CN109685268B - Safety evaluation method for influence of external operation on rail transit - Google Patents
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Abstract
The invention discloses a safety evaluation method for influence of external operation on rail transit, which comprises the following steps: obtaining continuous deformation resistance C of rail transit left Ultimate bearing capacity R lim Formulating a track traffic deformation control value C 0 Bearing capacity control value R 0 Determining a track traffic safety evaluation method, developing an influence evaluation determination protection scheme, and evaluating an influence predicted value C of external operation on track traffic f R is R f Acquiring a field monitoring measurement value C i R is R i And tracking and evaluating the use state of the rail transit by adopting a stage control technology. The invention provides the whole process evaluation method for the influence of the internal and external operation construction of the track traffic safety protection area on the track traffic for the first time systematically, and can comprehensively, safely and effectively evaluate the risk of the external operation and the operation state of the existing track traffic, thereby achieving the purpose of protecting the normal use and operation of the track traffic.
Description
Technical Field
The invention belongs to the field of rail traffic safety evaluation, and particularly relates to a safety evaluation method for influence of external operation on rail traffic.
Background
Along with the vigorous development of rail transit in China, subway stations and underground section tunnels in all large cities are continuously increased, and underground space is developed on a large scale, so that the number of projects adjacent to the external operation of the existing rail transit projects are promoted to blow out. In order to ensure the safety, comfort and durability of rail transit operation, it is an important and necessary task to evaluate the influence of external work on adjacent established projects, especially on operated projects.
The safety influence of external operation construction on the track traffic structure is accurately evaluated, so that guiding comments are provided for the external operation construction and the protection of the existing track traffic structure, and counter measures are taken in advance for dangerous parts, so that risks are avoided, and the safety evaluation work significance is great.
At present, protection of existing subways in China has been studied to a certain extent, but safety evaluation of influence on rail transit is limited to individual cases, and systematicness and universality are lacking. Therefore, systematic external work is necessary and urgent for a security assessment method of rail traffic influence.
Disclosure of Invention
The invention provides a safety evaluation method for influence of external operation on rail traffic, which aims to solve the problems existing in the prior art.
The technical scheme of the invention is as follows: a safety evaluation method for influence of external operation on rail transit comprises the following steps:
i, obtaining the continuous deformation resistance C of the rail transit left Ultimate bearing capacity R lim
Performing current situation investigation, detection and measurement on the rail transit, evaluating the current use situation of the rail transit based on the basic data, and inverting and determining the continuous deformation resistance C of the rail transit by adopting the limit state of the bearing capacity of the structural member and the normal use limit state method left Ultimate bearing capacity R lim 。
Ii, formulating a track traffic deformation control value C 0 Bearing capacity control value R 0
On the basis of the step i, combining with the rail traffic standard regulations, comprehensively considering and formulating a rail traffic deformation control value C 0 Bearing capacity control value R 0 。
Iii. Determining rail traffic safety assessment method
The safety evaluation of the external operation on the influence of the rail transit adopts theoretical analysis, engineering analogy, structural calculation and three-dimensional numerical simulation analysis methods, wherein the structural calculation and the three-dimensional numerical simulation analysis are used as main means of qualitative analysis and quantitative prediction.
Iv. Developing influence assessment to determine protection scheme
The optimal protection scheme is determined by carrying out influence evaluation analysis on the scheme without protection measures, single protection measures and combined protection measures, and comprehensively selecting the scheme from the angles of safety warp, economic and technical rationality, feasibility and the like.
V. evaluating the predicted value C of the influence of the external operation on the rail traffic f R is R f
According to the protection scheme determined in the step iv, predicting the influence of external operation on the rail traffic through three-dimensional numerical simulation analysis to obtain a predicted value C f R is R f ；
Vi, obtaining the on-site monitoring measurement value C i R is R i
During the construction of external operation, the site monitoring measurement value C is obtained through special monitoring measurement i R is R i 。
Vii. Tracking and evaluating the use state of the track traffic by adopting the stage control technology
Predicted value C determined by step v f R is R f And step vi, obtaining a field monitoring measurement value C i R is R i And (3) comparing and analyzing to master the difference between the field monitoring measurement value and the predicted value for guiding the next construction, and tracking the use state of the rail transit in real time through comparing and analyzing the control value determined in the step (ii) and the field monitoring measurement value obtained in the step (vi).
The external operation influences the track traffic including track traffic structures, tracks, equipment facilities, pipelines and other whole contents related to normal use and operation of the track traffic.
When the current condition of the rail transit in the step i is poor, pre-reinforcement and repair should be carried out before external operation construction.
Deformation control value C in step ii 0 Bearing capacity control value R 0 The following requirements should be met:
C 0 ＝MIN(K c ·C left ，C gauge )
R 0 ＝K R ·R lim
Wherein:
K C for the deformation reduction coefficient, comprehensively determining the reserved deformation amount of the subsequent external operation according to the track traffic current situation evaluation theory;
K R the bearing capacity reduction coefficient is determined according to the current use situation of the rail transit structure;
C gauge Is a control value required by the specification.
In step iii, an indoor model test method is adopted for determining the special condition that external operation possibly has great influence on rail traffic and the condition that similar successful engineering experience is not available at present.
Predicted value C in step v f R is R f The following requirements should be met:
C f ≤G·C 0
R f ≤R 0
wherein:
g is a monitoring and early warning coefficient, and is determined according to a monitoring and early warning mechanism, and is usually 0.8.
Predicted value C in step v f R is R f The extraction is preferably carried out according to the construction stage:
R f ＝R fi
wherein:
n is the number of construction stages of external operation
i is the i-th construction stage.
And step vi, monitoring and measuring the monitoring and measuring items aiming at the rail transit, and obtaining monitoring values of all stages.
In step vii, when the value C is monitored i Reaching or exceeding the early warning value G.C 0 Or R is i Reaching the control value R 0 And when the emergency response program is started, the adjustment control value and the protection scheme are reevaluated.
The invention provides the whole process evaluation method for the influence of the internal and external operation construction of the track traffic safety protection area on the track traffic for the first time systematically, and can comprehensively, safely and effectively evaluate the risk of the external operation and the operation state of the existing track traffic, thereby achieving the purpose of protecting the normal use and operation of the track traffic.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a plan view of a foundation pit engineering and subway section in the present invention;
FIG. 3 is a deformation curve of the monitoring value of the horizontal displacement of the interval in the first-stage foundation pit construction process;
FIG. 4 is a deformation curve of the monitoring value of the interval horizontal displacement in the construction process of the second-stage foundation pit;
fig. 5 is a layout of the third-stage foundation pit sub-bin of the present invention.
Detailed Description
The present invention will be described in detail below with reference to the drawings and examples:
as shown in fig. 1 to 5, a method for evaluating the influence of external operation on rail traffic, comprising the steps of:
i, obtaining the continuous deformation resistance C of the rail transit left Ultimate bearing capacity R lim
Performing current situation investigation, detection and measurement on the rail transit, evaluating the current use situation of the rail transit based on the basic data, and inverting and determining the rail transit relay by adopting the limit state of bearing capacity of the structural member and the normal use limit state methodResistance to deformation C left Ultimate bearing capacity R lim 。
Ii, formulating a track traffic deformation control value C 0 Bearing capacity control value R 0
On the basis of the step i, combining with the rail traffic standard regulations, comprehensively considering and formulating a rail traffic deformation control value C 0 Bearing capacity control value R 0 。
Iii. Determining rail traffic safety assessment method
The safety evaluation of the external operation on the influence of the rail transit adopts theoretical analysis, engineering analogy, structural calculation and three-dimensional numerical simulation analysis methods, wherein the structural calculation and the three-dimensional numerical simulation analysis are used as main means of qualitative analysis and quantitative prediction.
One or more evaluation methods can be used in the actual evaluation process for analytical demonstration.
Iv. Developing influence assessment to determine protection scheme
According to engineering characteristics of external operation and a transmission mode of influence on rail traffic, the influence trend of the external operation on the rail traffic is calculated and analyzed through no-measure, the protection effect of various measures is calculated and analyzed through single-measure, the comprehensive protection effect is obtained through combined measure calculation and analysis, and the optimal protection scheme is determined from comprehensive comparison and selection of the scheme in terms of safety, economic and technical rationality, feasibility and the like.
V. evaluating the predicted value C of the influence of the external operation on the rail traffic f R is R f
According to the protection scheme determined in the step iv, predicting the influence of external operation on the rail traffic through three-dimensional numerical simulation analysis to obtain a predicted value C f R is R f ；
Vi, obtaining the on-site monitoring measurement value C i R is R i
During the construction of external operation, the site monitoring measurement value C is obtained through special monitoring measurement i R is R i 。
Vii. Tracking and evaluating the use state of the track traffic by adopting the stage control technology
By step vPredicted value C of (2) f R is R f And step vi, obtaining a field monitoring measurement value C i R is R i And (3) comparing and analyzing to master the difference between the field monitoring measurement value and the predicted value for guiding the next construction, and tracking the use state of the rail transit in real time through comparing and analyzing the control value determined in the step (ii) and the field monitoring measurement value obtained in the step (vi).
Comparing and analyzing the predicted value determined in the step v with the monitoring measurement value obtained in the step vi, and determining that C i ≤C f And R is i ≤R f When C, construction can be continued according to normal conditions i ＞C f Or R is i ＞R f And when the construction monitoring value is not more than the predicted value, further analysis and construction guidance are needed to be given.
And (3) comparing and analyzing the control value determined in the step (ii) with the monitoring measurement value obtained in the step (vi), and tracking the use state of the rail transit in real time. When monitoring value C i Reaching or exceeding the early warning value G.C 0 Or R is i Reaching the control value R 0 And when the emergency response program is started, the adjustment control value and the protection scheme are reevaluated.
The external operation influences the track traffic including track traffic structures, tracks, equipment facilities, pipelines and other whole contents related to normal use and operation of the track traffic.
When the current condition of the rail transit in the step i is poor, pre-reinforcement and repair should be carried out before external operation construction.
Deformation control value C in step ii 0 Bearing capacity control value R 0 The following requirements should be met:
C 0 ＝MIN(K c ·C left ，C gauge )
R 0 ＝K R ·R lim
Wherein:
K C for the deformation reduction coefficient, comprehensively determining the reserved deformation amount of the subsequent external operation according to the track traffic current situation evaluation theory;
K R for bearing capacity reduction coefficient according to rail trafficDetermining the current use situation of the structure;
C gauge Is a control value required by the specification.
In step iii, an indoor model test method is adopted for determining the special condition that external operation possibly has great influence on rail traffic and the condition that similar successful engineering experience is not available at present.
Predicted value C in step v f R is R f The following requirements should be met:
C f ≤G·C 0
R f ≤R 0
wherein:
g is a monitoring and early warning coefficient, and is determined according to a monitoring and early warning mechanism, and is usually 0.8.
Predicted value C in step v f R is R f The extraction is preferably carried out according to the construction stage:
R f ＝R fi
wherein:
n is the number of construction stages of external operation
i is the i-th construction stage.
And step vi, monitoring and measuring the monitoring and measuring items aiming at the rail transit, and obtaining monitoring values of all stages.
In step vii, when the value C is monitored i Reaching or exceeding the early warning value G.C 0 Or R is i Reaching the control value R 0 And when the emergency response program is started, the adjustment control value and the protection scheme are reevaluated.
The current situation investigation comprises, but is not limited to, the design, construction, completion, overhaul and special maintenance of the rail transit, disease investigation and other data; the content of detection and monitoring includes but is not limited to the track state, limit, profile section, structure related performance and the like of the track traffic, and when the current use condition of the track traffic is poor, pre-reinforcement should be performed before external operation construction.
Example 1
I, externally working is foundation pit engineering adjacent to a subway shield tunnel, as shown in fig. 2, the whole foundation pit is constructed in three stages, analysis is carried out according to the three stages, and C fn (n=1, 2, 3) represents the predicted deformation value of the time zone structure when pouring of the foundation pit bottom plate in the nth stage is completed, C in (n=1, 2, 3) represents the structural monitoring deformation value when the casting of the foundation pit bottom plate in the nth stage is completed.
The subway section within the influence range of external operation is investigated, detected and measured under the condition that the operation time of the section is short and the structural state is good, so C is determined left ＝C 0 ，R lim ＝R 0 ；
Ii. Determining C according to the relevant specification and combining with local engineering experience 0 The following table
| Control item | Cumulative value (mm) | Rate of change (mm/d) |
| Horizontal displacement of shield section | 10 | 0.5 |
And iii, comprehensively considering the complex condition of external operation, and determining to adopt three-dimensional numerical simulation analysis as a main evaluation means.
And iv, before construction, burying a micro-disturbance grouting pipe in advance between the foundation pit and the section in the third period to serve as an emergency measure, and determining whether grouting is performed according to the stage control effect in the construction process.
V. predicting the influence value of foundation pit construction on interval deformation through three-dimensional numerical simulation analysis, as shown in the following table
Vi. Monitoring the deformation value of the section in the foundation pit construction process. The earth excavation is started in the first-stage foundation pit 5 months in 2014, pouring of the foundation plate is completed in the period from the 2 months in 2015, and the deformation curve of the horizontal displacement monitoring value in the period is shown in fig. 3; and excavating earthwork in the second-stage foundation pit at the period of 4 months in 2015 until the pouring of the foundation plate is completed in the period of 9 months in 2015, wherein the deformation curve of the horizontal displacement monitoring value of the interval is shown in fig. 4.
ⅶ.C i1 ＜C f1 Meets the requirements of the stage control technology, and can continue the construction of the next stage according to the normal conditions. C (C) i2 ＞C f2 The maximum value is about 8.97mm, and engineering measures are needed according to the stage control technology, wherein the engineering measures are as follows:
a. and grouting by adopting a pre-buried sleeve valve pipe before the excavation of the foundation pit in the third period.
b. The third-stage foundation pit is excavated by dividing bins through underground continuous walls (plain concrete), as shown in fig. 5.
And viii, carrying out three-dimensional numerical simulation analysis again according to the adopted engineering strengthening measures to predict the influence of three-phase construction on the deformation of the interval structure. In 2015, 7 months to 8 months, the interval horizontal displacement is greatly changed due to other factors, and the influencing factors cannot be calculated by numerical simulation. Therefore, the safety of the subsequent construction of the foundation pit can be evaluated by adopting differential value calculation (current displacement zero clearing and new displacement calculation of the subsequent construction step) on the basis of the current situation. According to three-dimensional numerical simulation calculation, the horizontal displacement of an interval is reduced by 2.53mm by adopting a perturbation grouting pipe grouting measure before three-stage foundation pit excavation, the newly increased displacement is continued to be excavated by 1.46mm after a partition wall is adopted, the final predicted value is 8.97-2.53+1.46=7.9 mm, and the requirement of C is met f ＜G·C 0 . After the final construction is completed, the interval level positionAnd the monitoring value is 7.78mm, the evaluation requirement is met, and the evaluation is finished.
The invention prepares the deformation and bearing capacity control value of the track traffic based on the current situation investigation, detection and measurement results of the track traffic, predicts the influence value of external operation on the track traffic by a proper evaluation method, combines the prediction result, the control value and the monitoring value, adopts a stage control technology to track and evaluate the use state of the track traffic, and achieves the aim of protecting the track traffic.
The invention provides the whole process evaluation method for the influence of the internal and external operation construction of the track traffic safety protection area on the track traffic for the first time systematically, and can comprehensively, safely and effectively evaluate the risk of the external operation and the operation state of the existing track traffic, thereby achieving the purpose of protecting the normal use and operation of the track traffic.
Claims (8)
1. A safety evaluation method for influence of external operation on rail transit is characterized in that: the method comprises the following steps:
acquiring continuous deformation resistance Cleft and ultimate bearing capacity Rlim of rail transit
Based on basic data for carrying out current situation investigation, detection and measurement on the rail transit, the current situation of use of the rail transit is estimated, and the continuous deformation resistance Cleft and the ultimate bearing capacity Rlim of the rail transit are determined by inversion of a structural member bearing capacity limit state and normal use limit state method;
(ii) formulating a track traffic deformation control value C0 and a bearing capacity control value R0
On the basis of the step (i), combining with a rail traffic standard rule, comprehensively considering and formulating a rail traffic deformation control value C0 and a bearing capacity control value R0;
(iii) determining a rail transit safety assessment method
The safety evaluation of the influence of external operation on the rail transit adopts theoretical analysis, engineering analogy, structural calculation and three-dimensional numerical simulation analysis methods, wherein the structural calculation and the three-dimensional numerical simulation analysis are taken as means of qualitative analysis and quantitative prediction;
(iv) performing influence assessment to determine a protection scheme
The optimal protection scheme is determined by carrying out influence evaluation analysis on the scheme without protection measures, single protection measures and combined protection measures from the aspects of safety, economic and technical rationality and implementation performance of the scheme;
(v) evaluating the predicted impact Cf and the predicted impact Rf of the external work on the track traffic
According to the protection scheme determined in the step (iv), predicting the influence of external operation on the track traffic through three-dimensional numerical simulation analysis to obtain an influence predicted value Cf and an influence predicted value Rf;
(vi) obtaining in-situ monitoring measurement values Ci and Ri
During external operation construction, a site monitoring measurement value Ci and a site monitoring measurement value Ri are obtained through special monitoring measurement, wherein the site monitoring measurement value Ci represents a control value of a deformation control value C0, and the site monitoring measurement value Ri represents a control value of a bearing capacity control value R0;
(vii) tracking and evaluating the usage status of rail traffic by using a phase control technique
The difference between the field monitoring measurement value and the predicted value is mastered through the comparative analysis of the influence predicted value Cf and the influence predicted value Rf determined in the step (v) and the field monitoring measurement value Ci and the field monitoring measurement value Ri obtained in the step (vi) for guiding the next construction, and the use state of the rail traffic is tracked in real time through the comparative analysis of the control value determined in the step (ii) and the field monitoring measurement value obtained in the step (vi);
in the step (vii), when the on-site monitoring measurement value Ci reaches or exceeds the early warning value G.C0 or the on-site monitoring measurement value Ri reaches the bearing capacity control value R0, an emergency response program is started, and the control value and the protection scheme are re-evaluated and adjusted; g is a monitoring and early warning coefficient, C0 is a deformation control value, and specifically:
ci1 is less than Cf1, meets the requirements of a stage control technology, and continues the construction of the next stage according to normal conditions; ci1 represents a structural monitoring deformation value when pouring of the foundation pit bottom plate in the 1 st period is completed, and Cf1 represents a structural prediction deformation value when pouring of the foundation pit bottom plate in the 1 st period is completed;
ci2 is larger than Cf2, the maximum value is 8.97mm, ci2 represents the structural monitoring deformation value when pouring of the foundation pit bottom plate in the 2 nd stage is completed, cf2 represents the structural prediction deformation value when pouring of the foundation pit bottom plate in the 2 nd stage is completed according to the stage control technology; engineering measures are adopted:
a. grouting is carried out by adopting a sleeve valve pipe which is buried in advance before the foundation pit is excavated in the third period;
b. the foundation pit in the third period is excavated by dividing bins through an underground continuous wall;
(viii) according to the adopted engineering strengthening measures, carrying out three-dimensional numerical simulation analysis again to predict the influence of three-phase construction on the deformation of the interval structure; according to three-dimensional numerical simulation calculation, the horizontal displacement of the section is reduced by adopting a perturbation grouting pipe grouting measure before the three-stage foundation pit excavation, and the newly-increased displacement is continuously excavated after the partition wall is connected, so that the deformation value of the section structure of the three-stage construction is predicted, and the influence predicted value Cf is less than G.C0; and after the final construction is finished, the evaluation is finished.
2. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: the influence of external operations on the rail transit includes the influence of the rail transit structure, the rail, equipment facilities and pipelines.
3. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: and (3) when the current condition of the rail transit in the step (i) is poor, pre-reinforcing and repairing are carried out before external operation construction.
4. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: in step (ii), the deformation control value C0 and the bearing capacity control value R0 satisfy the following requirements:
C0＝MIN(Kc·Cleft，C)
R0＝KR·Rlim
wherein:
kc is a deformation reduction coefficient, and the reserved deformation of the subsequent external operation is comprehensively determined according to the track traffic current situation evaluation theory;
KR is a bearing capacity reduction coefficient and is determined according to the current use situation of the rail transit structure;
c is the control value required by the specification.
5. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: in the step (iii), an indoor model test method is adopted for determining the special condition of the external operation on the rail traffic and no successful engineering experience at present.
6. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: in step (v), the influence prediction value Cf and the influence prediction value Rf satisfy the following requirements:
Cf≤G·C0
Rf≤R0
g is a monitoring and early warning coefficient, and 0.8 is taken according to the monitoring and early warning mechanism.
7. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: in the step (v), the influence predicted value Cf and the influence predicted value Rf are extracted according to the construction stage:
Rf＝Rfi
n is the number of construction stages of external operation
i is the i-th construction stage.
8. The method for evaluating the safety of the influence of an external operation on the rail transit according to claim 1, wherein: and (5) monitoring and measuring in the step (vi) aiming at monitoring and measuring items of rail transit, and acquiring monitoring values of all stages.
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| CN103978996A (en) * | 2014-05-15 | 2014-08-13 | 南京理工大学 | High speed railway environmental information collection, assessment and early warning device and method |
| CN106547986A (en) * | 2016-11-08 | 2017-03-29 | 苏州大学 | A kind of tunnel soil pressure load computational methods |
| CN108153985A (en) * | 2017-12-28 | 2018-06-12 | 中化地质郑州岩土工程有限公司 | A kind of rail traffic geotechnical engineering 3 D intelligent information system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103978996A (en) * | 2014-05-15 | 2014-08-13 | 南京理工大学 | High speed railway environmental information collection, assessment and early warning device and method |
| CN106547986A (en) * | 2016-11-08 | 2017-03-29 | 苏州大学 | A kind of tunnel soil pressure load computational methods |
| CN108153985A (en) * | 2017-12-28 | 2018-06-12 | 中化地质郑州岩土工程有限公司 | A kind of rail traffic geotechnical engineering 3 D intelligent information system |
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