CN113685199B - Tunnel crossing active fault and calculation method for length of fortification extension section of tunnel - Google Patents
Tunnel crossing active fault and calculation method for length of fortification extension section of tunnel Download PDFInfo
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- CN113685199B CN113685199B CN202111023070.5A CN202111023070A CN113685199B CN 113685199 B CN113685199 B CN 113685199B CN 202111023070 A CN202111023070 A CN 202111023070A CN 113685199 B CN113685199 B CN 113685199B
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- E—FIXED CONSTRUCTIONS
- E21—EARTH DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D9/00—Tunnels or galleries, with or without linings; Methods or apparatus for making thereof; Layout of tunnels or galleries
- E21D9/14—Layout of tunnels or galleries; Constructional features of tunnels or galleries, not otherwise provided for, e.g. portals, day-light attenuation at tunnel openings
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
- G06F17/10—Complex mathematical operations
- G06F17/18—Complex mathematical operations for evaluating statistical data, e.g. average values, frequency distributions, probability functions, regression analysis
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/10—Numerical modelling
Abstract
The invention provides a tunnel crossing an active fault and a calculation method of the length of a fortification extension section of the tunnel, wherein the tunnel crossing the active fault comprises a railway line before fault dislocation, a line needing to be adjusted after fault dislocation and a railway line after fault dislocation which are sequentially connected; the line to be adjusted is positioned at the crossing area of the active fault after the fault dislocation; the active fault crossing region comprises a fault fracture zone and two fortification extension sections; the length L2 of the fortification extension section is calculated according to a formula I: l2 is more than or equal to (L-L1)/2; in the formula I, L is the length of a crossing area of an active fault, and L1 is the width of a fault fracture zone; wherein, the length L of the crossing area of the active fault is calculated according to a formula II: D/L + R = Rt; in the second formula, D is the fault dislocation amount, R is the gradient of the railway line before fault dislocation, and Rt is the gradient of the line to be adjusted after fault dislocation. The tunnel realizes the direct connection by adjusting the gradient of the railway tunnel line after the fault multi-movement occurs, and meets the requirement that a train passes through at the first time.
Description
Technical Field
The invention relates to the technical field of tunnel construction, in particular to a tunnel penetrating through an active fault and a calculation method of the length of a fortification extension section of the tunnel.
Background
Along with the rapid development of railway engineering construction in southwest areas in China and the complex and changeable geological conditions in the southwest mountainous areas, mountain tunnels penetrate through faults, particularly movable faults are more and more common, certain dislocation of surrounding rocks in the horizontal direction and the vertical direction can be generated due to dislocation of the faults, the dislocation deformation can cause the damage of the main body structure of the tunnel, the collapse, the cracking and the groundwater leakage of the tunnel lining concrete can be directly caused, and the railway operation safety is seriously influenced.
A large number of researches show that the vicinity of a contact surface between tunnel surrounding rock and a fault is often damaged due to earthquake motion, and the fault zone is a part which is mainly considered for tunnel fortification, and the fortification range of the fault zone needs to fortify two side influence ranges except the contact surface between the fault and the surrounding rock besides a fault core part, and is called a fortification extension section. At present, an effective method is lacked for determining the length of the fortifying extension section, and besides the length of the fortifying extension section at the tunnel portal is not less than 2.5 times of the structural span specified by railway engineering earthquake design specifications (GB 50111-2006), the length of the fortifying extension section is mostly determined by adopting a method of engineering research data analogy and numerical simulation.
However, the method of determining the length of the fault fortification extension section by relying on engineering research data analogy and numerical simulation cannot be effectively combined with the actual earthquake fortification target in engineering, and when the width of the fault crushing belt is small, the numerical simulation method has certain limitation.
Disclosure of Invention
The invention aims to provide a tunnel for passing through a movable fault, which can realize sequential connection by adjusting the gradient of a railway tunnel line after the fault is subjected to excessive movement in the tunnel, thereby meeting the requirement of the first time passing of a train.
The second purpose of the invention is to provide a method for calculating the length of the fortification extension section in the tunnel penetrating through the active fault, which has the advantages of simple calculation, easily obtained parameters and convenient design and construction.
In order to achieve the first purpose, the invention provides a tunnel for passing through a movable fault, which comprises a railway line before fault dislocation, a line needing to be adjusted after fault dislocation and a railway line after fault dislocation which are connected in sequence; the line to be adjusted is positioned at the crossing area of the active fault after the fault dislocation; the active fault crossing region comprises a fault fracture zone and two fortification extension sections, wherein the two fortification extension sections are respectively connected to two sides of the fault fracture zone; the length L2 of the fortification extension section is calculated according to a formula I: l2 is more than or equal to (L-L1)/2 (formula I); in the formula I, L is the length of a crossing area of an active fault, and L1 is the width of a fault fracture zone; wherein, the length L of the crossing area of the active fault is calculated according to a formula II: D/L + R = Rt (formula two); in the second formula, D is the fault dislocation amount, R is the gradient of the railway line before fault dislocation, and Rt is the gradient of the line to be adjusted after fault dislocation.
According to the scheme, after fault hyperactivity occurs in the tunnel, the length of the seismic fortification extension section is determined, the gradient of the railway tunnel line is adjusted to realize direct connection, the requirement of the train passing through at the first time is met, the length calculation method of the fortification extension section is simple, the parameters are easy to obtain, and design and construction are facilitated. Thereby realizing the aim of seismic fortification with feasible technology, economy, reasonableness and easy repair.
Preferably, the two fortifying extensions are of equal length.
In a further scheme, rt is less than or equal to 30 per mill.
Therefore, according to railway line regulations, the maximum slope of three-machine traction is considered to be 30 per thousand, and the section length of the railway tunnel with the enough slope adjusting range, namely the length L of the crossing area of the active fault, is ensured after the fault is dislocated.
In order to achieve the second object, the invention provides a method for calculating the length of a fortifying extension section in a tunnel penetrating an active fault, wherein the length of the fortifying extension section is L2, and the method is calculated according to a formula one: l2 is more than or equal to (L-L1)/2 (formula I); in the formula I, L is the length of a crossing area of an active fault, and L1 is the width of a fault fracture zone; wherein, the length L of the crossing area of the active fault is calculated according to a formula II: D/L + R = Rt (formula two); in the second formula, D is the fault dislocation amount, R is the gradient of the railway line before fault dislocation, and Rt is the gradient of the line to be adjusted after fault dislocation.
According to the scheme, the problems of errors and limitations existing in the length of the fortification section determined by means of numerical simulation when the width of the fault fracture zone is small can be well solved by means of quantitative calculation, and meanwhile, the length of the fortification extension section determined by the calculation method can be adjusted to be in direct connection simply by combining the railway tunnel fortification targets which are feasible in technology, reasonable in economy and easy to repair.
In a preferred embodiment, rt is less than or equal to 30 per thousand.
Drawings
FIG. 1 is a schematic diagram of an embodiment of a tunnel traversing an active fault of the present invention.
The invention is further described with reference to the following figures and examples.
Detailed Description
Referring to fig. 1, the tunnel crossing an active fault in the present embodiment includes a railway line 1 before fault dislocation, a line 2 to be adjusted after fault dislocation, and a railway line 3 after fault dislocation, which are connected in sequence, and the line 2 to be adjusted after fault dislocation is located at an active fault crossing area 4. The active fault crossing region 4 includes a fortification extension section 41, a fault fracture zone 42 and a fortification extension section 43 which are connected in sequence along the extending direction of the tunnel, the length of the fortification extension section 41 is L2, the length of the fortification extension section 43 is L3, and when the fracture core is in uniform dislocation, the length of the fortification extension section 41 is equal to that of the fortification extension section 43, that is, L2= L3.
The fortification extension 41 is calculated according to formula one: l2 is not less than (L-L1)/2 (formula I).
In formula one, L is the length of the active fault crossing zone 4, and L1 is the width of the fault fracture zone 42.
Wherein, the length L of the active fault crossing area 4 is calculated according to a formula II: D/L + R = Rt (formula two).
In the second formula, D is the fault dislocation amount, R is the gradient of the railway line 1 before fault dislocation, rt is the gradient of the railway line 2 which needs to be adjusted after fault dislocation, and Rt is less than or equal to 30 per thousand.
Therefore, when the width L1 of the fault-fractured zone 42 is narrower or the gradient R of the railway line 1 before the fault dislocation is larger, more extension range, that is, the length L2 of the fortification extension is larger.
Taking a flange tunnel as an example for explanation, the maximum slope Rt in the Cheng Lan tunnel is generally 17.8 per thousand, the set fault dislocation prevention amount D =0.8m, the shortest adjusting distance of the line, that is, the length L =66m of the active fault crossing area 4, and the slope R =5.9 per thousand of the railway line 1 before fault dislocation. And L = L1+ L2+ L3, and if the width L1=5m of the fault fracture zone 42, L2= L3 is equal to or greater than 31m. I.e. the length of the fortifying extensions on both sides of the fault-breaking zone 42 should not be less than 31m.
Therefore, after the fault hyperactivity occurs in the tunnel, the length of the earthquake fortification extension section is determined, and the gradient of the railway tunnel line is adjusted to realize the direct connection, so that the requirement that the train passes through at the first time is met. Through quantitative calculation, the problems of errors and limitation existing in the length of the fortification section determined by means of numerical simulation when the width of a fault crushing belt is small can be well solved, and meanwhile, the length of the fortification extension section determined by the calculation method is combined with the railway tunnel fortification target which is feasible in technology, reasonable in economy and easy to repair.
Finally, it should be emphasized that the above-described preferred embodiments of the present invention are merely examples of implementations, and it should be understood that various changes and modifications may be made by those skilled in the art, and any changes, equivalents, improvements and the like, which fall within the spirit and principle of the present invention, should be included in the scope of the present invention.
Claims (5)
1. A tunnel crossing a movable fault is characterized by comprising a railway line before fault dislocation, a line needing to be adjusted after fault dislocation and a railway line after fault dislocation which are sequentially connected;
the line to be adjusted is positioned at the crossing area of the active fault after the fault dislocation;
the active fault crossing region comprises a fault fracture zone and two fortification extension sections, and the two fortification extension sections are respectively connected to two sides of the fault fracture zone;
the length L2 of the fortification extension section is calculated according to a formula I:
l2 is more than or equal to (L-L1)/2 (formula I);
in the formula I, L is the length of the crossing area of the active fault, and L1 is the width of a fault fracture zone;
wherein, the length L of the active fault crossing area is calculated according to a formula II:
D/L + R = Rt (formula two);
in the second formula, D is the fault dislocation amount, R is the gradient of the railway line before fault dislocation, and Rt is the gradient of the line to be adjusted after fault dislocation.
2. A tunnel through an active fault according to claim 1 wherein:
the lengths of the two fortifying extension sections are equal.
3. A tunnel for traversing an active fault according to claim 1 or 2 wherein:
Rt≤30‰。
4. a method for calculating the length of a fortification extension section in a tunnel passing through an active fault is characterized by comprising the following steps:
the length of the fortification extension section is L2, and the fortification extension section is calculated according to a formula I:
l2 is more than or equal to (L-L1)/2 (formula one);
in the formula I, L is the length of a crossing area of an active fault, and L1 is the width of a fault fracture zone;
wherein, the length L of the active fault crossing area is calculated according to a formula II:
D/L + R = Rt (formula two);
in the second formula, D is the fault dislocation amount, R is the gradient of the railway line before fault dislocation, and Rt is the gradient of the line to be adjusted after fault dislocation.
5. The method for calculating the length of the fortifying extension section in the tunnel crossing the active fault according to claim 4, characterized in that:
Rt≤30‰。
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0610587A (en) * | 1992-06-29 | 1994-01-18 | Mitsubishi Heavy Ind Ltd | Derivation method of correcting planned line |
| CN106522977A (en) * | 2016-10-26 | 2017-03-22 | 西南交通大学 | Multistage tunnel shock absorption structure penetrating through active fault |
| CN106869943A (en) * | 2017-02-10 | 2017-06-20 | 西南交通大学 | Pass through the construction method of the dynamic secondary liner structure of subway tunnel error resilience of active fault |
| CN107798163A (en) * | 2017-09-06 | 2018-03-13 | 北京交通大学 | The anti-dislocation combination seam design method of Tunnel Passing active fault |
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2021
- 2021-09-01 CN CN202111023070.5A patent/CN113685199B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0610587A (en) * | 1992-06-29 | 1994-01-18 | Mitsubishi Heavy Ind Ltd | Derivation method of correcting planned line |
| CN106522977A (en) * | 2016-10-26 | 2017-03-22 | 西南交通大学 | Multistage tunnel shock absorption structure penetrating through active fault |
| CN106869943A (en) * | 2017-02-10 | 2017-06-20 | 西南交通大学 | Pass through the construction method of the dynamic secondary liner structure of subway tunnel error resilience of active fault |
| CN107798163A (en) * | 2017-09-06 | 2018-03-13 | 北京交通大学 | The anti-dislocation combination seam design method of Tunnel Passing active fault |
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