Orthotropic frost heaving force distribution characteristics for tunnel structures under hydro-thermo-mechanical coupling;

In cold regions,the frost heave of surrounding rock could lead to additional force on lining struc⁃ tures,which impairs the durability and safety of tunnels. This paper analyzed the distribution characteristics of tunnels’frost heave force in seasonally frozen regions. Firstly,energy conservation and mass conservation prin⁃ ciples were introduced,and a hydro-thermal-mechanical coupling model of frozen surrounding rock considering orthotropic frost heaving deformation was constructed. The reliability of the model was verified with the monitor⁃ ing result of the Qingshashan tunnel. Furthermore,the numerical model of the Dongtianshan tunnel was con⁃ structed,and distribution characteristics of temperature fields,water fields,and frost heave force were studied. In addition,various influencing factors on the tunnel’s frost heave force were analyzed,including the minimum temperature,the initial formation water content,the modulus ratio of the frozen and unfrozen surrounding rock,and the orthotropic frost heave coefficient. The simulation results show that the frozen depth of the tunnel is not uniform,the smallest at the arch foot and the largest at the center of the inverted arch. The maximum frozen depth difference was 48 cm. The frozen depth difference was due to the largest geometric curvature at the arch foot. At the same time,due to the minimum freezing depth and largest geometric curvature at the arch foot,the bending and folding of the arch foot of the lining are the most significant,and the von Mises stress at the arch foot is the largest. During one freezing-thawing period,the water content change includes four stages：freezing,thawing,stagnating and dissipating. After 20 freeing-thawing periods,in the water stagnating stage,the volu⁃ metric water contents at the lining top and sides increased by 10. 46% and 4. 21%,respectively,and the volumet⁃ ric water contents at the arch foot and lining bottom decreased slightly. The frozen surrounding rock produced both normal and tangential stress on the lining. Among them,the top arch and inverted arch are mainly manifest⁃ ed as compressive stress,while the compressive stress of the arch foot is minor and partially represented as ten⁃ sile stress. The frost heave force distribution patterns under different minimum air temperatures,initial water contents,modulus ratios between frozen and unfrozen surrounding rock,and orthotropic coefficients of frost heave deformation are the same. Normal stress distributions outside the lining are“mushroom-shaped”as a whole. The decrease in temperature could extend the freezing area,and the increase of orthotropic frost heave deformation coefficient could concentrate frost heave strain’s direction,which could significantly promote the frost heave force. The modulus ratio between frozen and unfrozen surrounding rock was negatively related to frost heave force,and the initial water content was positively related to frost heave. The orthotropic coefficient of frost heave deformation has the most significant influence on the value and distribution of frost heave force. After 20 years of freeze-thaw cycles,the difference of water field under different initial formation water content reduced,which leads to the little difference in frost heaving force of the tunnel under different initial formation water contents. The frost heave force distribution is mainly the result of the competition between the temperature field and the lining geometry. The minimum freezing depth leads to the smallest frost heave force at the arch foot. However,the deformation of the lining causes the arch foot to press against the surrounding rock,which could increase the compressive stress on the arch foot. For the tunnel with a small lining thickness,the extrusion effect of the arch foot to the outer surrounding rock is more prominent,which leads to a more considerable frost pressure at the arch foot. Overall,the frost heave force distribution of tunnels in cold regions should consider the influence of temperature conditions,water conditions,anisotropy of surrounding rock frost heave deformation,and lining geometry. Copyright © 2023 Institute of Microbiology, CAS. All rights reserved.     

穿黄隧洞束窄河道对河段水沙特性的影响分析

利用建立的平面二维非恒定水流泥沙数学模型,在上游来流为10000年一遇的特大洪水过程情况下,就初步拟定的南水北调中线穿黄方案之一的孤柏嘴线路3 0km隧洞工程方案,穿黄隧洞束窄河道对河段水流流态、泥沙运动及河床变形的影响进行了计算和分析比较。计算结果表明,在该洪水过程情况下,穿黄隧洞束窄河道对河段水沙运动特性有一定影响,但影响不大。     

龙潭隧道围岩收敛变形灰色系统预测模型

基于龙潭隧道开挖过程中的围岩收敛变形资料,通过对具有一定随机离散性和波动性的位移-时间顺序的数据列进行累加处理,建立了GM(1,1)灰色预报模型,预测了围岩收敛变形的未来趋势,并对预测位移进行一次累减,得到位移速率预测公式,预测围岩收敛趋于稳定的时间。两个断面的预测值和实测值的比较结果表明所建预测模型可取得比较好的效果。     

基于连续介质模型的隧道衬砌结构可靠性研究

基于连续介质力学模型,提出了一种简单易行的可靠性分析方法,该方法能利用现行通用的有限元程序,能得到显式的功能函数,但又不同于响应面法。以公路隧道圆形隧洞的开挖支护为例,采用此方法将围岩参数c (黏聚力)、E,? 和二次衬砌厚度D作为随机变量,采用有限元程序得到单一变量变化下的衬砌轴应力值,进而拟合出衬砌轴应力关于单一随机变量的关系式,并通过多元线性或非线性回归得到衬砌轴应力关于所有随机变量的显示表达式,再对圆形隧洞的衬砌结构进行了敏感性和可靠性分析,得到了一些有意义的结论。     

爆破扰动下TBM隧洞时滞型岩爆特征及影响机制研究

时滞型岩爆的发生通常具有很强的随机性,会对施工安全造成巨大的威胁,而开挖扰动、爆破扰动等均会对潜在时滞型岩爆区产生不同程度的影响。依托某隧道掘进机（TBM）引水隧洞,采用理论分析和对比分析法研究了拆机洞爆破开挖期间K54+000—K54+700段发生的5次时滞型岩爆,发现：（1）强烈岩爆和中等岩爆区位于缓倾断层附近,围岩发育短小隐节理和含充填的细密节理,轻微岩爆距断层远或位于正断层附近,除含充填的细密节理外,均至少发育1条含充填物的倾向SW的陡倾结构面;（2）TBM法开挖隧洞时滞型岩爆滞后爆破时间更长,滞后工作面距离更远,且爆破对TBM隧洞的扰动作用相对较小;（3）爆破扰动使得潜在时滞型岩爆区围岩失稳变得容易,从而加速了时滞型岩爆的进程。研究成果可为TBM隧洞时滞型岩爆的预警与防控提供参考。     

一种激光收敛测量方法及其精度评估

结合传统收敛测量和全站仪测量两种测量方法的优势,提出了一种新的收敛测量方法。传统收敛测量方法存在着操作要求高,施工干扰多,不易长期监测等缺点;全站仪测量方法由于采用间接测量策略,测点间的距离需要进行解算,施测精度较低。新方法延用了全站仪测量方法所采用的激光测距技术,同时也延用了传统收敛测量方法采用的直接测量距离策略。借助于目前市场上成熟的激光测距产品,研制和加工了新方法所需的测量装置。它由5个部分组成,依次为激光测距仪、测距仪底座、测量基点连杆、连接套筒、测量基座。按照一定的实施步骤,在程潮铁矿采空区的地面隧道进行了测量精度在现场工程环境下的试验评估。试验结果表明,新方法的成本低廉、操作简捷、稳定性好,施测精度可达到0.7 mm,有利于收敛监测在地下工程建设过程中的普及应用。     

基于Peck公式的双线盾构引起的土体沉降预测

基于Peck公式,对双线水平平行盾构隧道施工中土体损失引起的三维土体沉降计算方法进行研究。考虑先行隧道施工对后行隧道的影响和两条隧道开挖面的不同位置,建立修正的三维Peck公式;通过分别计算先行盾构隧道和后行盾构隧道施工引起的土体沉降,叠加得到双线水平平行盾构施工引起的总的三维土体沉降。算例分析结果表明：预测值与实测值比较吻合;随着两条隧道开挖面前后距离的逼近,地面最大沉降量会逐渐增大;随着土体深度z的增大,沉降略增大、沉降槽宽度则略减小;当两条隧道轴线水平距离L较小时,地面沉降量较大,符合正态分布规律;随着L的增大,最大地面沉降量会逐渐减小,沉降曲线形状慢慢由V型转变成W型。     

大直径盾构隧道扩挖地铁车站的力学性能研究

日益复杂的地铁建设环境使得地铁线路布置困难、施工风险加大,同时对施工方法也提出了更为严格的要求。采用大直径盾构建造地铁单洞双线区间并在盾构隧道基础上小规模扩挖形成车站是解决复杂环境下地铁建设的一种新思路。以北京地铁14号线高家园站为背景,提出了在外径10 m的大直径盾构隧道基础上采用CRD(Cross Diaphragm)法扩挖地铁车站的两种方案,利用“地层-结构”相互作用有限元法模拟了车站扩挖施工过程,研究了结构体系的受力转换规律。结果表明：在扩挖施工中,结构受力转换频繁;结构体系的最大轴向应力位置由管片环转移到初期支护,最大剪应力位置转移到封顶块管片;管片环由受压状态为主转向受剪状态为主,初期支护、中隔板、梁柱及临时支撑以受压状态为主;封顶块管片和顶梁上部翼缘处的应力较大,应对这些位置进行加强处理。     

Experimental study of aeolian sand ripples in a wind tunnel

The topographic parameters and propagation velocity of aeolian sand ripples reflect complex erosion, transport, and deposition processes of sand on the land surface. In this study, three Nikon cameras located in the windward (0–1 m), middle (4.5–5.5 m), and downwind (9–10 m) zones of a 10 m long sand bed are used to continuously record changes in sand ripples. Based on the data extracted from these images, this study reaches the following conclusions. (1) The initial formation and full development times of sand ripples over a flatbed decrease with wind velocity. (2) The wavelengths of full development sand ripples are approximately twice the wavelengths of initially formed sand ripples. Both wavelengths increase linearly with friction velocity. During the developing stage of sand ripples, the wavelength increases linearly with time. (3) The propagation velocity of full development sand ripples is approximately 0.6 times that of the initially formed sand ripples. The propagation velocity of both initial and full development of sand ripples increase as power functions with respect to friction velocity. During the developing stage of sand ripples, the propagation velocity decreases with time following a power law. These results provide new information for understanding the formation and evolution of aeolian sand ripples and help improve numerical simulations. Copyright © 2017 John Wiley & Sons, Ltd.