CN100580220C - Shield construction method for three-line parallel under-passing trunk railway tunnel - Google Patents

Shield construction method for three-line parallel under-passing trunk railway tunnel Download PDF

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CN100580220C
CN100580220C CN200710050138A CN200710050138A CN100580220C CN 100580220 C CN100580220 C CN 100580220C CN 200710050138 A CN200710050138 A CN 200710050138A CN 200710050138 A CN200710050138 A CN 200710050138A CN 100580220 C CN100580220 C CN 100580220C
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tunnel
shield
construction
monitoring
grouting
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CN200710050138A
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CN101126318A (en
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李林
陈强
崔学忠
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中铁二局股份有限公司
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Abstract

The invention discloses a shield construction method of digging three parallel tunnels under a trunk railway, which belongs to the field of tunnel construction technology. The construction method of the invention comprises the procedure that: the model analysis on each construction sequence and method is made by a three-dimensional finite element and the shield construction sequence is selected; to select the reinforcement project of the railway bed is selected according to the influence degree of the dynamic stress, the load-carrying structural model is adopted to calculate and decide the shield area reinforcing bars enhancement project under the dynamic load of the railway train; the construction parameters are selected according to the test results and the performance of the shield machine, the front earth pressure is reasonably set , the synchronizing mortar injection is enhanced, the forward digging speed and the axis deviation are strictly controlled, the secondary mortar injection is made, the foam or mud is filled by utilizing a pre-embedded injection hole; the strict monitoring measures to monitor the shield construction process is adopted so that the construction unit can adjust the construction parameters in time and guarantee the construction safety. The invention not only guarantees the construction quality and the construction safety of the project but also creates good economic benefit.

Description

The shield construction method of three-line parallel under-passing trunk railway tunnel
Technical field
The present invention relates to the tunnel construction technology field, relate in particular to a kind of shield construction method of three-line parallel under-passing trunk railway tunnel.
Background technology
The shield tunnel construction is a kind of job practices of building the tunnel in the underground tunneling, speed of application is fast, hole physique amount stable because shield construction has, to advantages such as surrounding environment influence are less, since it comes out, obtained develop rapidly, now be widely used in the engineering fields such as city underground, municipal administration, the energy.Can cause the variation of soil body internal stress in the shield-tunneling construction process, change earth structure strength, cause that the stratum in the tunnel perimeter certain limit is moved,, can produce as adverse effects such as protuberance, sedimentation trunk railway inevitably when under the construction tunnel during rail wear.In order to ensure the safety of constructing tunnel and railways train operation, the measure that existing job practices is taked has: strict control is also optimized the shield-tunneling construction parameter, takes the auxiliary construction measure in case of necessity.Pass through station yard of Guangzhou Railway Station as No. two line railway terminal-Sanyuanli running tunnels of Guangzhou Underground, strict control shield attitude, construction parameter and the fully measure of grouting behind shaft or drift lining have been adopted, the control surface subsidence is 5.4mm to the maximum, and the rail level maximum settlement is 2.2mm, has guaranteed that safety passes through smoothly.South, cold water river, Beijing bank sewage main line three Lu Ju-floodway shield tunnel passes through in sandy gravel, adopt control shield-tunneling construction parameter, as control fltting speed (15mm/min), add mud and add bubble and strict synchronous grouting (180%) and two, three slurry injection techniques, successfully ground settlement is controlled at 8mm.From existing case history, the engineering of rail wear under single line or the two-wire shield tunnel is arranged, yet there are no under not deceleration situation of train speed per hour 140km/h the three-way small-clear-distance tunnel shield construction method of railroad crossing in succession.Three-way tunnel closely connects construction, no matter three-way construction simultaneously or construction successively, certainly exist complicated influencing each other, especially first built tunnel will be subjected to the influence of back built tunnel construction, and the vibration of train driving also can produce appreciable impact to the stresses re-distribution and the formation displacement in tunnel, increase difficulty to constructing tunnel, belonged to the compound construction problem that closely connects.On the other hand, in three-way tunnel in succession in the shield-tunneling construction process of railroad crossing, existence is to the repeatedly disturbance on stratum and the stack of influence, be easy to make the sedimentation of the face of land and trunk railway to transfinite, do not allow under the interrupted situation at railway operation, the three-way tunnel shield-tunneling construction of railroad crossing in succession exists serious harm for the train of operating at a high speed.
Summary of the invention
The object of the present invention is to provide and a kind ofly can effectively control three-way tunnel and closely connect influencing each other of construction, surface displacement is controlled in the limited range, with the shield construction method in the three-line parallel tunnel under the double track railway DYNAMIC LOADING OF DRIVING TRAIN ON BRIDGES that ensures constructing tunnel and railway operation safety.
To achieve these goals, the present invention adopts the three-dimensional finite element numerical simulation simulated test of sound mechanics, surface displacement, the tunnel structure internal force analyzed under the different construction propelling order working conditions change, railroad train vibrates the influence to three hole shield tunnels, and utilizes centrifuge modelling tests to be verified; According to above numerical simulation and centrifugal test, determined following technical scheme: the shield construction method of three-line parallel under-passing trunk railway tunnel includes following steps:
(1) selects the shield driving order
Utilize three-dimensional finite element that each sequence of construction and method are simulated, take from heavy stress field as primary stress field, adopt ANSYS software, D-P model, the surface displacement, the structural internal force that calculate under each sequence of construction working condition change, and select best shield driving order.The shield driving of selecting according to analog reslt is the tunnel of both sides of constructing one by one earlier in proper order, tunnel in the middle of the construction of back, the surface displacement of this sequence of construction working condition and structural internal force change minimum, and this sequence of construction also helps disposing the construction plant and reduces the disturbing influence number of times.
(2) reinforce railway bed
According to actual condition, set up three-dimensional continuous media FEM (finite element) model, analyze the influence of DYNAMIC LOADING OF DRIVING TRAIN ON BRIDGES to tunnel structure, according to the influence degree of dynamic stress, adopt different reinforcing indexs.Being subjected to dynamic stress influence degree height under the sleeper, takes second place in the track both sides, can adopt rotary churning pile with the reinforcing area piecemeal.Rotary churning pile can limit the diffusion of slurries on the one hand to guarantee consolidation effect, can cut off the pressure of the place ahead soil body in the shield tunnel progradation on the one hand, effectively controls tunnel deformation.
The concrete grammar of the reinforcing railway bed of being established is: before rail wear is constructed under the three-way shield tunnel, to wearing the safeguard measure that the Regional Rail roadbed takes the subregion to reinforce down, the circuit both sides are provided with the thick rotary jet strengthening of 4.2m district, every sidespin spray stabilization zone is that the mutual interlock of rotary churning pile of 1.2m forms by four row's diameters, and the interlock amount is 0.2m; Rotary churning pile plays reinforcing and partition and controlled deformation.Between the rotary jet strengthening district, both sides and outside roadbed delamination pour slurry reinforce.Be main stabilization zone in the scope between two row's rotary churning piles, grouting and reinforcing parameter request Ps 〉=1.0MPa; Rotary churning pile outside roadbed is a time stabilization zone, grouting and reinforcing parameter request Ps=1.0MPa; Main stabilization zone to the reinforcing of time stabilization zone requires to reduce gradually, forms transition on intensity and rigidity.
The delamination pour slurry technology of circuit bottom master's stabilization zone is taked following measure to the protection of rail track:
A adopts delamination pour slurry to reinforce, and floor height is 0.5~0.8m, implements the slip casting of first floor inclined hole, and the angle on injected hole and ground is 30 °, adopts compound slurry, shortens gelling time, with control grouting pressure and range of scatter, reduces the influence of slip casting to bedding;
After the slip casting of b first floor inclined hole is finished, carry out bottom deep layer grouting and reinforcing, grouting pressure and injection speed should be adjusted according to the monitored data of circuit distortion.
The transition region in the circuit outside should be carried out suitable grouting and reinforcing according to landform and surface buildings situation.
(3) strengthen reinforcement of segment
Can increase the ground load that tunnel structure bears during train operation, so the shield duct piece under the railway need be strengthened quantity of reinforcement.Adopt the load structural model, and the dynamic stress that obtains according to three-dimensional Cable Power Computation is as train load, internal force to single O-tube shield tunnel cross section calculates, and the load of being considered comprises strata pressure, hydrostatic pressure, soil body drag, dead load, ground load.By the arrangement of reinforcement strengthened scheme that calculates be: to railway below center line each side reinforced concrete segment (the totally 50 rings) arrangement of reinforcement in the scope of 30m strengthen, simultaneously steel fibre is mixed to strengthen its crack resistance in the section of jurisdiction (14 ring) of railway bed below.
Concrete method is: under the railway be center line each side the section of jurisdiction internal force of 5m is bigger, its quantity of reinforcement increases by 31%~44% than the design of standard location, for Moment of flexure in 5m~10m scope reduces 10%, and its quantity of reinforcement increases by 17.6% than the design of standard location, for The train dynamic load can be ignored the influence of shield structure internal force beyond the 15m, can adopt the quantity of reinforcement of standard location design.Be safety and arrangement of reinforcement requirement, the railway center line is the interior steel fiber concrete section of jurisdiction of adopting of scope of 6m each side, and the steel bar concrete section of jurisdiction is still adopted in other zones; Adopt the transition region of 24m outside the steel fiber concrete section of jurisdiction, the arrangement of reinforcement in the transition region increases by 17.6% than the design of standard location, for The quantity of reinforcement of the outer employing standard of transition region location design.
(4) rail wear tunneling shield construction under the three-line parallel
Because the difference of shield machine performance, before shield structure railroad crossing, should be according to certain test and data message, set the crossing construction parameter that is fit to this shield machine: the shield structure passes through to select suitable native storehouse pressure when advancing in advance, strict control correction amount to reduce the disturbance to the country rock soil body, is taked slip casting ancillary method in synchronous grouting and the hole, the soil body after the reinforcing disturbance is for back row tunneling shield construction provides advantage; When back row tunneling shield is constructed, by choosing suitable native storehouse pressure, fltting speed, grouting amount and correction amount reach the purpose that reduces first built tunnel influence, strict control synchronous grouting quality also takes the slip casting ancillary method to accelerate three-way tunnel soil solidifying speed and increase its intensity in the hole in, effectively controls particularly back built tunnel posterior settlement of three-way tunnel.
1. rationally set positive soil pressure: the native storehouse pressure in three-way tunnel is to hold the about 0.5mm of soil body slightly raised to be advisable in face of the excavation, and railway division soil pressure value is than high 15~25KPa before passing through;
2. strengthen synchronous grouting: consider to reduce the posterior settlement amount, tunnel, both sides every ring synchronous grouting amount is 2.5m in advance during railroad crossing as far as possible 3, slurry consistency is 9~10cm, back interline tunnel every ring synchronous grouting amount is 2.7m 3, slurry consistency is 9~11cm;
3. control driving speed: both sides tunneling shield driving speed is controlled at≤3cm/min in advance, and back interline tunneling shield driving speed is controlled at≤2cm/min, and to reduce traction and the disturbing influence to surrounding soil, the shield structure should tunnel continuously, avoids disorderly closedown;
4. strict control misalignment of axe: after every ring is pieced together well, in time measure shield structure and the deviation that becomes the endless tube sheet with the design axle center, tunnel, both sides correction amount≤3mm/ encircles in advance, back interline tunnel correction amount≤2mm/ ring, then according to gap situation around the measurement result of every ring and the section of jurisdiction, propelling to next ring of shield machine provides accurate foundation, and the elongation of jack is respectively distinguished in adjustment in time;
5. utilize pre-buried injected hole to carry out secondary grouting behind the wall: parallel section is set up the injected hole section of jurisdiction in three-way tunnel, 16 injected holes of every ring, before the row constructing tunnel of back, by the pre-buried injected hole in two tunnels finishing in advance the soil body is carried out grouting and reinforcing, reinforcing scope is 2m behind the wall of section of jurisdiction, to strengthen the soil strength around the tunnel, wait to reach after certain intensity just the construction back and go the tunnel; The every driving in back interline tunnel is finished 5 rings, in time by injected hole pre-buried in the tunnel soil body is carried out grouting and reinforcing; Behind shield structure railroad crossing,, carry out secondary grouting according to the posterior settlement situation; The slurries of secondary grouting are two slurries, and slurries consist of cement, water glass, slurry consistency 9~10cm, and slurry weight proportioning: water: cement: water glass is 1: 1.2~1.5: 0.05~0.1, grouting pressure 0.3MPa, grouting amount 0.3-0.5m 3, injection speed 10-15L/min;
(5) monitoring shield driving process
Wear the sedimentation that will inevitably cause the railway bedding in the process of heavy haul railway under the running tunnel, and pipelines such as the electric power of railway both sides, communication are brought certain influence.So must strengthen the control measurement in the work progress, make unit in charge of construction can in time adjust construction parameter, optimize job practices, to avoid jeopardizing the railways train operation operation safety.
Ground settlement monitoring: in the scope of running tunnel under-passing trunk railway both sides, face of land settlement observation section in 7 road is set, is parallel to shield structure direction of propulsion face of land settlement observation section in 9 road is set perpendicular to shield structure direction of propulsion.Adopt precision level that the monitoring point of arranging is monitored, monitoring range is preceding 20 rings of shield structure, back 30 rings.Before appearing, lays running tunnel shield structure the monitoring point; measure and average as initial value for 3 times; obtain stable test data; after appearing, the shield structure promptly begins monitoring; during the shield structure advances under the normal condition 2 times/day, 30~100 meters of construction areas are with far away finishing 1 time/week of section, after 1 month and the rate of settling be 1 time/month less than 3mm/ week monitoring frequency; can adjust monitoring frequency according to project situation in case of necessity, to satisfy the protection environment requirement.
Circuit settlement monitoring: before the shield structure advances, arrange earlier the deformation monitoring point on the ground.The horizontal settlement monitoring section in 3 roads (railway up-downgoing wire center respectively is provided with a section, and railway up and down is provided with a section between the line circuit) is set passing through the district; Steel deep settlement point is adopted in the settlement point position, and laterally monitoring point layout and monitoring frequency are identical with ground settlement on the monitoring section.
At built tunnel (ring plate) settlement monitoring: on the tube wall of tunnel direction of propulsion, lay the settlement monitoring point,, be periphery every 5 and establish settlement monitoring point, be periphery every 10 at other positions and establish settlement monitoring point in the 50 ring scopes of hole in the tunnel.The tunnel subsidence monitoring is carried out synchronously with the constructing tunnel process, and each monitoring range is new construction section 100 rings, has finished section 100 rings early stage.Monitoring frequency is: 1 time/week in the pressure surface 100m scope; Apart from pressure surface 100~200m scope 1 time/15 days; Beyond pressure surface 200m, finished the tunnel, continuous 2 these sedimentation<3mm, monitoring frequency is reduced to 1 time/month, otherwise 1 time/15 days; Once first aggregated(particle) structure was checked and accepted until the tunnel in one month behind the tunnel holing through.
Established tunnel deformation monitoring: established tunnel in the 30m behind 20m, the shield tail before the shield structure propelling otch is monitored, monitoring frequency 1 time/day will increase monitoring frequency, 2 times/day when the super warning of deformation values, in time adjust monitoring frequency according to the settling amount and the rate of settling, guarantee monitoring information accurately and timely.
Periphery deep layer soil monitoring: the 30m inner rim deep layer soil body behind 20m, the shield tail before the shield structure propelling otch is carried out monitoring sections such as soil body deep layer deviational survey, soil pressure, interstitial hydraulic pressure, delaminating deposition monitor, monitoring frequency 1 time/day, when the super warning of deformation values, to increase monitoring frequency, 2 times/day, in time adjust monitoring frequency according to the settling amount and the rate of settling, guarantee monitoring information accurately and timely.
Compared with prior art, the invention has the beneficial effects as follows: the present invention is by numerical analysis, centrifuge modelling tests, established centre tunnel behind the tunnel, first both sides construction propelling order, high-pressure rotary jet grouting pile cuts off and delamination pour slurry is reinforced ground stabilization scheme, strengthen reinforcement of segment, by high-frequency monitoring and feedback information, running train track deformation and displacement state have in time been grasped, strict control shield structure propulsive parameter, effectively control the distortion and the displacement of railway bed, guaranteed the safety of operation railway; Effectively reduce down the complex effects of first built tunnel of the section of wearing and back built tunnel, guaranteed the quality and the operation safety of shield tunnel under the railway.The present invention has not only guaranteed engineering construction quality and construction safety, and created good economic benefit for project, at least reduce engineering cost 2,000,000, in the shield driving work progress train do not slow down the jogging do not cut off traffic, do not influence the normal operation of railway, thereby reduce 3,600 ten thousand yuan of economic losses.
Description of drawings:
Fig. 1 is a process chart of the present invention.
The specific embodiment
The present invention is described in further detail below in conjunction with the specific embodiment.
Embodiment 1
Utilize three-dimensional finite element that each sequence of construction and method are simulated, the software of employing is large-scale Universal Finite Element software ANSYS, takes from heavy stress field as primary stress field, and excavation analog matrix expression formula is: { [K I-1]+[Δ K i] { Δ δ i}={ Δ F Ir}+{ Δ F Ia(i=1, M), wherein M is the construction stage sum, [K I-1] be the stiffness matrix of i-1 after the step, [Δ K i] be the increment or the decrement of the i step work progress soil body and the rigidity of structure; { Δ F IrServing as reasons to excavate discharges the border increment nodal forces array that produces; { Δ F IaIt is the nodal forces array that increases in the work progress.Calculate and adopt the D-P model, the horizontal 100m of computer capacity, vertical 50m, the top is taken to ground surface, axially is 72m along the tunnel.In the calculating, the elastic container unit is adopted in the section of jurisdiction, and ginseng unit such as space eight nodes are adopted on the stratum.Surface displacement, the structural internal force investigated under the following sequence of construction working condition change: 1 elder generation construction one side tunnel, the centre tunnel of constructing again, the opposite side tunnel of constructing at last; The 2 first tunnels, both sides of constructing one by one, the centre tunnel of constructing again; 3 elder generations construction centre tunnel, the tunnel, both sides of constructing again; The 4 first tunnels, both sides of constructing in the same way, the centre tunnel of constructing again; A 5 first side tunnel and the centre tunnels of constructing simultaneously, the opposite side tunnel of constructing again; The 6 first tunnels, both sides of constructing simultaneously, the centre tunnel of constructing again.In order to reduce influencing each other between the tunnel, except that operating mode 3 considered that construction compares in the same way, all the other all adopted the subtend construction.Numerical experiments result is shown in table 1, table 2:
The maximum protuberance and the sedimentation value (mm) on each operating mode face of land of table 1
From the maximum protuberance and the maximum settlement of each operating mode, operating mode 5 is relative unfavorable with operating mode 6, and not only the protuberance value produces obviously stack, and sedimentation value is also big, so the scheme of constructing simultaneously in two tunnels is bigger to the influence of ground settlement, when descending rail wear, should avoid the intersection under railway of shield structure.The difference of protuberance and sedimentation value is little under other operating modes of constructing one by one, and operating mode 2 is favourable relatively, and protuberance and sedimentation value are minimum, and therefore, from the control surface displacement, operating mode 2 is the tunnel, both sides of constructing one by one earlier, and the propelling order of the centre tunnel of constructing again is best.
First built tunnel is subjected to the internal force maximum changing value of back built tunnel construction infection under each operating mode of table 2
First built tunnel is subjected to maximum internal force and the changing value that the back built tunnel influences under each working condition, and operating mode 3 is the most unfavorable, and this is because when building centre tunnel earlier, after the tunnel, both sides built first built tunnel is had the cause that highly closely connects overlaying influence for twice.Rest working conditions difference is little, and quality is respectively arranged.
Comprehensive surface displacement and structural internal force, operating mode 2 has certain advantage, and from being beneficial to the construction plant configuration and reducing disturbing influence number of times aspect, operating mode 2 also is optimum in addition.Therefore selected shield driving is the tunnel, both sides of constructing earlier in proper order, back construction centre tunnel.
Embodiment 2
Adopt the method for numerical simulation and centrifugal test, determine detailed ground stabilization scheme and concrete auxiliary worker's method construction, the project of clear and definite monitoring measurement and frequency are controlled comprehensively and are optimized the shield-tunneling construction parameter.
Loss during the method simulation shield tunnel that adopts the water pocket notes to discharge water tunnels utilizes centrifuge modelling tests that the stratum consolidation that three hole shield tunnels closely connect under the construction is studied with the ground settlement of not reinforcing under the operating mode.Test divides two groups, and one group of strengthening stratum not is undisturbed soil, one group of strengthening stratum, reinforcing scope be about the tunnel, below the cuboid stratum of footpath, one times of hole to the scope of the face of land, strengthening stratum adopts 425 Portland cements and stratum to mix and stir, cement mixing content is 10%.Packed in the model casing in each layer soil and model tunnel into the loading height and the evenly compacting of every layer of strict control when banketing.The water pocket fills with water that the lining cutting model is outer, strict control injected water volume is imbedded assigned address with the tunnel lining model then, and lead and water pocket conduit are guided to outside the model casing.Sequence of construction is elder generation tunnel, reverse construction both sides simultaneously, the centre tunnel of constructing again.Close the Centrifuge Room armoured door behind the site clearing, strengthen centrifuge speed gradually to 100g, 1 hour (being equivalent to prototype 417 days) of continuous running, the dynamic acquisition centrifuge turns round 10 minutes (being equivalent to prototype 69 days), 1 hour data, result of the test is: 69 days maximum ground settlement was 26.09mm after the tunnel, both sides was finished during no stratum consolidation, 417 days accumulative total maximum settlement amount was 56.4mm after three tunnels were finished, 69 days maximum settlement amounts were 18.7mm after the tunnel, both sides was finished when stratum consolidation was arranged, 417 days accumulative total maximum settlement amount was 27.1mm after three tunnels were finished, there is the accumulative total maximum settlement value of stratum consolidation littler by 49%, shows that stratum consolidation can effectively reduce ground settlement than there not being when reinforcing.
Based on the safety measure of ground stabilization, slip casting effect is crucial.The intensity that the soil body needs reinforcement is relevant with the action intensity of train dynamic stress.According to actual condition, set up three-dimensional continuous media FEM (finite element) model, analyze the influence of DYNAMIC LOADING OF DRIVING TRAIN ON BRIDGES to tunnel structure, obtained the regularity of distribution of dynamic stress, and, adopted different reinforcing indexs according to the dynamic stress influence degree.The model width is got 100m, highly gets 50m, and step-length was 0.01s when calculating was got, and simulated time is 9s.Being subjected to dynamic stress influence degree height under the sleeper by calculating, takes second place in the track both sides, can adopt the scheme of rotary churning pile with the reinforcing area piecemeal.Rotary churning pile can limit the diffusion of slurries on the one hand to guarantee consolidation effect, can cut off the pressure of the place ahead soil body in the shield tunnel progradation on the one hand, effectively controls tunnel deformation.
Can increase the ground load that tunnel structure bears during train operation, so the shield duct piece under the railway need be strengthened quantity of reinforcement.Adopt the load structural model, and the dynamic stress that obtains according to three-dimensional Cable Power Computation is as train load, internal force to single O-tube shield tunnel cross section calculates, and the load of being considered comprises strata pressure, hydrostatic pressure, soil body drag, dead load, ground load.By the arrangement of reinforcement strengthened scheme that calculates be: the quantity of reinforcement that need increase when surrounding soil is not reinforced is relatively big, need increase by 44%~70% than former design; After the shield tunnel surrounding soil was reinforced, the quantity of reinforcement of section of jurisdiction increased by 31%~44% than the quantity of reinforcement of standard paragraphs design, be specially under the railway be center line each side the section of jurisdiction internal force of 5m is bigger, its quantity of reinforcement increases by 31%~44% than the design of standard location; Moment of flexure in 5m~10m scope reduces 10%, and quantity of reinforcement increases by 17.6% than the design of standard location; The train dynamic load can be ignored the influence of shield structure internal force beyond the 15m, can adopt the quantity of reinforcement of standard location design; Adopt the steel fiber concrete section of jurisdiction about the railway center line in the scope of two each 6m, the steel bar concrete section of jurisdiction is still adopted in other zones; Adopt the transition region of 24m outside the steel fiber concrete section of jurisdiction, the arrangement of reinforcement in the transition region increases by 17.6% than the design of standard location; The quantity of reinforcement of the outer employing standard of transition region location design.
According to above numerical simulation analysis and model testing, selected following construction parameter: the native storehouse pressure in three-way tunnel is to hold the about 0.5mm of soil body slightly raised to be advisable in face of the excavation; Strict control shield structure fltting speed, both sides tunneling shield driving speed is controlled at≤3cm/min in advance, and back interline tunneling shield driving speed is controlled at≤2cm/min; Strict control misalignment of axe, tunnel, both sides correction amount≤3mm/ encircles in advance, back interline tunnel correction amount≤2mm/ ring; Strengthen synchronous grouting tunnel, the both sides every ring synchronous grouting amount of going ahead of the rest and be 2.5m 3, slurry consistency is 9~10cm, back interline tunnel every ring synchronous grouting amount is 2.7m 3, slurry consistency is 9~11cm.And take effective monitoring measurement measure, make unit in charge of construction can in time adjust construction parameter.The monitoring measurement measure of being taked comprises ground settlement monitoring, circuit settlement monitoring, at built tunnel settlement monitoring, established tunnel deformation monitoring, peripheral deep layer soil monitoring.
Embodiment 3
The shield-tunneling construction that passes through two-way trunk railway tunnel area with certain three-line parallel tunnel is an example: wear the two-wire main line railway of the wide about 12m of roadbed under this project three-line parallel section, pass through place's shield structure vault apart from the not enough 8m of railway earthing, with the basic quadrature in tunnel.The method of shield-tunneling construction that this three-line parallel tunnel passes through the double track railway main line is as follows:
(1) select to have hinged balancing earth-pressure shielding machine, according to the tunnel, both sides of constructing one by one earlier, the scheme of back construction centre tunnel advances successively.The construction in three-way tunnel should be grown blanking time, to avoid the influence stack between the tunnel.
(2) before rail wear was constructed under the three-way shield tunnel, wearing Regional Rail circuit both sides was provided with thick rotary churning pile two rows of 4.2m down, the interior and outside roadbed delamination pour slurry reinforcing of scope between two row's rotary churning pile stakes.Between the rotary churning pile stake main stabilization zone, grouting and reinforcing parameter request Ps 〉=1.0MPa; Rotary churning pile outside roadbed is a time stabilization zone, grouting and reinforcing parameter request Ps=1.0MPa; Main stabilization zone to the reinforcing of time stabilization zone requires to reduce gradually, forms transition on intensity and rigidity.The rotary jet strengthening district is that the mutual interlock of rotary churning pile of 1.2m forms by four row's diameters, and the interlock amount is 0.2m.
Reinforcing technique requires: along the rotary churning pile strengthening construction of railway both sides, should control speed of application, to reduce the influence of construction corps's railway, the jet grouting pile construction phase must be guarded and monitor railway, adjust construction parameter according to testing result, and allow railway interests oneself that circuit is carried out timely maintenance.
The grouting process of circuit bottom master's stabilization zone is taked following measure to the protection of rail track:
A adopts delamination pour slurry to reinforce, and floor height is 0.5~0.8m, implements the slip casting of first floor inclined hole, and the angle on injected hole and ground is 30 °, adopts compound slurry, shortens gelling time, with control grouting pressure and range of scatter, reduces the influence of slip casting to bedding;
After the slip casting of b first floor inclined hole is finished, carry out bottom deep layer grouting and reinforcing, grouting pressure and injection speed should be adjusted according to the monitored data of circuit distortion.
(3) under the railway be center line each side the section of jurisdiction internal force of 5m is bigger, its quantity of reinforcement is Increase by 31%~44% than the design of standard location; Moment of flexure in 5m~10m scope reduces 10%, and quantity of reinforcement is Increase by 17.6% than the design of standard location; The train dynamic load can be ignored the influence of shield structure internal force beyond the 15m, can adopt the quantity of reinforcement of standard location design.Be safety and arrangement of reinforcement requirement, adopt the steel fiber concrete section of jurisdiction about the railway center line in the scope of two each 6m, the steel bar concrete section of jurisdiction is still adopted in other zones; Adopt the transition region of 24m outside the steel fiber concrete section of jurisdiction, the arrangement of reinforcement in the transition region is Increase by 17.6% than the design of standard location; The quantity of reinforcement of the outer employing standard of transition region location design.
(4) shield machine construction parameter control:
1. rationally set positive soil pressure: the native storehouse pressure in three-way tunnel is to hold the about 0.5mm of soil body slightly raised to be advisable in face of the excavation, and railway division soil pressure value is than high 15~25KPa before passing through;
2. strengthen synchronous grouting: consider to reduce the posterior settlement amount, tunnel, both sides every ring synchronous grouting amount is 2.5m in advance during railroad crossing as far as possible 3, slurry consistency is 9~10cm, back interline tunnel every ring synchronous grouting amount is 2.7m 3, slurry consistency is 9~11cm;
3. control driving speed: both sides tunneling shield driving speed is controlled at 2~2.5cm/min in advance, back interline tunneling shield driving speed is controlled at≤2cm/min, to reduce traction and the disturbing influence to surrounding soil, the shield structure should tunnel continuously, avoids disorderly closedown;
4. strict control misalignment of axe: after every ring is pieced together well, in time measure shield structure and the deviation that becomes the endless tube sheet with the design axle center, tunnel, both sides correction amount≤3mm/ encircles in advance, back interline tunnel correction amount≤2mm/ ring, then according to gap situation around the measurement result of every ring and the section of jurisdiction, propelling to next ring of shield machine provides accurate foundation, and the elongation of jack is respectively distinguished in adjustment in time;
5. utilize pre-buried injected hole to carry out secondary grouting behind the wall: to set up the injected hole section of jurisdiction in the three-line parallel section, every ring has 16 injected holes, before the row constructing tunnel of back, by the pre-buried injected hole in two tunnels finishing in advance the soil body is carried out grouting and reinforcing, reinforcing scope is 2m behind the wall of section of jurisdiction, strengthen the soil strength around the tunnel, wait to reach after certain intensity just the construction back and go the tunnel; The every driving in back interline tunnel is finished 5 rings, in time by injected hole pre-buried in the tunnel soil body is carried out grouting and reinforcing; Behind shield structure railroad crossing,, carry out secondary grouting according to the posterior settlement situation; The slurries of secondary grouting are two slurries, and slurries consist of cement, water glass, slurry consistency 9~10cm, and slurry weight proportioning: water: cement: water glass is 1: 1.2~1.5: 0.05~0.1, grouting pressure 0.3MPa, grouting amount 0.3-0.5m 3, injection speed 10-15L/min.
(5) monitoring measurement
1. monitor content:
Ground settlement: in the scope of shield tunnel under-passing trunk railway both sides, face of land settlement observation section in 7 road is set, adopts precision level that the monitoring point of arranging is monitored perpendicular to shield structure direction of propulsion.
Circuit sedimentation and direction skew: before the shield structure advances, arrange earlier the deformation monitoring point on the ground, the horizontal settlement monitoring section in 3 roads is set passing through the district, be that railway up-downgoing wire center respectively is provided with a section, railway is provided with a section between the line circuit up and down, steel deep settlement point is adopted in the settlement point position, and laterally the monitoring point is arranged identical with ground settlement on the monitoring section.
Deep layer soil body settlement monitoring: respectively arrange 4 deep soil body settlement observation points at curb place, the both sides of railroad crossing section, the settlement point bottom acts on the following soil body of roadbed basal plane, separates with the upper strata soil body.
Settlement monitoring in the tunnel: when the shield structure advances, on the good section of jurisdiction of assembly unit, arrange the tunnel subsidence observation point, in time understand the sedimentation after the tunnel advances so that take measure such as secondary grouting to prevent that tunnel subsidence from causing surface settlement, settlement point is arranged on the platform of section of jurisdiction arch bottom, point position symmetric arrangement, per 2 endless tube sheets are arranged one group in the railway influence basin.
The underground utilities monitoring: the pipeline monitoring is arranged a settlement observation point every 10m, and emphasis is to be positioned at the φ 700 cast iron gas pipes (buried depth 1.7m) that shield structure uplink top is parallel to line direction, and direct observation point is set as far as possible.
Soil pressure measurement between stratum-structure: shield duct piece is provided with measuring point under railway bed, and burying underground of earth pressure cell is before the section of jurisdiction applies between stratum and tunnel structure, installs after reinforcing cage is made again.Before installing, manometric original frequency to be tested, test result should be identical with the zero frequency of calibration scale, can install.Then with two φ 14 reinforcing bars of the reinforcing cage at the pressure from surrounding rock to be measured position outside (meeting native face) welding, then thereon with earth pressure gauge spot welding, with the fixation pressure box and make the pressure cell stress surface expose concrete surface after building slightly.
The tunnel segment structure reinforcement stresses measures: shield duct piece is provided with measuring point under railway bed, the original frequency of reinforcing bar meter is tested the line item of going forward side by side before welding.Reinforcing bar with the measuring point blocks then, the two ends of reinforcing bar meter is docked with former steel bar stress, and with the brachycephaly reinforcing bar reinforcing bar meter and former reinforcing bar are welded together.When welding, must carry out water cooling to the reinforcing bar meter.After welding is finished, whether correct with test instrumentation check original frequency once more, as correctly its installation being built.After deforming, the frequency change of the reinforcement stresses meter that is attached thereto by measurement is converted into the stress of reinforcing bar according to calibration curve or formula with it then.
The tunnel segment structure concrete stress measures: shield duct piece is provided with measuring point under railway bed, measures and write down initial reading before burying underground.Embedded strain gauge is pressed the outside of design attitude colligation at reinforcing bar, lead is caused in the steel pipe in the embedding section of jurisdiction, and then carry out concrete pouring construction.And write down reading once more.
Vibration: be subjected to duty under the train load percussion in order to investigate structure, selected following No. 54 sections of jurisdiction of circuit to be periphery and established sensor.Adopt acceleration transducer the vault position in C tunnel to be carried out the test of vertical acceleration.
2. monitoring frequency:
A roadbed both sides high-pressure rotary jet grouting pile is reinforced:
The grand heavy observation in ground: frequency 2 times/day, 6 days observation phases
The grand heavy observation of roadbed: frequency 4 times/day, 6 days observation phases
The grand heavy displacement observation of circuit: 1 time/2h of frequency, 6 days observation phases
The grand heavy observation of pipeline: frequency 4 times/day, 6 days observation phases
Deep layer soil body settlement monitoring: frequency 1 time/day
B master's stabilization zone delamination pour slurry is reinforced:
The grand heavy observation of roadbed: frequency 4 times/day, 35 days observation phases
The grand heavy displacement observation of circuit: 1 time/2h of frequency, 35 days observation phases
The grand heavy observation of pipeline: frequency 2 times/day, 35 days observation phases
Deep layer soil body settlement monitoring: frequency 1 time/day
C time the stabilization zone delamination pour slurry is reinforced:
The grand heavy observation in ground: frequency 2 times/day, 16 days observation phases
The grand heavy observation of pipeline: frequency 2 times/day, 16 days observation phases
The grand heavy observation in house: frequency 2 times/day, 16 days observation phases
Deep layer soil body settlement monitoring: frequency 1 time/day
D shield structure advances and passes through circuit:
Before shield head cuts roadbed apart from railway bed 25m place~shield is first, according to shield structure propelling construction influence basin, monitor corresponding observation point on the cross section when selecting every the independent mistake of shield machine railway, every this stage monitoring project of shield machine is as follows:
The grand heavy observation in ground: frequency 2 times/day, 3 days observation phases
The grand heavy observation of roadbed: frequency 2 times/day, 3 days observation phases
The grand heavy displacement observation of circuit: frequency 2 times/day, 3 days observation phases
Deep layer soil body settlement monitoring: frequency 1 time/day
Settlement monitoring in the tunnel: frequency 2 times/day, 3 days observation phases
The grand heavy observation of pipeline: frequency 2 times/day
The first incision of shield railway bed~shield tail is away from roadbed 5m, and this stage is the monitoring emphasis, and every this stage monitoring project of shield machine is as follows:
The grand heavy observation in ground: frequency 2 times/day, 4 days observation phases
The grand heavy observation of roadbed: 1 time/2h of frequency, 4 days observation phases
The grand heavy displacement observation of circuit: 1 time/2h of frequency, 4 days observation phases
Deep layer soil body settlement monitoring: frequency 1 time/day
Settlement monitoring in the tunnel: frequency 4 times/day, 4 days observation phases
The grand heavy observation of pipeline: frequency 2 times/day
Stress test point: frequency 2 times/day
Away from roadbed 25m scope, this stage is still mainly observed roadbed and circuit distortion situation to the shield tail away from roadbed 5m~shield tail, and until observation stable convergence, every this stage monitoring project of shield machine is as follows:
The grand heavy observation in ground: frequency 2 times/day, 2 days observation phases
The grand heavy observation of roadbed: frequency 4 times/day, 2 days observation phases; Frequency is reduced to 2 times/day, observes 3 days; If observation tends towards stability, the observation of then 1 time/week continues to finish after January
The grand heavy displacement observation of circuit: frequency 4 times/day, 2 days observation phases; Frequency is reduced to 2 times/day, observes 3 days; If observation tends towards stability, the observation of then 1 time/week continues to finish after January
During every shield machine railroad crossing, the deep layer soil body changes 4 of observation points, frequency 2 times/day, 8 days observation phases;
Settlement monitoring in the tunnel: frequency 2 times/day, 2 days observation phases.
The grand heavy observation of pipeline: frequency 2 times/day
Vibration and stress monitoring: frequency 2 times/day
By taking above measure, this project has overcome the technical barrier that complex effects that three-way small-clear-distance tunnel passes through the double track railway main line is brought, make ground settlement accumulative total settling amount be controlled at+10mm~-the 30mm scope within; Controlled the distortion in tunnel effectively, the accumulative total variable quantity of tunnel (ring plate) sedimentation, displacement is within ± 30mm scope, and accumulative total length of side variable quantity is within ± 20mm scope; Deep soil displacement body accumulative total peak discharge is within ± 30mm scope, delaminating deposition accumulative total peak discharge+10mm~-the 30mm scope within, ensured the safety in rail track and tunnel, realized that the three-line parallel tunnel successfully passes through the case history that train speed per hour is a 140km/h double track railway main line.

Claims (1)

1, a kind of shield construction method of three-line parallel under-passing trunk railway tunnel is characterized in that including following steps:
(1) selects the shield driving order
Utilize three-dimensional finite element that each sequence of construction and method are simulated, take from heavy stress field as primary stress field, adopt ANSYS software, D-P model, the surface displacement, the structural internal force that calculate under each sequence of construction working condition change, the shield driving of selecting according to analog reslt is the tunnel of the both sides of constructing one by one earlier, the tunnel in the middle of constructing in the back in proper order;
(2) reinforce railway bed
According to actual condition, set up three-dimensional continuous media FEM (finite element) model, analyze the influence of DYNAMIC LOADING OF DRIVING TRAIN ON BRIDGES to tunnel structure, influence degree according to dynamic stress, establishing the method for reinforcing railway bed is: before rail wear is constructed under the three-way shield tunnel, to wearing the safeguard measure that the Regional Rail roadbed takes the subregion to reinforce down, the circuit both sides are provided with the thick rotary jet strengthening of 4.2m district, every sidespin spray stabilization zone is that the mutual interlock of rotary churning pile of 1.2m forms by four row's diameters, the interlock amount is 0.2m, the technology that the inferior stabilization zone of main stabilization zone between the rotary jet strengthening district, both sides and outside roadbed thereof takes delamination pour slurry to reinforce, wherein main stabilization zone grouting and reinforcing parameter Ps 〉=1.0Mpa, inferior stabilization zone grouting and reinforcing parameter Ps=1.0Mpa, main stabilization zone to the reinforcing of time stabilization zone requires to reduce gradually, forms transition on intensity and rigidity;
Described delamination pour slurry reinforcement process is that inclined hole slip casting is adopted in layering, and the angle on injected hole and ground is 30 °, and floor height is 0.5~0.8m, adopts compound slurry, shortens gelling time, with control grouting pressure and range of scatter, reduces the influence of slip casting to bedding; After the slip casting of first floor inclined hole is finished, carry out bottom deep layer grouting and reinforcing, grouting pressure and injection speed should be adjusted according to the monitored data of circuit distortion;
(3) strengthen reinforcement of segment
Adopt the load structural model, and the dynamic stress that obtains according to three-dimensional Cable Power Computation is as train load, internal force to single O-tube shield tunnel cross section calculates, the arrangement of reinforcement strengthened scheme that obtains is: to railway below center line each side the reinforced concrete segment arrangement of reinforcement in the scope of 30m strengthen, simultaneously steel fibre is mixed to strengthen its crack resistance in the section of jurisdiction of railway bed below, concrete method is: be that each side the section of jurisdiction internal force of 5m is bigger for center line under the railway, its quantity of reinforcement increases by 31%~44% than the design of standard location, for Quantity of reinforcement in 5m~10m scope increases by 17.6% than the design of standard location, for Adopt the quantity of reinforcement of standard location design beyond the 15m; The railway center line is the interior steel fiber concrete section of jurisdiction of adopting of scope of 6m each side, and the steel bar concrete section of jurisdiction is still adopted in other zones, adopts the transition region of 24m outside the steel fiber concrete section of jurisdiction, and the arrangement of reinforcement in the transition region increases by 17.6% than the design of standard location, for The quantity of reinforcement of the outer employing standard of transition region location design;
(4) three-way tunneling shield construction
Before shield structure railroad crossing, according to certain test and data message, set the crossing construction parameter of shield machine, advance in proper order according to the parameter of setting:
1. rationally set positive soil pressure: the native storehouse pressure in three-way tunnel is for holding soil body protuberance 0.5mm in face of the excavation;
2. strengthen synchronous grouting: tunnel, both sides every ring synchronous grouting amount is 2.5m in advance during railroad crossing 3, slurry consistency is 9~10cm, back interline tunnel every ring synchronous grouting amount is 2.7m 3, slurry consistency is 9~11cm;
3. control driving speed: both sides tunneling shield driving speed is controlled at≤3cm/min in advance, and back interline tunneling shield driving speed is controlled at≤2cm/min;
4. control misalignment of axe: after every ring is pieced together well, in time measure shield structure and the deviation that becomes the endless tube sheet with the design axle center, tunnel, both sides correction amount≤3mm/ encircles in advance, back interline tunnel correction amount≤2mm/ ring, then according to gap situation around the measurement result of every ring and the section of jurisdiction, propelling to next ring of shield machine provides accurate foundation, and the elongation of jack is respectively distinguished in adjustment in time;
5. utilize pre-buried injected hole to carry out secondary grouting behind the wall: parallel section is set up the injected hole section of jurisdiction in three-way tunnel, 16 injected holes of every ring, before the row constructing tunnel of back, by the pre-buried injected hole in two tunnels finishing in advance the soil body is carried out grouting and reinforcing, reinforcing scope is 2m behind the wall of section of jurisdiction, to strengthen tunnel soil strength on every side, wait to reach after the design strength just construction back row tunnel, the every driving in back interline tunnel is finished 5 rings, in time by injected hole pre-buried in the tunnel soil body is carried out grouting and reinforcing, behind shield structure railroad crossing, according to the posterior settlement situation, carry out secondary grouting, the slurries of secondary grouting are two slurries, and slurries consist of cement, water glass, slurry consistency 9~10cm, slurry weight proportioning: water: cement: water glass is 1: 1.2~1.5: 0.05~0.1, grouting pressure 0.3Mpa, grouting amount 0.3-0.5m 3, injection speed 10-15L/min;
(5) monitoring shield driving process
Ground settlement monitoring: in the scope of running tunnel under-passing trunk railway both sides, perpendicular to shield structure direction of propulsion face of land settlement observation section in 7 road is set, be parallel to shield structure direction of propulsion face of land settlement observation section in 9 road is set, adopt precision level that the monitoring point of arranging is monitored, monitoring range is preceding 20 rings of shield structure, back 30 rings, after appearing, the shield structure promptly begins monitoring, during the shield structure advances under the normal condition 2 times/day, 30~100 meters of construction areas are with far away finishing 1 time/week of section, after 1 month and the rate of settling less than 3mm/ week monitoring frequency be 1 time/month, can adjust monitoring frequency according to project situation in case of necessity, to satisfy the protection environment requirement;
Circuit settlement monitoring: before the shield structure advances, arrange earlier the deformation monitoring point on the ground, the horizontal settlement monitoring section in 3 roads is set passing through the district, be that railway up-downgoing wire center respectively is provided with a section, railway is provided with a section between the line circuit up and down, steel deep settlement point is adopted in the settlement point position, and laterally monitoring point layout and monitoring frequency are identical with ground settlement on the monitoring section;
At built tunnel (ring plate) settlement monitoring: on the tube wall of tunnel direction of propulsion, lay the settlement monitoring point in the tunnel, in the 50 ring scopes of hole, be periphery every 5 and establish settlement monitoring point, be periphery every 10 at other positions and establish settlement monitoring point, the tunnel subsidence monitoring is carried out synchronously with the constructing tunnel process, each monitoring range is new construction section 100 rings, has finished section 100 rings early stage; Monitoring frequency is: 1 time/week in the pressure surface 100m scope, apart from pressure surface 100~200m scope 1 time/15 days, beyond pressure surface 200m, finished the tunnel, continuous 2 these sedimentation<3mm, monitoring frequency is reduced to 1 time/month, otherwise 1 time/15 days, once first aggregated(particle) structure was checked and accepted until the tunnel in one month behind the tunnel holing through;
The established tunnel deformation monitoring: established tunnel in the 30m behind 20m, the shield tail before the shield structure propelling otch is monitored, and monitoring frequency 1 time/day will increase monitoring frequency when the super warning of deformation values, 2 times/day, in time adjust monitoring frequency according to the settling amount and the rate of settling;
Periphery deep layer soil monitoring: the 30m inner rim deep layer soil body behind 20m, the shield tail before the shield structure propelling otch is carried out monitoring sections such as soil body deep layer deviational survey, soil pressure, interstitial hydraulic pressure, delaminating deposition monitor, monitoring frequency 1 time/day, when the super warning of deformation values, to increase monitoring frequency, 2 times/day, in time adjust monitoring frequency according to the settling amount and the rate of settling.
CN200710050138A 2007-09-28 2007-09-28 Shield construction method for three-line parallel under-passing trunk railway tunnel CN100580220C (en)

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