖溶公路隧道襯砌結(jié)構(gòu)和溶洞安全性。結(jié)果表明：車輛荷載對(duì)隧道和溶洞的影響很小，在車輛荷載作用，隧道結(jié)構(gòu)和溶洞不會(huì)發(fā)生失穩(wěn)破壞。
[Abstract]:Based on the karst highway tunnel in Xiaobatian, Liupanshui City, Guizhou Province, combined with theoretical analysis and numerical simulation, this paper studies the stability of surrounding rock and the safety of supporting structure in the construction and operation of karst highway tunnel from four aspects: static excavation, blasting construction, seismic response and vehicle load. The conclusions are as follows:
(1) The bench construction of Xiaobatian karst highway tunnel is simulated by ANSYS finite element software, and the stability of surrounding rock and the safety of lining structure are analyzed in combination with the stress of surrounding rock, plastic zone of surrounding rock, deformation of lining, stress of lining, safety factor of lining and cracking coefficient of lining proposed by Griffith criterion. All the above results meet the requirements of the code, indicating that the surrounding rock of Xiaobatian karst highway tunnel is stable and the supporting structure is safe during excavation.
(2) Based on the model of Xiaobatian tunnel and the engineering geological conditions, the influence of karst caves at different locations on the stability of surrounding rock and the safety of supporting structure is analyzed. From the plastic zone of surrounding rock, displacement of characteristic points, stress of lining and safety factor of lining, it is determined that the karst cave at the side of tunnel is the shadow of surrounding rock and lining supporting structure. The most unfavorable distribution.
(3) According to the most disadvantageous position that the lateral karst cave has the greatest influence on the surrounding rock and the lining supporting structure, the ratio of diameter to diameter and the ratio of spacing to spacing are introduced. The influence of the distance between the karst cave and the tunnel and the change of the size of the karst cave on the stability of the surrounding rock and the safety of the supporting structure of the tunnel are analyzed by means of numerical experiments. When the diameter ratio is less than 0.217, the influence of karst cave on tunnel tends to be zero, which can not be considered in tunnel design and construction. When the spacing ratio is greater than 1.419, the influence of karst cave on tunnel tends to be stable.
(4) By consulting relevant literatures, the blasting vibration velocity, the stress extremum of each particle and the blasting damage index BDI were taken as the criteria to judge whether the cave was safe during the blasting construction of Xiaobatian tunnel. The blasting construction of Xiaobatian tunnel was simulated by ANSYS finite element software, and the maximum safe vibration velocity was obtained by the damage and fracture criterion of surrounding rock. Degree of 13.74 cm/s, dynamic tensile strength of surrounding rock 2.13 Mpa, dynamic compressive strength of surrounding rock 23.25 Mpa, blasting damage index BDI "f 1.0" to evaluate the stability of karst cave in Xiaobatian tunnel during blasting construction, the calculation results meet the requirements of the code, indicating that the karst cave in Xiaobatian karst highway tunnel blasting construction will not be destabilized.
(5) Based on the dynamic calculation model and engineering geological conditions of Xiaobatian tunnel, the influence of blasting construction on the karst caves at different locations (the karst caves are located at the top, the bottom and the side of the tunnel) is analyzed from the angles of maximum vibration velocity, maximum tensile and compressive stress, and maximum blasting failure index. The most unfavorable distribution of holes.
(6) According to the karst cave located at the bottom of tunnel is the most disadvantageous position which is affected by blasting construction to karst cave, starting from the distance between karst cave and tunnel, the relationship between the distance between karst cave and tunnel and the maximum vibration velocity is v=88.187x-0.797, and the safe distance between tunnel and karst cave blasting construction is 1.15D.
(7) The EL-Centro wave after baseline correction and filtering is selected, and the horizontal acceleration load of EL-Centro wave is applied to the dynamic calculation model of Xiaobatian tunnel by ANSYS finite element software. The vibration velocity law of tunnel lining and karst cave characteristic points under seismic load is analyzed, and the maximum tensile and compressive stress and stress increment of lining and karst cave are used to judge the lining. The results show that the maximum tensile stress of the lining is 0.752 Mpa, the maximum compressive stress is 2.45 Mpa, the maximum tensile stress of the surrounding particles is 0.169 Mpa, and the maximum compressive stress is 2.126 Mpa. All the above results meet the requirements of the code, indicating that the Xiaobatian tunnel will not be damaged by tension and fracturing under earthquake.
(8) Finite element models of karst cave located at the top, side and bottom of tunnel are established respectively. EL-Centro wave horizontal acceleration load is applied to the model. Comparisons are made between the displacement, velocity, circumferential principal stress extremum and principal stress increment of tunnel lining and karst cave. The lateral part is the most unfavorable distribution area of the karst cave.
(9) The dynamic response of karst highway tunnel under vehicle load is simulated by using ANSYS finite element software with the vehicle load considered as the exciting force function in the dynamic calculation model of Xiaobatian tunnel. The lining of karst highway tunnel under vehicle load is judged by the maximum vibration velocity, stress extreme value and stress increment of lining and karst cave. The results show that the influence of vehicle load on tunnel and karst cave is very small, and the instability of tunnel structure and karst cave will not occur under vehicle load.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U455;U458

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