CN113221399B - Decision method for dividing scheme of railway tunnel fabricated lining components - Google Patents
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- E—FIXED CONSTRUCTIONS
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- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
- E21D11/04—Lining with building materials
- E21D11/08—Lining with building materials with preformed concrete slabs
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Abstract
The invention discloses a decision method for a railway tunnel assembly type lining component division scheme, and a calculation model is established and solved. Extracting an objective function and a calculation result; the duct piece member division scheme based on the analytic hierarchy process is optimized; the component division of the tunnel fabricated lining belongs to a decision problem of multiple target elements and has layered staggered evaluation indexes, and the target value is difficult to describe only qualitatively or quantitatively. The invention carries out the blocking of the alternative division scheme according to the concept of the zero moment point, then comprehensively considers the decision factors such as structural safety, waterproof engineering difficulty, construction feasibility, economic rationality and the like, calculates the weight of each alternative division scheme by using a hierarchical analysis method to determine the priority thereof, can more accurately and scientifically carry out the decision on the division scheme of the railway tunnel assembly lining member, and can provide reference for the design process of the railway tunnel assembly lining structure.
Description
Technical Field
The invention relates to the field of railway tunnel construction, in particular to a method for deciding a division scheme of tunnel assembly type lining components by adopting prefabricated segments for secondary lining based on an analytic hierarchy process.
Background
Along with the rapid development of railway construction in China, the construction climax is achieved at present, and the railway construction in China achieves the achievement of great attention. With the rapid increase of railway construction and operation mileage and the increase of tunnel ratio caused by the improvement of line requirements and standards, the construction of railway tunnels is unprecedented.
According to incomplete statistics, most mountain tunnel projects (more than 99%) in China are constructed by adopting a mining method and adopting a composite lining support type. Because of complex process and poor quality controllability, the problems of lining block dropping, secondary lining concrete extrusion cracking, water leakage and the like of part of lines are caused, so that great potential safety hazards are brought to normal operation of railways, maintenance and repair are difficult, and the cost is high.
Compared with the traditional cast-in-situ composite lining, the prefabricated assembled lining has the advantages of reliable quality, high construction speed, labor saving, green construction and the like, and has very wide development and application prospects. In the design theory of tunnel fabricated lining, selecting a reasonable partitioning scheme is one of important contents in the structural design process. However, most of the current researches on tunnel fabricated lining blocking schemes are qualitative or quantitative analyses according to the results of finite element analyses, and systematic analyses combining qualitative and quantitative analyses of the problems are seldom studied.
When the decision of the railway tunnel assembly type lining component dividing scheme is carried out, the factors such as structural safety, installation and construction operability, economic rationality and the like are comprehensively considered, and because the constraint factors are more, the optimal dividing scheme is difficult to obtain only through single qualitative or quantitative analysis, so that the decision method for the scientific component dividing scheme for systematically coordinating the constraint factors is a problem to be solved urgently. The analytic hierarchy process is relatively suitable for target systems with hierarchical staggered evaluation indexes, and the target values are difficult to quantitatively or qualitatively describe decision-making problems. Therefore, the railway tunnel fabricated lining dividing scheme is systematically optimized by using an analytic hierarchy process, so that the safety performance, the waterproof performance, the construction feasibility and the economic rationality of the railway tunnel employing fabricated lining can be fundamentally improved.
Disclosure of Invention
Aiming at the problems that the conventional railway tunnel fabricated lining segment division scheme decision is only subjected to qualitative or quantitative analysis according to a numerical analysis result, and the obtained result is poor in precision and doubtful in rationality, the invention aims to provide a railway tunnel fabricated lining division scheme decision method based on a hierarchical analysis method, aims to comprehensively consider key index factors such as structural reliability, joint waterproof engineering difficulty, construction feasibility and economic rationality, and the like, establishes a hierarchical structure model of a segment division scheme, and optimizes each alternative block scheme by calculating the weight of each scheme.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows: a railway tunnel fabricated lining dividing scheme decision method based on analytic hierarchy process comprises the following steps:
(1) And (5) establishing and solving a calculation model.
Extracting physical and mechanical parameters of surrounding rock where the tunnel of the calculation object is located according to engineering geological investigation results; determining the section shape of the tunnel adopting the fabricated lining and the size and material of the lining segment according to engineering experience analogy, tunnel planning design requirements and the like; establishing a grid model by adopting finite element software, and calculating the integral lining internal force condition under the condition of no blocking; alternative dividing schemes are provided according to factors such as the position of positive and negative bending moment turning points (zero bending moment points) of the tunnel section, the number of the divided blocks, the weight of the single segment and the like; and establishing an assembled lining numerical model under each division scheme by adopting numerical simulation software, and simulating the internal force condition of the tunnel assembled lining structure under each divided alternative scheme.
(2) Objective function and calculation result extraction
According to the requirements of the standard requirements on the safety of the railway tunnel structure, the difficulty level of joint waterproof engineering, the construction feasibility and the economic rationality, 5 optimized objective functions including the minimum safety coefficient of the structure, the maximum vault settlement, the number of joints, the maximum weight of a single duct piece and the number of duct piece components are provided, and according to the statistical result and the numerical simulation result, the objective function value under each alternative division scheme is obtained.
(3) Duct piece member division scheme based on analytic hierarchy process is preferable
The analytic hierarchy process mainly comprises the following steps: establishing a hierarchical structure model, constructing a judgment (pair comparison) matrix, ordering a hierarchy list and checking consistency thereof, and checking the total hierarchy order and consistency thereof.
Specifically, the calculation model establishment and solution comprises the following steps,
s1.1 determining physical and mechanical parameters and calculating surrounding rock pressure
And determining physical and mechanical parameters of the rock and soil body according to the geological conditions of the rock and soil body where the tunnel is positioned. And determining the section shape of the tunnel adopting the fabricated lining and the lining segment material and size by combining the provided standard section diagram of the railway tunnel and engineering experience analogy.
Firstly, dividing deep burial and shallow burial according to an empirical formula in the existing railway tunnel design specification, distinguishing the deep burial tunnel from the shallow burial tunnel by a limit burial depth, wherein when the actual burial depth is larger than the limit burial depth, the tunnel is a deep burial tunnel, and when the actual burial depth is smaller than the limit burial depth, the tunnel is a shallow burial tunnel. In the concrete calculation process, firstly calculating the equivalent load height of surrounding rock, and limiting the burial depth according to the equivalent load height h a Is determined by 2-2.5 times, and has the following calculation formula:
h a ＝0.45×2 S-i ω (1)
ω＝1+i(B-5) (2)
wherein: h is a a The equivalent load height is equal to the surrounding rock grade; omega is the width influence coefficient; b is the tunnel width (m); i is the rate of increase and decrease of the surrounding rock pressure per 1m increase and decrease of B, i=0.2 when B < 5m, and i=0.1 when B > 5 m.
The calculation formula of the vertical surrounding rock pressure of the deep buried tunnel is as follows:
q＝γh a (3)
wherein: q is the standard value (kPa) of the vertical surrounding rock pressure of the deep-buried tunnel; gamma is the surrounding rock weight (kN/m) 3 )。
The lateral surrounding rock pressure calculation of the deep-buried tunnel adopts the lateral pressure coefficient specified by the vertical surrounding rock multiplication standard (railway tunnel design standard) of the deep-buried tunnel. The calculation method of the surrounding rock pressure of the shallow tunnel is consistent with that of the deep tunnel, and the vertical surrounding rock pressure and the lateral surrounding rock pressure are calculated according to the method specified by the standard (railway tunnel design standard).
S1.2 alternative segment partitioning scheme determination
According to the physical and mechanical parameter values of the rock-soil body and the lining segment material, the tunnel section shape, the size of the lining segment and the surrounding rock pressure data in the step S1.1, substituting the physical and mechanical parameter values, the tunnel section shape, the size of the lining segment and the surrounding rock pressure data into Midas GTS software, establishing a two-dimensional load-structure model, dividing grids, and then carrying out internal force calculation of the integral lining structure without blocking, so that the axial force, bending moment, shearing force, deformation value and other data of the assembled lining structure can be obtained.
And providing a plurality of alternative duct piece member division schemes according to the position of positive and negative bending moment turning points (zero bending moment points), the number of blocks, the weight of a single duct piece and other factors in the integral lining internal force calculation result.
S1.3 numerical calculation condition determination
And determining each calculation working condition according to the physical and mechanical parameter values of the rock-soil body and the lining segment material in the step S1.1 and the alternative segment component dividing scheme in the step S1.2.
And selecting a beam-spring model from the numerical model to simulate the assembled lining structure, namely adopting a beam unit to simulate lining segments, and adopting a spring unit with rotary stiffness to simulate joint effects between segments.
S1.4 model grid partitioning and computational solution
Aiming at the railway tunnel adopting the fabricated lining, a two-dimensional load-structure model is established by utilizing Midas GTS software, the model mesh division is carried out according to the actual situation, and the internal force condition of the fabricated lining structure under each alternative block scheme is calculated and solved.
The objective function and calculation result extraction includes the steps of,
s2.1 definition and calculation of minimum safety coefficient
1) Definition of minimum safety factor
According to the safety coefficient calculation formula in the railway tunnel design specification TB10003-2016, the calculation result of numerical simulation software in the step S1.4 is combined, and the minimum value of the safety coefficient is taken as the minimum safety coefficient of the scheme after the safety coefficient of the full section of the tunnel in the component division scheme is calculated.
2) Calculation of minimum safety factor
According to the safety coefficient calculation formula of the control of compressive strength of plain concrete and the center of rectangular section of masonry and eccentric compression member in the railway tunnel design specification TB10003-2016, the calculation formula is as follows:
wherein: k is a safety coefficient; n is the axial force (MN); r is R a Compressive ultimate strength (MPa) for concrete or masonry; b is the width (m) of the cross section; h is the thickness (m) of the cross section;for the longitudinal bending coefficient of the member, for tunnel lining, it is preferable thate 0 Is the eccentricity (m); m is bending moment (MN.m).
The calculation formula of the safety coefficient of the plain concrete and masonry rectangular section center and the eccentric compression member according to the tensile strength control is as follows:
wherein: r is R 1 The tensile ultimate strength (MPa) of the concrete is the same as the other symbols.
When e 0 When the pressure is less than or equal to 0.20h, calculating a safety coefficient according to the control of the compressive strength, namely calculating according to a formula (4); and otherwise, calculating the safety coefficient according to the tensile strength control, namely calculating according to the formula (7).
And after the full-section safety coefficient of the tunnel under a certain component division scheme is calculated, taking the minimum value of the full-section safety coefficient as the minimum safety coefficient of the scheme.
S2.2 maximum vault settlement
And (3) carrying out internal force calculation on the assembled lining numerical model by adopting finite element software Midas GTS, so that the deformation of each part of the structure can be obtained at the same time, and taking the vertical maximum deformation of the tunnel vault part as the maximum vault settlement value.
S2.3 objective function
And obtaining each objective function value under different component division schemes according to the data statistics and the numerical simulation results, and carrying out hierarchical analysis and screening of the optimal component division schemes after the statistics.
The hierarchical analysis-based segment member division scheme preferably includes the steps of,
s3.1 building a structural member division scheme optimization hierarchical model
The method comprises the steps of performing multi-objective optimization on a tunnel assembly lining component division scheme by adopting an analytic hierarchy process, and comparing and optimizing various alternative schemes on the premise of a given section shape and alternative division schemes by taking the minimum safety coefficient, the maximum vault settlement, the number of joints, the maximum weight of a single pipe piece and the number of pipe piece component types as indexes.
S3.2 construction judgment (pair comparison) matrix
The elements of each level are compared in pairs by adopting a 1-9 proportion scale method proposed by the university of Pittsburgh, a university of Pittsburgh, an operation student in the United states, and a pair comparison matrix of each level is constructed.
S3.3 level single ordering and consistency checking
By calculating the weight vector of each judgment matrix, the relative importance ranking of the criterion layer B to the target layer A can be obtained: the minimum safety coefficient is greater than the maximum vault settlement, the number of joints is greater than the maximum weight of a single segment, and the number of segment component types is greater than the number of segments.
1) And constructing a judgment matrix A-B of the criterion layer relative to the target layer, and after the consistency test is completed, sequencing the hierarchical list of each element in the criterion layer B on the target layer A. And calculating the weight and the maximum eigenvalue of each criterion according to the judgment matrix.
2) Based on the numerical simulation result, according to the influence degree of each component division scheme on the criterion layer B, and corresponding simplification is carried out, a judgment matrix B-C of the scheme layer C relative to the criterion layer B is obtained, and after consistency test is completed, the weight and the maximum characteristic value of each scheme are calculated.
S3.4 level total ordering and consistency checking
Calculating the weight of the relative importance of the scheme layer C to the target layer A, and setting The total hierarchical order is as follows: w=w B W A . And (3) carrying out consistency test on the total hierarchical sequencing, and after the consistency meets the requirement, obtaining the scheme corresponding to the maximum weight value in the total hierarchical sequencing result W as the optimal assembly type lining member dividing scheme.
The method for deciding the dividing scheme of the railway tunnel assembly lining components based on the analytic hierarchy process is characterized by comprising the following steps of:
in the existing calculation method, when making a decision on the tunnel-assembled lining division scheme, qualitative or quantitative analysis is often carried out only according to a numerical calculation result or engineering experience to obtain a recommended scheme, and the accuracy and precision of the result are doubtful. The component division of the tunnel fabricated lining belongs to a decision problem of multiple target elements and has layered staggered evaluation indexes, and the target value is difficult to describe only qualitatively or quantitatively. The invention carries out the blocking of the alternative division scheme according to the concept of the zero moment point, then comprehensively considers the decision factors such as structural safety, waterproof engineering difficulty, construction feasibility, economic rationality and the like, calculates the weight of each alternative division scheme by using a hierarchical analysis method to determine the priority thereof, can more accurately and scientifically carry out the decision on the division scheme of the railway tunnel assembly lining member, and can provide reference for the design process of the railway tunnel assembly lining structure.
Drawings
FIG. 1 is a flow chart of preferred steps of a component dividing scheme of the present invention;
FIG. 2 is an illustration of 5 alternative component divisions;
FIG. 3 is a preferred hierarchical model of the partitioning scheme of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the embodiments of the present invention and the accompanying drawings. The invention is illustrated below by way of example embodiments, but should not be construed as being limited thereto.
In the present embodiment, the duct piece member division scheme is preferably performed for a double-track railway tunnel with a built-in lining having a depth of 100 m. Assuming that the assembled lining segments in the numerical model are ideal elastic materials, the values of the physical and mechanical parameters of the rock-soil body and the lining structure are shown in table 1.
TABLE 1 physical and mechanical parameters of numerical model
The calculation model establishment and solving process is as follows:
as shown in fig. 1, according to the optimization flow chart, the surrounding rock pressure to which the tunnel is subjected is first calculated from the burial depth and the data in table 1. The calculation formula is as follows:
h a ＝0.45×2 S-i ω (1)
ω＝1+i(B-5) (2)
wherein: h is a a The equivalent load height is equal to the surrounding rock grade; omega is the width influence coefficient; b is the tunnel width (m); i is the rate of increase and decrease of the surrounding rock pressure per 1m increase and decrease of B, i=0.2 when B < 5m, and i=0.1 when B > 5 m.
According to the calculation of the formulas (1) and (2), the tunnel belongs to a deep buried tunnel, and the calculation formula of the vertical surrounding rock pressure of the deep buried tunnel is as follows:
q＝γh a (3)
the lateral surrounding rock pressure of the deep-buried tunnel is calculated by multiplying the vertical surrounding rock pressure of the deep-buried tunnel by the lateral pressure coefficient in table 1.
The calculated vertical surrounding rock pressure q=273.6 kPa and the horizontal surrounding rock pressure p=136.8 kPa. According to the requirement of the standard (railway tunnel design standard), the secondary lining bears 30% of load, and the pressure of the vertical surrounding rock and the pressure of the horizontal surrounding rock are multiplied by 30% to obtain the pressure data of the surrounding rock born by the actual secondary lining.
And then inputting data of the section shape of the tunnel, the size of the lining segment and the actual surrounding rock pressure into Midas GTS software, establishing a two-dimensional load-structure model, dividing grids, and calculating the internal force of the integral lining without blocking to obtain data of axial force, bending moment, shearing force, deformation value and the like of the lining structure. And 5 alternative duct piece member division schemes are provided according to the position of positive and negative bending moment turning points (zero bending moment points), the number of blocks, the weight of a single duct piece and other factors in the integral lining internal force calculation result.
And establishing two-dimensional load-structure models of 5 alternative segment member division schemes by using Midas GTS software, dividing the model grids, and simulating the assembled lining structure by adopting a beam-spring model in numerical calculation. And then calculating and solving internal force conditions of the fabricated lining structure under 5 alternative block schemes.
The extraction process of the objective function and the calculation result is as follows:
1) Definition and calculation of minimum safety coefficient
(1) Definition of minimum safety factor
According to the safety coefficient calculation formula in the railway tunnel design specification TB10003-2016, the calculation result of numerical simulation software in the step S1.4 is combined, and the minimum value of the safety coefficient is taken as the minimum safety coefficient of the scheme after the safety coefficient of the full section of the tunnel in the component division scheme is calculated.
(2) Calculation of minimum safety factor
According to the safety coefficient calculation formula of the control of compressive strength of plain concrete and the center of rectangular section of masonry and eccentric compression member in the railway tunnel design specification TB10003-2016, the calculation formula is as follows:
wherein: k is a safety coefficient; n is the axial force (MN); r is R a Compressive ultimate strength (MPa) for concrete or masonry; b is the width (m) of the cross section; h is the thickness (m) of the cross section;for the longitudinal bending coefficient of the member, for tunnel lining, it is preferable thate 0 Is the eccentricity (m); m is bending moment (MN.m).
The calculation formula of the safety coefficient of the plain concrete and masonry rectangular section center and the eccentric compression member according to the tensile strength control is as follows:
wherein: r is R 1 The tensile ultimate strength (MPa) of the concrete is the same as the other symbols.
When e 0 When the pressure is less than or equal to 0.20h, calculating a safety coefficient according to the control of the compressive strength, namely calculating according to a formula (4); and otherwise, calculating the safety coefficient according to the tensile strength control, namely calculating according to the formula (7).
And after calculating the full-section safety coefficient of the tunnel under a certain alternative scheme, taking the minimum value of the full-section safety coefficient to obtain the minimum safety coefficient of the scheme.
2) Maximum vault settlement
And (3) carrying out internal force calculation on the assembled lining numerical model by adopting finite element software Midas GTS, so that the deformation of each part of the structure can be obtained at the same time, and taking the vertical maximum deformation of the tunnel vault part as the maximum vault settlement value.
3) Extraction of objective functions
According to the data statistics and the numerical simulation result, each objective function value under different component division schemes can be obtained, and after the statistics is carried out, the objective function values are shown in table 2.
TABLE 2 objective function values under different component partitioning schemes
The duct piece member dividing scheme based on the analytic hierarchy process preferably comprises the following steps:
1) Building a structural member division scheme optimization hierarchical model
The method comprises the steps of performing multi-objective optimization on a tunnel assembly lining component division scheme by adopting an analytic hierarchy process, and comparing and optimizing various alternative schemes on the premise of a given section shape and alternative division schemes by taking the minimum safety coefficient, the maximum vault settlement, the number of joints, the maximum weight of a single pipe piece and the number of pipe piece component types as indexes.
2) Construction judgment (pair comparison) matrix
The elements of each level are compared in pairs by adopting a 1-9 proportion scale method proposed by the university of Pittsburgh, a university of Pittsburgh, an operation student in the United states, and a pair comparison matrix of each level is constructed.
3) Hierarchical single ordering and consistency checking
By calculating the weight vector of each judgment matrix, the relative importance ranking of the criterion layer B to the target layer A can be obtained: the minimum safety coefficient is greater than the maximum vault settlement, the number of joints is greater than the maximum weight of a single segment, and the number of segment component types is greater than the number of segments.
(1) And constructing a judgment matrix A-B of the criterion layer relative to the target layer, and obtaining a comparison judgment matrix as shown in table 3.
Table 3 judges matrix A-B and weight vector thereof
| A | B 1 | B 2 | B 3 | B 4 | B 5 | Weight vector omega A |
| B 1 | 1 | 2 | 4 | 5 | 7 | 0.4437 |
| B 2 | 1/2 | 1 | 3 | 4 | 6 | 0.2937 |
| B 3 | 1/4 | 1/3 | 1 | 2 | 4 | 0.1365 |
| B 4 | 1/5 | 1/4 | 1/3 | 1 | 2 | 0.0799 |
| B 5 | 1/7 | 1/6 | 1/4 | 1/2 | 1 | 0.0463 |
Judging the maximum eigenvalue lambda of the matrix max = 5.0990, the consistency index was calculated:
at an order of 5, the average random uniformity index ri=1.12, the random uniformity ratio is:
after inspection, the consistency inspection of the judgment matrix is good, so that the construction of the judgment matrix is scientific and reasonable.
(2) Based on the numerical simulation result, according to the influence degree of each component division scheme in scheme layer C on criterion layer B, and making corresponding simplification, obtaining a judgment matrix B of 5 alternative division schemes on 5 evaluation criteria in criterion layer i -C j And calculating weight vectors of all schemes according to the judgment matrix and carrying out consistency check. After the consistency check is completed, since the random Consistency Ratio (CR) of each matrix is smaller than 0.1, it can be known that the scheme layer C aligns with the judgment matrix B of the layer B i -C j The consistency test is good, so the construction of the judgment matrix is scientific and reasonable.
4) Hierarchical total ordering and consistency checking
Calculating the weight of the relative importance of the scheme layer C to the target layer A, and setting Its total hierarchical ordering is: />
The hierarchical total ordering consistency checking process is as follows:
according to the consistency test result, the consistency of the judgment matrix of the total hierarchical ordering is good, and the total hierarchical ordering result meets the requirement.
As can be seen from the total hierarchical ranking weights, the ranking of the weight values of the different segment member division schemes is: c (C) 3 ＞C 4 ＞C 1 ＞C 2 ＞C 5 Namely, the 3 rd division scheme is the best overall performance in terms of structural reliability, joint waterproof engineering difficulty, construction feasibility and economic rationality among 5 alternatives.
Claims (3)
1. A method for deciding a dividing scheme of a railway tunnel assembly type lining member is characterized by comprising the following steps of: comprises the steps of,
(1) Establishing and solving a calculation model;
extracting physical and mechanical parameters of surrounding rock where the tunnel of the calculation object is located according to engineering geological investigation results; determining the section shape of the tunnel adopting the fabricated lining and the size and the material of the lining segment according to engineering experience analogy and tunnel planning design requirements; establishing a grid model by adopting finite element software, and calculating the integral lining internal force condition under the condition of no blocking; alternative dividing schemes are provided according to the positions of turning points of positive and negative bending moments of the tunnel section, the number of blocks and the weight factor of a single segment; establishing an assembled lining numerical model under each division scheme by adopting numerical simulation software, and simulating the internal force condition of the tunnel assembled lining structure under each divided alternative scheme;
(2) Extracting an objective function and a calculation result;
according to the requirements of the safety of a railway tunnel structure, the difficulty of joint waterproof engineering, the construction feasibility and the economic rationality, 5 optimized objective functions including the minimum safety coefficient of the structure, the maximum vault subsidence, the number of joints, the maximum weight of a single duct piece and the number of duct piece components are provided, and according to the statistical result and the numerical simulation result, the objective function value under each alternative division scheme is obtained;
(3) Selecting a duct piece member division scheme based on an analytic hierarchy process;
the analytic hierarchy process mainly comprises the following steps: establishing a hierarchical structure model, constructing a judgment matrix, ordering a hierarchical list and checking consistency thereof, and checking total ordering and consistency thereof in 4 steps; the duct piece member division scheme selection based on the analytic hierarchy process comprises the following steps,
s3.1, building a component division scheme optimization hierarchical model;
performing multi-objective optimization on the tunnel assembly lining component dividing scheme by adopting an analytic hierarchy process, and comparing and optimizing each alternative scheme on the premise of the given section shape and the alternative dividing scheme by taking the minimum safety coefficient, the maximum vault subsidence, the number of joints, the maximum weight of a single duct piece and the number of duct piece component types as indexes;
s3.2, constructing a judgment matrix;
performing pairwise comparison on elements of each level by adopting a 1-9 proportional scale method, and constructing a pair comparison matrix of each level;
s3.3, sorting and consistency checking of the hierarchical single sequence;
and (3) obtaining the relative importance ranking of the criterion layer B to the target layer A by calculating the weight vector of each judgment matrix: the minimum safety coefficient is greater than the maximum vault settlement, the number of joints is greater than the maximum weight of a single segment, and the number of segment component types is greater than the number of segments;
1) Constructing a judgment matrix A-B of the criterion layer relative to the target layer, and after consistency test is completed, ordering the hierarchical list of each element in the criterion layer B on the target layer A; calculating the weight and the maximum characteristic value of each criterion according to the judgment matrix;
2) Based on the numerical simulation result, according to the influence degree of each component division scheme on the criterion layer B, and corresponding simplification is carried out to obtain a judgment matrix B-C of the scheme layer C relative to the criterion layer B, and after consistency test is completed, the weight and the maximum characteristic value of each scheme are calculated;
s3.4, checking the total sequence and consistency of the layers;
calculating the weight of the relative importance of the scheme layer C to the target layer A, and setting The total hierarchical order is as follows: w=w B W A The method comprises the steps of carrying out a first treatment on the surface of the And (3) carrying out consistency test on the total hierarchical sequencing, and after the consistency meets the requirement, obtaining the scheme corresponding to the maximum weight value in the total hierarchical sequencing result W as the optimal assembly type lining member dividing scheme.
2. The method for deciding the division scheme of the railway tunnel fitting type lining components according to claim 1, wherein the method comprises the following steps: the computational model building and solving comprises the steps of,
s1.1 determining physical and mechanical parameters and calculating surrounding rock pressure
Determining physical and mechanical parameters of the rock and soil body according to the geological conditions of the rock and soil body where the tunnel is positioned; combining the provided standard section diagram of the railway tunnel and engineering experience analogy, determining the section shape of the tunnel adopting the fabricated lining and the lining segment materials and sizes;
firstly, dividing deep burial and shallow burial according to an empirical formula in the existing railway tunnel design specification, distinguishing the deep burial tunnel from the shallow burial tunnel by a limit burial depth, wherein when the actual burial depth is larger than the limit burial depth, the tunnel is a deep burial tunnel, and when the actual burial depth is smaller than the limit burial depth, the tunnel is a shallow burial tunnel; calculating the equivalent load height of surrounding rock, and limiting the burial depth according to the equivalent load height h a Is determined by 2-2.5 times, and has the following calculation formula:
h a ＝0.45×2 S-i ω (1)
ω＝1+i(B-5) (2)
wherein: h is a a The equivalent load height is equal to the surrounding rock grade; omega is the width influence coefficient; b is the tunnel width; i is the surrounding rock pressure increasing and decreasing rate when B increases and decreases by 1m, i=0.2 is taken when B is less than 5m, and i=0.1 is taken when B is more than 5 m;
the calculation formula of the vertical surrounding rock pressure of the deep buried tunnel is as follows:
q＝γh a (3)
wherein: q is the standard value of the vertical surrounding rock pressure of the deep-buried tunnel; gamma is the surrounding rock weight;
the lateral surrounding rock pressure calculation of the deep-buried tunnel adopts the lateral pressure coefficient which is obtained by multiplying the vertical surrounding rock of the deep-buried tunnel by the standard regulation; the method for calculating the surrounding rock pressure of the shallow tunnel is consistent with the method for calculating the surrounding rock pressure of the deep tunnel, and the vertical surrounding rock pressure and the lateral surrounding rock pressure are calculated according to the method specified by the specification;
s1.2 alternative segment partitioning scheme determination
Substituting the physical and mechanical parameter values of the rock-soil body and the lining segment material, the tunnel section shape, the size of the lining segment and the surrounding rock pressure data in the step S1.1 into Midas GTS software, establishing a two-dimensional load-structure model, dividing grids, and then performing internal force calculation of an integral lining structure without blocking to obtain axial force, bending moment, shearing force and deformation value data of the assembled lining structure;
according to the position of positive and negative bending moment turning points, the number of blocks and the weight of a single segment in the integral lining internal force calculation result, a plurality of alternative segment component division schemes are provided;
s1.3 numerical calculation condition determination
Determining each calculation working condition according to the physical and mechanical parameter values of the rock-soil body and the lining segment material in the step S1.1 and the alternative segment component dividing scheme in the step S1.2;
selecting a beam-spring model from the numerical model to simulate an assembled lining structure, namely adopting a beam unit to simulate lining segments, and adopting a spring unit with rotary stiffness to simulate joint effects between segments;
s1.4 model grid partitioning and computational solution
Aiming at the railway tunnel adopting the fabricated lining, a two-dimensional load-structure model is established by utilizing Midas GTS software, the model mesh division is carried out according to the actual situation, and the internal force condition of the fabricated lining structure under each alternative block scheme is calculated and solved.
3. The method for deciding the division scheme of the railway tunnel fitting type lining components according to claim 1, wherein the method comprises the following steps: the objective function and calculation result extraction includes the steps of,
s2.1 definition and calculation of minimum safety coefficient
1) Definition of minimum safety factor
According to a safety coefficient calculation formula in the railway tunnel design specification TB10003-2016, combining the calculation result of numerical simulation software in the step S1.4, calculating the safety coefficient of the full section of the tunnel in a certain component division scheme, and taking the minimum value as the minimum safety coefficient of the scheme;
2) Calculation of minimum safety factor
According to the safety coefficient calculation formula of the control of compressive strength of plain concrete and the center of rectangular section of masonry and eccentric compression member in the railway tunnel design specification TB10003-2016, the calculation formula is as follows:
wherein: k is a safety coefficient; n is the axial force; r is R a Compressive ultimate strength of concrete or masonry; b is the width of the section; h is the thickness of the section;for the longitudinal bending modulus of the component, for tunnel lining, it is advisable to take +>e 0 Is the eccentricity; m is a bending moment;
the calculation formula of the safety coefficient of the plain concrete and masonry rectangular section center and the eccentric compression member according to the tensile strength control is as follows:
wherein: r is R 1 Is the tensile ultimate strength of the concrete;
when e 0 When the pressure is less than or equal to 0.20h, calculating a safety coefficient according to the control of the compressive strength, namely calculating according to a formula (4); otherwise, calculating a safety coefficient according to tensile strength control, namely calculating according to a formula (7);
after the full-section safety coefficient of the tunnel under a certain component division scheme is calculated, taking the minimum value of the full-section safety coefficient as the minimum safety coefficient of the scheme;
s2.2 maximum vault settlement
Internal force calculation is carried out on the assembled lining numerical model by adopting finite element software Midas GTS, so that the deformation of each part of the structure can be obtained at the same time, and the vertical maximum deformation of the tunnel vault part is taken as the maximum vault settlement value;
s2.3 objective function
And obtaining each objective function value under different component division schemes according to the data statistics and the numerical simulation results, and carrying out hierarchical analysis and screening of the optimal component division schemes after the statistics.
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