【摘要】：目前，西安地鐵建設(shè)已加速進(jìn)行，地鐵2號(hào)線、1號(hào)線已先后投入運(yùn)營(yíng)，地鐵3號(hào)線已經(jīng)開工建設(shè)并計(jì)劃于2015年建成通車，地鐵4號(hào)線也處于開工準(zhǔn)備階段，西安地鐵工程的建設(shè)與運(yùn)營(yíng)，給地裂縫的研究帶來了一系列新的課題：在地鐵列車振動(dòng)荷載作用下，地裂縫附近的圍巖與地鐵隧道的動(dòng)力相互作用有什么特點(diǎn)？持續(xù)的循環(huán)動(dòng)荷載會(huì)不會(huì)使地裂縫重新活動(dòng)，進(jìn)而影響到地鐵隧道的安全？地裂縫在列車動(dòng)荷載傳播中起到什么作用？以上問題皆屬地裂縫發(fā)育城市地鐵建設(shè)中亟待解決的問題，也是此類城市地下工程研究中的關(guān)鍵科學(xué)問題之一。 本文以國家自然科學(xué)基金項(xiàng)目“地鐵動(dòng)荷載作用下的地層-地裂縫-隧道相互作用研究（41172257）”為依托，以穿越地裂縫帶的西安地鐵項(xiàng)目為研究背景，以列車荷載作用下的地鐵隧道-地裂縫-地層動(dòng)力相互作用為研究對(duì)象，，采取了模型試驗(yàn)、數(shù)值模擬和理論分析相結(jié)合的研究方法，對(duì)地鐵隧道、地層、地裂縫在列車荷載作用下的動(dòng)力特性進(jìn)行了系統(tǒng)研究。 論文以相似原理為依據(jù)首次進(jìn)行了列車荷載作用下的地鐵隧道-地裂縫-地層動(dòng)力相互作用模型試驗(yàn)。試驗(yàn)分整體式馬蹄形隧道，兩段式馬蹄形隧道和三段式馬蹄形隧道三種工況。試驗(yàn)結(jié)果表明：對(duì)于分段隧道，由于受到分段的影響，隧道接縫處強(qiáng)度較小，約束作用較弱，在地鐵振動(dòng)荷載作用下，分段隧道拱底和拱頂產(chǎn)生的振動(dòng)響應(yīng)比整體式隧道要強(qiáng)烈；在地裂縫上盤未下降，即隧道底部未產(chǎn)生脫空現(xiàn)象時(shí)，圍巖土壓力與整體式隧道的相差不多，但地裂縫活動(dòng)導(dǎo)致上盤下降，使隧道底部產(chǎn)生脫空以后，土壓力附加值與整體式隧道的相差較大，整體式隧道在地裂縫上盤下降后地裂縫附近土壓力比未下降時(shí)有所減小，而分段式隧道尤其是三段式隧道地裂縫附近土壓力比未下降時(shí)有所增加。當(dāng)上盤地層下降以后，土層中土壓力相對(duì)靜土壓力都有所減小，但下盤的土壓力下降幅度較小，而上盤土壓力下降的幅度比較大；分段式隧道與整體式隧道軸向應(yīng)變相比，整體式隧道應(yīng)變曲線較平緩，而分段式隧道曲線波動(dòng)較多，并且分段式隧道產(chǎn)生的應(yīng)變值比整體式隧道大。分段越多造成的振動(dòng)放大區(qū)域越多，列車荷載作用下隧道襯砌振動(dòng)響應(yīng)以及土層土壓力在地裂縫活動(dòng)時(shí)均有所增加，所以建議跨地裂縫地鐵隧道在滿足結(jié)構(gòu)安全措施的前提下應(yīng)盡量少分段，并且在地裂縫位置的隧道應(yīng)該采取減震和擴(kuò)大斷面等加強(qiáng)措施。
[Abstract]:At present, the construction of Xi'an subway has been accelerated, the subway lines 2 and 1 have been put into operation successively, the construction of subway line 3 has started and plans to be completed and opened to traffic in 2015, and the subway line 4 is also in the stage of starting preparation. The construction and operation of Xi'an subway project have brought a series of new problems to the study of ground cracks: what are the characteristics of the dynamic interaction between surrounding rock near the ground cracks and subway tunnels under the action of subway train vibration load? Will the continuous cyclic loading reactivate the ground fissure and then affect the safety of the subway tunnel? What role does ground crack play in the propagation of train dynamic load? All of the above problems are urgent to be solved in the subway construction of cities with the development of land cracks, and are also one of the key scientific problems in the study of underground engineering in this kind of cities. This paper is based on the National Natural Science Foundation project "Research on Strata-ground fissure Tunnel interaction (41172257) under dynamic loads of Subway", and takes Xi'an Subway Project across the ground fissure Zone as the research background. Taking the subway tunnel, ground fissure and stratum dynamic interaction under train load as the research object, the model test, numerical simulation and theoretical analysis are used to study the subway tunnel and stratum. The dynamic characteristics of ground fissures under train load are studied systematically. Based on the principle of similarity, the model test of subway tunnel-ground fissure and ground dynamic interaction under train load is carried out for the first time in this paper. The test is divided into three working conditions: monolithic horseshoe tunnel, two-segment horseshoe tunnel and three-segment horseshoe tunnel. The test results show that for the segmented tunnel, due to the influence of the segment, the joint strength of the tunnel is smaller and the constraint is weaker. Under the action of the subway vibration load, the test results show that, The vibration response of sublevel tunnel arch bottom and arch roof is stronger than that of integral tunnel, and the earth pressure of surrounding rock is not much different from that of integral tunnel when the upper face of ground fissure does not decrease, that is, when there is no void phenomenon in the bottom of tunnel. However, the earth pressure added value is different from that of the integral tunnel, and the earth pressure near the ground fissure is decreased when the ground fissure is lower than that of the integral tunnel after the ground fissures fall, and when the bottom of the tunnel is emptied, the earth pressure added value of the tunnel is different from that of the integral tunnel. The earth pressure near the ground fissure in the segmented tunnel, especially in the three-section tunnel, is higher than that in the unreduced tunnel. After the falling of the upper layer, the soil pressure in the soil layer is decreased relative to the static soil pressure, but the earth pressure in the downboard decreases slightly, while the earth pressure in the upper wall decreases by a large extent; compared with the axial strain of the integral tunnel, the axial strain of the segmented tunnel is lower than that of the integral tunnel. The strain curve of integral tunnel is more gentle than that of segmented tunnel, and the strain value of segmented tunnel is larger than that of integral tunnel. The more segments cause more vibration amplification areas, the more the vibration response of tunnel lining and the soil pressure of soil layer are increased under train load. Therefore, it is suggested that the subway tunnel with cross-ground fissures should be divided into as few sections as possible on the premise of meeting the structural safety measures, and that the tunnel in the position of ground fissures should take some strengthening measures, such as earthquake absorption and expansion of cross-section.
【學(xué)位授予單位】：長(zhǎng)安大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U231.1;U451.3

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