【摘要】：為緩解大城市交通壓力,不僅在北京、上海和廣州,而且全國(guó)其他幾十個(gè)城市都在修建或運(yùn)營(yíng)地鐵。城市地鐵施工環(huán)境比較復(fù)雜,施工時(shí)難免穿越既有建筑物。地鐵施工會(huì)造成土體損失,使得作用在建筑物基礎(chǔ)上的內(nèi)力變化及建筑物變形。引起建筑物變形主要因素有土層,隧道自身,建筑物自身等。本文結(jié)合Midas/GTS巖土與隧道有限元分析軟件模擬單洞開挖及北京地鐵十四號(hào)線部分風(fēng)險(xiǎn)源統(tǒng)計(jì),計(jì)算分析了不同變量因素時(shí)地表沉降值,得出了以下結(jié)論： (1)通過模型計(jì)算對(duì)比地表沉降值,Midas/GTS有限元軟件與隧道分析常用的Peck經(jīng)驗(yàn)公式計(jì)算地表沉降值的一致性,因此Midas/GTS軟件可以替代Peck經(jīng)驗(yàn)公式用于隧道施工模擬計(jì)算。 (2)隧道施工時(shí),建筑物基礎(chǔ)鄰近隧洞的一側(cè)承載力減小,得出地鐵隧洞施工影響建筑物機(jī)理是由于隧道開挖造成土體損失,使得靠近隧道的基礎(chǔ)側(cè)土體有“脫離”趨勢(shì),建筑物自身受力不再平衡而變形。 (3)土的彈性模量的增加會(huì)使沉降值成倍的減小,彈性模量是最主要、敏感的影響因素。很多工程事故的發(fā)生是由水的存在造成的,水使得土體的彈性模量等參數(shù)發(fā)生變化。 (4)隨拱頂與地表距離的增加,沉降槽越來越寬,即沉降范圍越來越大,隆起區(qū)越來越小,最大沉降值減小。北京修建地鐵僅從控制造價(jià)和周圍變形考慮,合理埋深控制值H/D應(yīng)為2-3。 (5)建筑物在隧道正上方時(shí),隧道施工會(huì)引起建筑物均勻沉降。隨著d(隧洞與建筑物水平距離)的增加,其最大差異沉降逐漸減小,平均沉降量也呈減小趨勢(shì)。在當(dāng)d大于或等于3D(隧洞直徑)時(shí),建筑物的差異沉降值基本上趨于穩(wěn)定,即建筑物位于地表不同曲率值位置時(shí),其變形不同。 (6)不同的隧道斷面形式對(duì)地表沉降影響不同,正方形隧洞的地表沉降值是圓形隧道的2倍。拱頂沉降值隧截面積增大亦增大,洞徑由6m增加1.3倍到8m,地表沉降值增大3倍；洞徑增加1.6倍到10m,地表沉降值增加到近6倍。 (7)框架結(jié)構(gòu)與砌體結(jié)構(gòu)建筑物承受變形不同。搜集整理了北京地鐵十四號(hào)線穿越部分風(fēng)險(xiǎn)源評(píng)估統(tǒng)計(jì)及規(guī)范要求,得出了北京地鐵施工時(shí)影響建筑物變形值。
[Abstract]:Subway systems are being built or operated not only in Beijing, Shanghai and Guangzhou, but also in dozens of other cities across the country to ease traffic pressure in big cities. Urban subway construction environment is more complex, construction inevitably through the existing buildings. Subway construction will cause soil loss, which makes the internal force change and building deformation. The main factors causing building deformation are soil layer, tunnel itself, the building itself and so on. Combined with Midas / GTS geotechnical and tunnel finite element analysis software to simulate single hole excavation and partial risk source statistics of Beijing Metro Line 14, the surface subsidence values of different variable factors are calculated and analyzed in this paper. The conclusions are as follows: (1) the comparison of ground subsidence value by model calculation and the consistency between Midas / GTS finite element software and Peck empirical formula used in tunnel analysis. Therefore, Midas / GTS software can replace Peck empirical formula for tunnel construction simulation. (2) during tunnel construction, the side bearing capacity of the adjacent tunnel decreases. It is concluded that the mechanism of the subway tunnel construction affecting the building is caused by the soil loss caused by the tunnel excavation, which makes the soil mass close to the foundation of the tunnel have the tendency of "detaching". (3) the increase of the elastic modulus of the soil will reduce the settlement value by times, and the elastic modulus is the most important and sensitive factor. The occurrence of many engineering accidents is caused by the existence of water, and the elastic modulus of soil is changed by water. (4) with the increase of the distance between the vault and the surface, the settlement trough becomes wider and wider, that is, the settlement range becomes larger and wider. The uplift area becomes smaller and smaller, and the maximum settlement value decreases. The reasonable depth control value H / D should be 2-3. (5) when the building is directly above the tunnel, the tunnel construction will cause the uniform settlement of the building. With the increase of d (horizontal distance between tunnel and building), the maximum differential settlement decreases and the average settlement decreases. When d is greater than or equal to 3D (tunnel diameter), the differential settlement value of the building tends to be stable, that is, when the building is located at different curvature values of the surface, (6) different tunnel sections have different effects on the surface settlement, and the surface settlement of the square tunnel is twice as large as that of the circular tunnel. The tunnel cross section area increases from 6 m to 8 m, and the surface subsidence increases by 3 times. The diameter of the tunnel increases from 1.6 times to 10 m, and the surface settlement value increases to nearly 6 times. (7) the deformation of frame structure is different from that of masonry structure. This paper collects and arranges the statistics and specification requirements of the risk source evaluation of Beijing Metro Line 14, and obtains the deformation value of the buildings affected by the construction of Beijing Metro.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2013
【分類號(hào)】：TU311

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