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近年发生的大地震中,隧道在断层破碎带的破坏现象严重,衬砌结构抗减震设计问题尤为突出。为了缓和断层位移对隧道的损伤,提出由平滑层、吸收层、接头、去摩擦层等4个单元构成的减震设计建议。通过解析使用高压缩性混凝土(水灰比为W/C=50%)、发泡苯乙烯(EPS)作为吸收层的地震响应结果,得出以下结论:采用发泡苯乙烯(EPS)作为吸收层,其初始刚度小,减震效果明显,但在列车荷载作用下有可能产生过大的变形;采用高压缩性混凝土作为吸收层具有充分屈服后吸收断层位移的变形特性和抑制列车荷载产生过大变形的初始刚度。通过改变高压缩性混凝土的球壳种类、充填率和砂浆配比等来改变其刚性。但W/C不应过高,造成多壳砂浆的单轴抗压强度不能承受列车的荷载,有可能造成隧道的损伤。本文使用W/C=50%时对断层位移小于1.0 m时缓和效果较好。
In the recent earthquakes, the destruction of the tunnel in the fault zone is serious, and the anti-shock design of the lining structure is particularly outstanding. In order to mitigate the damage of the tunnel due to the fault displacement, the design proposal of the shock absorber made up of 4 units of smoothing layer, absorbing layer, joint and friction-reducing layer is put forward. By analyzing the seismic response of highly absorbent concrete with a W / C ratio of 50% and EPS as the absorbent layer, the following conclusions are drawn: The use of EPS as the absorption Layer, the initial stiffness is small, the damping effect is obvious, but may cause excessive deformation under the load of the train; the use of high compressive concrete as the absorption layer has the deformation characteristics of fully absorbing the fault displacement after yield and the suppression of train load generation The initial stiffness of large deformation. By changing the high-compression concrete shell types, filling rate and mortar ratio to change its rigidity. However, the W / C should not be too high, which causes the uniaxial compressive strength of the multi-shelled mortar to bear the load of the train and may cause tunnel damage. In this paper, when W / C = 50%, the mitigation effect is better when the fault displacement is less than 1.0 m.