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首页> 外文期刊>Advances in civil engineering >Stability Analysis of TBM Tunnel Undercrossing Existing High-Speed Railway Tunnel: A Case Study from Yangtaishan Tunnel of Shenzhen Metro Line 6
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Stability Analysis of TBM Tunnel Undercrossing Existing High-Speed Railway Tunnel: A Case Study from Yangtaishan Tunnel of Shenzhen Metro Line 6

机译：现有高速铁路隧道TBM隧道稳定性分析 - 以深圳地铁线阳台隧道为例

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摘要

During the construction of the underpass of a new tunnel, the excavation unloading effect disturbs surrounding rock masses and promotes surrounding rock deformation, inevitably changing stress and displacement in the existing tunnel. Taking Yangtaishan tunnel excavation of Shenzhen Metro Line 6 as an engineering example, effects of excavation programs of left and right lines on the deformation characteristics of newly excavated and existing tunnels were evaluated based on Midas numerical model and priority excavation advantages of the left line were determined. The settlement and horizontal deformation characteristics of the existing tunnel were analyzed using the construction monitoring method. Results showed that maximum settlement and horizontal deformation of the existing tunnel were 1.35 and 0.23?mm, respectively. Settlement of invert and inverted top along axis direction was from growth to decline, and then a V-shaped settlement trough was formed with maximum settlement values of 1.36 and 0.97?mm, respectively. Maximum settlement and uplift of the newly built tunnel appeared on the upper and bottom parts of invert, respectively. In the newly built tunnel segments, the top settlement was dominated and deformation was mainly distributed in both side areas. At the top of the existing tunnel segment, convergence settlement was 3.09?mm and settlement rate was slow first which was accelerated, then stabilized, and finally slowed down again which was opposite to the uplift development trend of the bottom of tunnel segment. The top of the existing tunnel segment showed four settlement stages, slow, rapid, stable, and slow settlement stages. Compared with the right line, preferential excavation of the left line had obvious advantages in terms of tunnel stability. The unloading effect of TBM excavation created vault settlement in the existing tunnels where actual settlement values were 1.12 and 1.13 times, which theoretically calculated settlement. The horizontal deformation of the existing tunnel was varied first linearly and then nonlinearly with maximum deformation in the convergence stage of 1.47?mm.
机译：在建造新隧道的地下通道期间，挖掘卸载效果扰动围岩肿块，促进周围的岩石变形，在现有隧道中不可避免地改变应力和位移。采用深圳地铁6号线6作为工程示例的扬山隧道挖掘，基于MIDAS数值模型评估了左右线对新挖掘和现有隧道变形特性的影响，确定了左线的优先​​挖掘优势。使用施工监测方法分析现有隧道的沉降和水平变形特性。结果表明，现有隧道的最大沉降和水平变形分别为1.35和0.23Ωmm。沿轴方向沉降倒置和倒置顶部是从生长下降，然后形成V形沉降槽，分别具有1.36和0.97Ωmm的最大沉降值。新建隧道的最大沉降和隆起分别出现在反转的上部和底部。在新建的隧道段中，顶部结算主导，变形主要分布在两个侧面区域。在现有隧道段的顶部，收敛沉降是3.09？mm和结算率首先缓慢，然后稳定，并稳定，再次放慢速度，与隧道段底部的隆起发育趋势相反。现有隧道段的顶部显示了四个沉降阶段，缓慢，快速，稳定和缓慢的结算阶段。与右线相比，左线的优惠挖掘在隧道稳定性方面具有明显的优势。 TBM挖掘的卸载效果在现有隧道中创建了拱顶定居点，其中实际结算值为1.12和1.13次，从理论上计算结算。现有隧道的水平变形首先线性变化，然后在收敛阶段为1.47Ωmm的最大变形。

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