CN108062450B - Design method of ground settlement severe area in high-speed rail tunnel crossing area - Google Patents
Design method of ground settlement severe area in high-speed rail tunnel crossing area Download PDFInfo
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- CN108062450B CN108062450B CN201810003565.3A CN201810003565A CN108062450B CN 108062450 B CN108062450 B CN 108062450B CN 201810003565 A CN201810003565 A CN 201810003565A CN 108062450 B CN108062450 B CN 108062450B
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Abstract
The invention discloses a design method of a severe ground settlement area in a high-speed rail tunnel crossing area, which comprises the following steps of: obtaining a contour map and a longitudinal section map of the settlement rate of the tunnel along the years, obtaining the corrected average settlement rate V of the years, and determining the correction coefficient gamma of the total settlement amount of the N yearsNObtaining the settlement ratio xi of the formation area below the depth hhCalculating to obtain a settlement value of a predicted area of the tunnel in N years, and obtaining the maximum adjustment height delta H of the surface of the tunnel railNAnd determining the clearance size of the section of the tunnel. The invention provides a tunnel section design method under the conditions of ground settlement and tunnel settlement prediction, line longitudinal section fitting and differential settlement in a tunnel engineering area systematically for the first time, effectively solves the problem that long-distance linear underground engineering passes through serious settlement sections of the area and even settlement funnel areas, avoids the problems of tunnel diseases and invasion limits caused by area differential settlement, and truly realizes the hundred-year design of newly-built tunnel engineering.
Description
Technical Field
The invention belongs to the field of high-speed rail tunnel design, and particularly relates to a design method of a severe ground settlement area in a high-speed rail tunnel crossing area.
Background
High-speed rail, railway, urban tunnel and subway belong to linear engineering, and the stratum difference of each region in the crossing range is large, and the regional settlement characteristics are different. Tunnel engineering is mostly natural foundation, and the structure depends on the stratum, under the condition that is not disturbed by other factors in the external world, its settlement of many years is close with regional settlement trend. In recent years, the operating mileage of domestic railways and subways is increased sharply, and with the increase of operating years, the structural deformation of the tunnel is induced by regional differential settlement, so that the defects of tunnel invasion limit, cracking, breakage, water leakage and the like are increased, the operating maintenance cost is greatly increased, the comfort level of a train is influenced by partial lines, and the operating safety of the train is possibly endangered in severe cases.
At present, regional settlement has been studied at home and abroad to a certain extent, but most of the research results are concentrated on ground lines or overhead lines, the research results on the ground lines are less, and the adaptability of tunnel engineering to regional differential settlement within the design service life (100 years) and the corresponding method have no systematic research.
Therefore, it is necessary and urgent to systematically study the design method of the section with serious ground settlement and significant differential settlement in the tunnel engineering crossing region.
Disclosure of Invention
The invention is provided for solving the problems in the prior art, and aims to provide a design method of a severe ground settlement area in a high-speed rail tunnel crossing area.
The technical scheme of the invention is as follows: a design method for a severe ground settlement area in a high-speed rail tunnel crossing area comprises the following steps:
obtaining a contour map and a longitudinal section map of the settlement rate of the tunnel along the line
The method comprises the steps of collecting InSAR data in a certain time period along a tunnel, extracting deformation information by adopting a PS-InSAR method, carrying out vector splicing by adopting ArcGIS filtering processing abnormal points, and obtaining a historical settlement rate contour map and a settlement rate longitudinal section map along the tunnel.
(ii) obtaining a corrected annual average sedimentation rate V
And (3) on the basis of the step (i), correcting by adopting regional level point monitoring data, screening out ground settlement caused by peripheral external operation, and acquiring the corrected annual average settlement rate V.
(iii) determining the N-year total sedimentation correction factor gammaN
Carrying out settlement prediction according to the corrected annual average settlement rate, and determining the N-year total settlement correction coefficient gamma through the analysis of annual settlement dataN。
(iv) obtaining a settlement fraction xi of a formation area below the depth hh
Obtaining the contribution degree of different buried depth stratums in the region to the surface settlement of the region through the layered settlement monitoring data of the deep level points of the region, and further obtaining the settlement proportion xi of the stratum region below the depth hh。
(v) calculating and obtaining the settlement value of the predicted area of the tunnel in N years
The calculation is performed according to the following formula:
△Hn is total=ξh×γN×（V×N）
Wherein:
△Hn is totalPredicting the total settlement for the N-year tunnel;
ξhthe settlement proportion of the stratum area below the depth h;
γNthe total settlement correction coefficient is N years;
v is the corrected average sedimentation rate over years;
and N is the prediction age.
(vi) obtaining the maximum adjustment height Delta H of the tunnel track surfaceN
Superposing the predicted values of the settlement of the tunnel region for years based on the elevation of the vertical section rail surface of the initial tunnel line, fitting the vertical section of the line according to the line and slope adjusting principle of the line and the slope, and obtaining the maximum adjustment height delta H of the tunnel rail surfaceN。
(vii) determining the clearance size of the tunnel section
If the clearance size of the section of the tunnel does not meet the requirement, the maximum adjustment height of the rail surface is properly increased in the design stage, and the tunnel is ensured to meet the clearance requirement within the design service life range.
The period of time in step (i) is not less than five years.
And (vii) predicting tunnel settlement and rail surface maximum adjustment height in N =30 years, 60 years and 100 years respectively.
Within 30 years of the design service life of the contact network, the maximum adjustment height of the rail surface should be delta H30Less than or equal to delta H1, wherein delta H1 is the design reserved height.
Within 60 years of the design service life of the rail, the maximum adjustment height of the rail surface should be delta H60The height is less than or equal to the sum of delta H1 and delta H2, and the delta H2 is the optimized height of the flexible contact net to the rigid contact net.
Within 100 years of the design service life of the tunnel, the maximum adjustment height of the rail surface should be delta H100Less than the sum of the delta H1, the delta H2 and the delta H3, wherein the delta H3 is the optimized height of the track bed and the structure under the track.
When the tunnel section clearance size does not meet the requirements, the sizes of the delta H1, the delta H2 and the delta H3 are properly increased in the design stage.
The invention provides a tunnel section design method under the conditions of ground settlement and tunnel settlement prediction, line longitudinal section fitting and differential settlement in a tunnel engineering area systematically for the first time, effectively solves the problem that long-distance linear underground engineering passes through serious settlement sections of the area and even settlement funnel areas, avoids the problems of tunnel diseases and invasion limits caused by area differential settlement, and truly realizes the hundred-year design of newly-built tunnel engineering.
Drawings
FIG. 1 is an InSAR monitoring sedimentation rate contour plot in the present invention;
FIG. 2 is a longitudinal section diagram of the settling rate obtained by InSAR in the present invention;
FIG. 3 is a graph of the annual average settlement time at the leveling point of the present invention;
FIG. 4 is a plot of corrected sedimentation rate longitudinal sections in accordance with the present invention;
FIG. 5 is a schematic diagram of a surface subsidence horizon analysis according to the present invention;
FIG. 6 is a graph of the prediction of cumulative settlement of a tunnel in accordance with the present invention;
FIG. 7 is a schematic diagram of a line profile fitting according to the present invention;
fig. 8 is a schematic diagram of checking the clearance of the tunnel section in the present invention.
Detailed Description
The present invention is described in detail below with reference to the accompanying drawings and examples:
as shown in fig. 1 to 8, a method for designing a severe ground settlement zone in a high-speed rail tunnel crossing zone comprises the following steps:
obtaining a contour map and a longitudinal section map of the settlement rate of the tunnel along the line
The method comprises the steps of collecting InSAR data in a certain time period along a tunnel, extracting deformation information by adopting a PS-InSAR method, carrying out vector splicing by adopting ArcGIS filtering processing abnormal points, and obtaining a historical settlement rate contour map and a settlement rate longitudinal section map along the tunnel. As shown in fig. 1 and 2.
(ii) obtaining a corrected annual average sedimentation rate V
And (3) on the basis of the step (i), correcting by adopting regional level point monitoring data, screening out ground settlement caused by peripheral external operation, and acquiring the corrected annual average settlement rate V. As shown in fig. 3 and 4.
(iii) determining the N-year total sedimentation correction factor gammaN
Carrying out settlement prediction according to the corrected annual average settlement rate, and determining the N-year total settlement correction coefficient gamma through the analysis of annual settlement dataN。
And fitting the historical settlement data based on a specific algorithm, wherein the non-uniformity of the settlement rate and the mutual influence of settlement superposition are considered in prediction.
(iv) obtaining a settlement fraction xi of a formation area below the depth hh
The essence of ground settlement is the compression consolidation of unconsolidated strata, and because the stratum burial depth, parameters and effective stress change are different, ground settlement horizon analysis needs to be carried out.
Monitoring by regional deep level point layered settlementData, obtaining the contribution degree of different buried depth stratums of the area to the surface settlement of the area, and further obtaining the settlement ratio xi of the stratum area below the depth hh. As shown in fig. 5.
(v) calculating and obtaining the settlement value of the predicted area of the tunnel in N years
The calculation is performed according to the following formula:
△Hn is total=ξh×γN×（V×N）
Wherein:
△Hn is totalPredicting the total settlement for the N-year tunnel;
ξhthe settlement proportion of the stratum area below the depth h;
γNthe total settlement correction coefficient is N years;
v is the corrected average sedimentation rate over years;
and N is the prediction age. As shown in fig. 6.
(vi) obtaining the maximum adjustment height Delta H of the tunnel track surfaceN
Superposing the predicted values of the settlement of the tunnel region for years based on the elevation of the vertical section rail surface of the initial tunnel line, fitting the vertical section of the line according to the line and slope adjusting principle of the line and the slope, and obtaining the maximum adjustment height delta H of the tunnel rail surfaceN。
Said Δ HNAnd the difference value of the actual rail surface position after settlement of the superposition area and the rail surface position of the fitting longitudinal section is obtained. As shown in fig. 7.
(vii) determining the clearance size of the tunnel section
If the clearance size of the section of the tunnel does not meet the requirement, the maximum adjustment height of the rail surface is properly increased in the design stage, and the tunnel is ensured to meet the clearance requirement within the design service life range. As shown in fig. 8.
The period of time in step (i) is not less than five years.
And (vii) predicting tunnel settlement and rail surface maximum adjustment height in N =30 years, 60 years and 100 years respectively.
Within 30 years of the design service life of the contact network, the maximum adjustment height of the rail surface should be delta H30Δ H1 or less, whichAnd the middle delta H1 is a design reserved height.
Within 60 years of the design service life of the rail, the maximum adjustment height of the rail surface should be delta H60The height is less than or equal to the sum of delta H1 and delta H2, and the delta H2 is the optimized height of the flexible contact net to the rigid contact net.
Within 100 years of the design service life of the tunnel, the maximum adjustment height of the rail surface should be delta H100Less than the sum of the delta H1, the delta H2 and the delta H3, wherein the delta H3 is the optimized height of the track bed and the structure under the track.
When the tunnel section clearance size does not meet the requirements, the sizes of the delta H1, the delta H2 and the delta H3 are properly increased in the design stage.
The service life of the overhead line system is designed in N =30 years, the service life of the track is designed in N =60 years, and the service life of the tunnel is designed in N =100 years.
According to the method, InSAR data and leveling point monitoring data are taken as bases, the settlement and differential settlement of the area along the tunnel engineering are predicted, the line longitudinal section is fitted by combining the prediction result and the original design, the height of the rail surface caused by the differential settlement is vertically adjusted, and a corresponding tunnel section design method is provided.
The invention provides a tunnel section design method under the conditions of ground settlement and tunnel settlement prediction, line longitudinal section fitting and differential settlement in a tunnel engineering area systematically for the first time, effectively solves the problem that long-distance linear underground engineering passes through serious settlement sections of the area and even settlement funnel areas, avoids the problems of tunnel diseases and invasion limits caused by area differential settlement, and truly realizes the hundred-year design of newly-built tunnel engineering.
Claims (7)
1. A design method of a ground subsidence severe area in a high-speed rail tunnel crossing area is characterized by comprising the following steps: the method comprises the following steps:
obtaining a contour map and a longitudinal section map of the settlement rate of the tunnel along the line
Acquiring InSAR data in a certain time period along a tunnel, extracting deformation information by adopting a PS-InSAR method, performing vector splicing by adopting ArcGIS filtering processing abnormal points, and acquiring a historical settlement rate contour map and a settlement rate longitudinal section map along the tunnel;
(ii) obtaining a corrected annual average sedimentation rate V
On the basis of the step (i), correcting by adopting regional level point monitoring data, screening out ground settlement caused by peripheral external operation, and obtaining a corrected annual average settlement rate V;
(iii) determining the N-year total sedimentation correction factor gammaN
Carrying out settlement prediction according to the corrected annual average settlement rate, and determining the N-year total settlement correction coefficient gamma through the analysis of annual settlement dataN；
(iv) obtaining a settlement fraction xi of a formation area below the depth hh
Obtaining contribution degrees of different buried depth stratums to regional ground settlement through layered settlement monitoring data of regional deep level points, and further obtaining settlement proportion xi of stratum regions below depth hh；
(v) calculating and obtaining the settlement value of the predicted area of the tunnel in N years
The calculation is performed according to the following formula:
△Hn is total＝ξh×γN×(V×N)
Wherein:
△Hn is totalPredicting the total settlement for the N-year tunnel;
ξhthe settlement proportion of the stratum area below the depth h;
γNthe total settlement correction coefficient is N years;
v is the corrected average sedimentation rate over years;
n is the predicted age;
(vi) obtaining the maximum adjustment height Delta H of the tunnel track surfaceN
Superposing the predicted values of the settlement of the tunnel region for years based on the elevation of the vertical section rail surface of the initial tunnel line, fitting the vertical section of the line according to the line and slope adjusting principle of the line and the slope, and obtaining the maximum adjustment height delta H of the tunnel rail surfaceN；
(vii) determining the clearance size of the tunnel section
If the clearance size of the section of the tunnel does not meet the requirement, the maximum adjustment height of the rail surface is properly increased in the design stage, and the tunnel is ensured to meet the clearance requirement within the design service life range.
2. The method for designing a severe zone of surface subsidence in a high-speed railway tunnel-passing region according to claim 1, wherein: the period of time in step (i) is not less than five years.
3. The method for designing a severe zone of surface subsidence in a high-speed railway tunnel-passing region according to claim 1, wherein: in step (vii), tunnel settlement and rail surface maximum adjustment height of 30 years, 60 years and 100 years are respectively predicted.
4. The method for designing a severe zone of surface subsidence in a high-speed railway tunnel-passing region according to claim 3, wherein: within 30 years of the design service life of the contact network, the maximum adjustment height of the rail surface should be delta H30Less than or equal to delta H1, wherein delta H1 is the design reserved height.
5. The method for designing the severe ground subsidence area in the high-speed railway tunnel-passing area according to claim 4, wherein: within 60 years of the design service life of the rail, the maximum adjustment height of the rail surface should be delta H60The height is less than or equal to the sum of delta H1 and delta H2, and the delta H2 is the optimized height of the flexible contact net to the rigid contact net.
6. The method for designing the severe ground subsidence area in the high-speed railway tunnel-passing area according to claim 5, wherein: within 100 years of the design service life of the tunnel, the maximum adjustment height of the rail surface should be delta H100Less than the sum of the delta H1, the delta H2 and the delta H3, wherein the delta H3 is the optimized height of the track bed and the structure under the track.
7. The method for designing the severe ground subsidence area in the high-speed railway tunnel-passing area according to claim 6, wherein: when the clearance size of the section of the tunnel is not satisfied in the design service life of the tunnelWithin 100 years, the maximum adjustment height of the rail surface should be delta H100And when the height of the triangle H3 is less than the sum of the triangle H1, the triangle H2 and the triangle H3, and the triangle H1, the triangle H2 and the triangle H3 are properly increased in the design stage when the triangle H3 is the requirement of the optimized height of the track bed and the structure under the track.
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