传统机械法联络通道采用中心开洞方式进行施工,其联络通道-主隧道为对称受力结构体系。但在市域铁路区间隧道中,受疏散平台高度影响,联络通道中心线与主隧道之间可能存在一定偏心距,导致二者组成一个非对称结构体系,其在列车振动下的动力响应必然与对称结构体系存在差异。依托某市域铁路9 m级盾构隧道,建立三维数值模型,研究了不同偏心距(0 m、0.3 m、0.6 m、0.9 m、1.2 m)条件下联络通道-主隧道结构体系在列车荷载作用下的动力响应。结果表明:在时速160 km的双向列车动载作用下,随着主隧道与联络通道偏心距的增大,主隧道与联络通道连接处的竖向位移、加速度和动应力均有不同程度的增大,与中心开洞相比,偏心距为1.2 m时的最大动位移增大7.7%,最大加速度增大了27.7%,下部土体的最大动应力增大了28.5%;偏心距的不同对结构体系的动力响应影响范围较为有限,在本文的地层参数下,其中动应力影响在两结构连接处下方深度9 m范围内。研究成果可为机械法联络通道技术在市域铁路中的应用提供参考。
The central opening method is commonly adopted by the technology of traditional mechanical connecting channel, and the connecting channel-main tunnel structure is a symmetrical force system. However, in suburban railway tunnels, there may be a certain eccentricity between the centerline of the connecting channel and the main tunnel, due to the height of the evacuation platform, resulting in the formation of an asymmetric structural system between them. Its dynamic response under train vibration is inevitably different from that of the symmetric structural system. Based on a 9 m level shield tunnel of a suburban railway, a three-dimensional numerical calculation model was established to study the dynamic response of the connecting channel-main tunnel structural system with different eccentricity (0 m, 0.3 m, 0.6 m, 0.9 m, 1.2 m) conditions under train load. The research results show that under the dynamic load of a bidirectional train with a speed of 160 km/h, as the eccentricity between the main tunnel and the connecting passage increases, the vertical displacement, acceleration, and dynamic stress at the connection between the main tunnel and the connecting channel all increase to varying degrees. Compared with the central opening, the maximum dynamic displacement at an eccentricity of 1.2 m increases by 7.7%, the maximum acceleration increases by 27.7%, and the maximum dynamic stress of the lower soil increases by 28.5%. However, the difference in eccentricity has a limited impact on the dynamic response of the structural system. Under the geological parameters studied in this article, the influence of dynamic stress is within a depth of 9m below the connection between the two structures. The research results can provide a reference for the application of mechanical connecting channel technology in suburban railway.
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