CN116415336A - Technical condition value assessment method based on apparent crack characteristics of shield tunnel lining - Google Patents
Technical condition value assessment method based on apparent crack characteristics of shield tunnel lining Download PDFInfo
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Abstract
The application discloses a technical condition value assessment method based on shield tunnel lining apparent crack characteristics. The method comprises the following steps: acquiring the ultimate bearing capacity of the tunnel under the condition of no crack and the structural bearing capacity under the condition of the crack with a preset characteristic value according to the established three-dimensional finite element model of the shield tunnel; obtaining a fitting curved surface reflecting rules corresponding to the characteristic values and the bearing capacity loss coefficients according to the ultimate bearing capacity and the structural bearing capacity; obtaining a weight coefficient according to the fitting curved surface and the actual feature value of the crack; and obtaining the technical condition value of the disease by the weight coefficient. Because the prior art cannot evaluate the development stage of the existing tunnel crack defect, the method has the advantages of quantitatively analyzing the severity of the existing tunnel defect, clearly and intuitively knowing the influence of the existing defect on the tunnel operation, and taking corresponding maintenance measures.
Description
Technical Field
The application relates to the technical field of subway tunnel engineering construction, in particular to a technical condition value assessment method based on apparent crack characteristics of shield tunnel lining.
Background
Along with the powerful construction of subway tunnel facilities in China, a large number of subway tunnels enter an operation stage. The performance of the tunnel during use can be affected to different degrees by common defects, wherein lining cracks are used as defects with higher occurrence ratio, and the bearing performance and the service performance during tunnel operation are affected to a non-negligible extent. However, the existing standards are not comprehensive to the evaluation standards of the defect degree of the tunnel crack, and how to evaluate the tunnel performance in the operation stage by evaluating the defect condition is also a problem in the current stage. The method adopts a scientific and reasonable method to evaluate the crack defect grade of the tunnel lining, knows the operation state of the tunnel, and is necessary to take protective measures for the crack defect in time.
CN114329709a discloses a rapid diagnosis and development trend prediction method for service performance of a shield tunnel, and establishes a longitudinal bolt stress grading evaluation standard and a diameter deformation ratio grading evaluation standard of the tunnel by acquiring monitoring data, so as to judge the service performance of the tunnel and the development trend prediction of crack damage. The method needs to monitor the tunnel performance in real time, predicts the development trend of crack damage through the stress and deformation rule, and cannot evaluate the tunnel performance through the crack damage, so the method is not suitable for the tunnel condition of the crack damage to be or already occurred.
Disclosure of Invention
In view of the above, the application provides a technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining, which can better assess the tunnel performance through crack damage.
The application provides a disease technical condition value assessment method based on apparent crack characteristics of shield tunnel lining, which comprises the following steps:
acquiring the ultimate bearing capacity of the tunnel under the condition of no crack and the structural bearing capacity under the condition of the crack with a preset characteristic value according to the established three-dimensional finite element model of the shield tunnel;
obtaining a fitting curved surface reflecting rules corresponding to the characteristic values and the bearing capacity loss coefficients according to the ultimate bearing capacity and the structural bearing capacity;
obtaining a weight coefficient according to the actual feature values of the fitting curved surface and the crack;
and obtaining the technical condition value of the disease according to the weight coefficient.
Optionally, the building of the shield tunnel three-dimensional finite element model specifically comprises the following steps:
and establishing a three-dimensional finite element model of the shield tunnel according to the soil layer parameters and the structure parameters of the tunnel interval.
Optionally, the soil layer parameters are the volume weight, the internal friction angle, the clay force, the elastic modulus, the poisson ratio, the foundation reaction coefficient and the soil layer thickness in the section.
Optionally, the structural parameters are lining segment size number, bolt size number, segment parameters, bolt parameters, reinforcing steel bar parameters, concrete grade, impervious grade and assembly mode.
Optionally, the characteristic values are width, length, extending direction and distribution position.
Optionally, obtaining a fitting curved surface specifically includes:
according to formula X (B, L) =1-F b /F a Obtaining a coefficient of load loss, wherein F a For extreme bearing capacity F b Structural bearing capacity, X (B, L) is a bearing capacity loss coefficient;
and fitting the bearing capacity loss coefficient and a series of preset values to form a fitting curved surface.
Alternatively, the technical status value of the disease is obtained, by the following formula,
V＝αmnX(B，L)+βY(B)；
wherein α is a load carrying performance weight coefficient, β is a service performance weight coefficient, α+β=1, m is a crack extension direction correction coefficient, n is a crack distribution position correction coefficient, B, L is an actual measured crack width and crack length, X (B, L) is a load carrying capacity loss coefficient, and Y (B) is a crack width development coefficient, respectively.
Alternatively, the crack-width development coefficient Y (B) is obtained by the following formula,
Y(B)＝B/B 0 ；
b is the actual width value, B 0 Classifying an upper limit value for a preset width, and when B > B 0 When Y (B) =1 is taken.
Optionally, the weight coefficient port, beta, is specifically valued as follows,
when X (B, L) is 0 < X < 0.2, α is 0.3 and β is 0.7;
when X (B, L) is 0.2.ltoreq.X < 0.4, the mouth is 0.4 and β is 0.6;
when X (B, L) is 0.4.ltoreq.X < 0.6, alpha is 0.5 and beta is 0.5;
when X (B, L) is 0.6.ltoreq.X < 0.8, alpha is 0.6 and beta is 0.4;
when X (B, L) is 0.8.ltoreq.X < 1, α is 0.7 and the mouth is 0.3.
Optionally, the preset width classification upper limit value B 0 Is determined according to the crack width assessment standard mentioned in the technical rules of classification and detection of urban rail transit shield tunnel structure defect, T/CECS 788.
Because the prior art cannot evaluate the development stage of the existing tunnel crack defect, the method has the advantages of quantitatively analyzing the severity of the existing tunnel defect, clearly and intuitively knowing the influence of the existing defect on the tunnel operation, and taking corresponding maintenance measures.
Drawings
Technical solutions and other advantageous effects of the present application will be made apparent from the following detailed description of specific embodiments of the present application with reference to the accompanying drawings.
Fig. 1 is a flow chart of a technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining provided in the embodiment of the application.
Fig. 2 is a schematic diagram of a fitting curved surface according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below in connection with the embodiments of the present application. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or an implicit indication of the number of technical features being indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
The following disclosure provides many different embodiments or examples for implementing different structures of the present application. In order to simplify the disclosure of the present application, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not in themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.
Referring to fig. 1, the technical condition value assessment method based on the shield tunnel lining apparent crack characteristics in the embodiment of the application comprises the following procedures:
s101, acquiring the ultimate bearing capacity of the tunnel under the condition of no crack and the structural bearing capacity under the condition of the crack with a preset characteristic value according to the established three-dimensional finite element model of the shield tunnel.
The three-dimensional finite element model of the shield tunnel is built specifically according to soil layer parameters and structure parameters of the tunnel section.
The soil layer parameters are the volume weight, internal friction angle, clay force, elastic modulus, poisson ratio, foundation reaction coefficient and the soil layer thickness in the calculated section.
The structural parameters are exemplified by the size number of lining segments, the size number of bolts, the segment parameters, the bolt parameters, the reinforcing steel parameters, the concrete grade, the impervious grade and the assembly mode.
As an exemplary example, soil layer parameters of the tunnel section may be obtained from a tunnel survey report.
As an example, the structural parameters of the tunnel section may be based on tunnel design data.
The foregoing "feature values" may be width, length, extending direction and distribution position, and the wider application scenario is length and width.
In practical operation, it is easy to think of a crack of a preset characteristic value, and a crack of which characteristic values such as width and length are known can be prefabricated in a three-dimensional finite element model of the shield tunnel.
S102, obtaining a fitting curved surface reflecting rules corresponding to the characteristic values and the bearing capacity loss coefficients according to the ultimate bearing capacity and the structural bearing capacity.
In a typical embodiment, obtaining a fitted surface specifically includes:
according to formula X (B, L) =1-F b /F a Obtaining a coefficient of load loss, wherein F a For extreme bearing capacity F b Structural bearing capacity, X (B, L) is a bearing capacity loss coefficient;
and fitting the bearing capacity loss coefficient and a series of preset values to form a fitting curved surface.
Taking the characteristic values as the width and the length as an example, a fitted curved surface is shown in fig. 2, wherein two independent variables in the curved surface are the length and the width respectively, and the dependent variable is a bearing capacity loss coefficient.
S103, obtaining a weight coefficient according to the fitting curved surface and the actual feature value of the crack.
Taking the characteristic values as length and width as examples, the weight parameters are alpha and beta correspondingly. Wherein alpha represents the influence of the crack on the bearing performance of the tunnel, and the curve is fitted according to the simulation result to be regulated; beta represents the magnitude of the effect of the crack on the tunnel performance, and is defined according to the apparent effect of the crack on the use period. The two coefficient values are divided according to the relative sizes of the influences of cracks on the bearing performance and the service performance, and the relation alpha+beta=1 is met.
The weight coefficients alpha, beta are illustratively given by,
when X (B, L) is 0 < X < 0.2, α is 0.3 and β is 0.7;
when X (B, L) is 0.2 three X < 0.4, α is 0.4 and β is 0.6;
when X (B, L) is 0.4.ltoreq.X < 0.6, alpha is 0.5 and beta is 0.5;
when X (B, L) is 0.6.ltoreq.X < 0.8, alpha is 0.6 and beta is 0.4;
when X (B, L) is 0.8.ltoreq.X < 1, α is 0.7 and β is 0.3.
S104, obtaining the technical condition value of the disease according to the weight coefficient.
Illustratively, the technical status value of the disease is obtained, by the following formula,
V＝αmnX(B，L)+βY(B)；
wherein α is a load carrying performance weight coefficient, β is a service performance weight coefficient, α+β=1, m is a crack extension direction correction coefficient, n is a crack distribution position correction coefficient, B, L is an actual measured crack width and crack length, X (B, L) is a load carrying capacity loss coefficient, and Y (B) is a crack width development coefficient, respectively.
Further, for the determination of the influence coefficients m and n, carrying out qualitative analysis on the extending direction and the distribution position, and for the extending direction, respectively correcting longitudinal, circumferential and oblique cracks by adopting different coefficients, correcting a value interval (0, 1) of the coefficient m, wherein the longitudinal direction is smaller than the oblique direction; and for the distribution positions, the cracks of the capping block, the adjacent block and the standard block are respectively corrected by adopting different coefficients, the correction coefficient n takes a value interval (0, 1), and the capping block is adjacent block is standard block.
The crack width development coefficient Y (B) can be evaluated by the existing crack health degree grading standard, and reflects the development stage of the crack width.
Specifically, the method is obtained by the following formula,
Y(B)＝B/B 0 ；
b is the actual width value, B 0 Grading an upper limit value for a preset width, and when B>B 0 When Y (B) =1 is taken.
Here, the preset width classification upper limit B 0 The method is determined according to the crack width assessment standard mentioned in the technical procedure of classification and detection of urban rail transit shield tunnel structure diseases, namely T/CECS 788, and the assessment standard is as follows.
From the above evaluation, the upper limit B of the width classification 0 Is 2.0mm.
It should be appreciated that a single defect state of the art value is used to characterize the extent to which a defect affects tunnel performance. The calculation result interval of V is (0, 1), and when V is larger, the influence of the disease on the tunnel performance is larger; conversely, the smaller V indicates the smaller the impact of the defect on the tunnel performance.
The operation of the assessment of the present application will now be described in terms of a more general or common application scenario. It should be noted that this common embodiment is not to be taken as a basis for understanding the essential characteristics of the technical problem to be solved by the claims of the present application, which are merely exemplary.
According to the disease influence assessment method based on the apparent crack characteristics of the shield tunnel lining, as shown in fig. 1, the specific assessment method is as follows:
s201, carrying out relevant soil layer parameter measurement on the site according to requirements, wherein the measurement comprises the volume weight, the internal friction angle, the cohesive force, the elastic modulus, the Poisson ratio, the foundation reaction coefficient and the calculation of the soil layer thickness in the section.
S202, measuring relevant structural parameters on site according to requirements, wherein the parameters comprise the volume weight, the internal friction angle, the cohesive force, the elastic modulus, the Poisson ratio, the foundation reaction coefficient and the calculated soil layer thickness in the section.
S203, establishing a three-dimensional finite element model of the shield tunnel, applying vertical and horizontal loads, calculating the ultimate bearing capacity of the tunnel under the condition of no crack disease, and marking asF a ；
S204, respectively prefabricating cracks with different length and width on the basis of a calculation model, and calculating residual bearing capacities of tunnels respectively corresponding to crack diseases with different sizesF b ；
S205, comparing the calculation results of the two stages to obtain the ratio of the residual bearing capacity to the ultimate bearing capacity of the tunnel under different crack lengths and widths, wherein the bearing capacity loss coefficient is recorded as
Fitting a relation curved surface of different widths and lengths of the cracks and the reduction coefficient of the tunnel bearing capacity, as shown in figure 2;
s206, taking the upper limit value of the width classification according to the crack width assessment standard mentioned in the current standard of urban rail transit shield tunnel structure defect classification and detection technical procedure T/CECS 788B 0 The ratio of the crack width to the upper limit of the classification was 2.0mm and was recorded as the crack width development coefficient
When (when)B>B 0 At the time, takeY(B)=1；
S207, measuring the field crack disease data to obtain the field data as the widthB=0.36 mm, lengthL=0.9m, the extension direction is oblique, and the distribution position is the adjacent piece. Calculated according to the fitting curved surfaceThe loss coefficient of bearing capacity isX(B,L) = 0.3056; calculating crack width development coefficient according to the measured width data to obtainY(B) =0.18; the weight coefficients of the bearing performance and the using performance are respectively taken
The method comprises the steps of carrying out a first treatment on the surface of the The influence coefficients of the extending direction and the distribution position are respectively takenm=0.5,n=0.5. Calculating the technical condition of single disease is worth:
the obtained technical condition value is smaller, which shows that the influence of the crack on the tunnel performance is smaller and the defect level is lighter.
The foregoing is merely a preferred embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the technical scope of the present application should be covered by the scope of the present application.
Claims (10)
1. A technical condition value assessment method based on shield tunnel lining apparent crack characteristics is characterized by comprising the following steps:
acquiring the ultimate bearing capacity of the tunnel under the condition of no crack and the structural bearing capacity under the condition of the crack with a preset characteristic value according to the established three-dimensional finite element model of the shield tunnel;
obtaining a fitting curved surface reflecting rules corresponding to the characteristic values and the bearing capacity loss coefficients according to the ultimate bearing capacity and the structural bearing capacity;
obtaining a weight coefficient according to the actual feature values of the fitting curved surface and the crack;
and obtaining the technical condition value of the disease according to the weight coefficient.
2. The technical condition value evaluation method based on the apparent crack characteristics of the shield tunnel lining according to claim 1, wherein the construction of the three-dimensional finite element model of the shield tunnel is specifically as follows:
and establishing a three-dimensional finite element model of the shield tunnel according to the soil layer parameters and the structure parameters of the tunnel interval.
3. The technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining according to claim 2, wherein the soil layer parameters are the volume weight, the internal friction angle, the cohesive force, the elastic modulus, the poisson ratio, the foundation reaction coefficient and the soil layer thickness in the calculated section.
4. The technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining according to claim 2, wherein the structural parameters are lining segment size number, bolt size number, segment parameters, bolt parameters, reinforcing steel bar parameters, concrete grade, impervious grade and splicing mode.
5. The technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining according to claim 1, wherein the characteristic values are width, length, extending direction and distribution position.
6. The technical condition value evaluation method based on the apparent crack characteristics of the shield tunnel lining according to claim 1, wherein the obtaining of the fitting curved surface specifically comprises the following steps:
according to formula X (B, L) =1-F b /F a Obtaining a coefficient of load loss, wherein F a For extreme bearing capacity F b Structural bearing capacity, X (B, L) is a bearing capacity loss coefficient;
and fitting the bearing capacity loss coefficient and a series of preset values to form a fitting curved surface.
7. The method for evaluating the technical condition value based on the apparent crack characteristics of the shield tunnel lining according to claim 5, wherein the technical condition value of the defect is obtained by the following formula,
V＝αmnX(B，L)+βY(B)；
wherein α is a load carrying performance weight coefficient, β is a service performance weight coefficient, α+β=1, m is a crack extension direction correction coefficient, n is a crack distribution position correction coefficient, B, L is an actual measured crack width and crack length, X (B, L) is a load carrying capacity loss coefficient, and Y (B) is a crack width development coefficient, respectively.
8. The method for evaluating a technical condition value based on apparent crack characteristics of a shield tunnel lining according to claim 7, wherein the crack width development coefficient Y (B) is obtained by the following formula,
Y(B)＝B/B 0 ；
b is the actual width value, B 0 Grading an upper limit value for a preset width, and when B>B 0 When Y (B) =1 is taken.
9. The technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining according to claim 7, wherein the specific values of the weight coefficients alpha and beta are as follows,
when X (B, L) is 0 < X < 0.2, α is 0.3 and β is 0.7;
when X (B, L) is 0.2.ltoreq.X < 0.4, alpha is 0.4 and beta is 0.6;
when X (B, L) is 0.4.ltoreq.X < 0.6, alpha is 0.5 and beta is 0.5;
when X (B, L) is 0.6.ltoreq.X.ltoreq.0.8, α is 0.6 and β is 0.4;
when X (B, L) is 0.8.ltoreq.X.ltoreq.1, α is 0.7 and β is 0.3.
10. The technical condition value assessment method based on the apparent crack characteristics of the shield tunnel lining according to claim 8, wherein the preset width grading upper limit value B 0 Is determined according to the crack width assessment standard mentioned in the technical rules of classification and detection of urban rail transit shield tunnel structure defect, T/CECS 788.
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| CN117351241B (en) * | 2023-10-18 | 2024-05-03 | 中交路桥科技有限公司 | Intelligent detection and assessment method, device, terminal and storage medium for tunnel defect |
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