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基于非线性接触理论,考虑盾构隧道结构的非连续性,模拟管片接头结构和管片衬砌与围岩及道床之间的相互作用,建立了道床–管片–围岩的三维非连续接触模型,对盾构隧道管片接头在围岩静压、列车动载作用下的受力与变形进行了深入分析。研究结果表明,围岩静压下拱顶和隧底处的纵向接头部分向内张开,两侧拱腰处的接头部分向外张开,拱顶处的封顶块与邻接块错台较大,拱腰接头受压明显,拱顶接头受压最小,各环管片拱顶处的螺栓轴力最大,隧底处的其次,拱腰处的接头螺栓轴力最小,旋转了一定拼装角度后位于拱肩上部的接头螺栓,其剪力最大;列车动载作用下管片接头的张开错台、混凝土应力以及接头螺栓的内力均在动载施加初期迅速增加,然后明显减小,而后产生波动,其中浅埋地铁隧道拱顶接头的动力响应较隧底接头明显,螺栓剪力在列车动载作用下较螺栓轴力增加的多。
Based on the nonlinear contact theory, considering the discontinuity of the shield tunnel structure, simulating the interaction of the pipe joint structure and the segment lining with the surrounding rock and the ballast bed, a three-dimensional discontinuous contact between the ballast bed and the surrounding rock is established Model, the stress and deformation of the shield tunneling joint under the hydrostatic pressure of the surrounding rock and the train dynamic load are analyzed in depth. The results show that the part of the longitudinal joint at the dome and tunnel bottom opens inwardly under the static pressure of surrounding rock and the joint part at the arch and waist at both sides opens outwards. , Arch and waist joint pressure is obvious, the minimum pressure on the vault joint, the maximum axial force of the bolts at the vaults of each ring, the second at the tunnel bottom, the axial force of the joint bolts at the arch waist is the smallest, after rotating a certain assembly angle The joint bolt located at the top of the spandrel has the largest shear force. The open joint, the concrete stress and the internal force of the joint bolt under the dynamic load of the train rapidly increase in the initial stage of dynamic load application and then decrease obviously The dynamic response of the dome joint of the shallow buried subway tunnel is more obvious than the tunnel bottom joint, and the bolt shear force increases more than that of the bolt under the action of train dynamic load.