摘要
目前对隧道衬砌动力响应的研究多聚焦于完好隧道,较少涉及初始宏观裂缝存在时对隧道衬砌结构弱化作用下的动力响应。为研究含裂缝隧道衬砌动力损伤特性,首先,基于塑性损伤本构,理论推导考虑材料弱化的宏观缺陷-外荷载耦合损伤本构模型;其次,将宏观损伤度为0,0.2,0.3和0.4时混凝土试件抗拉强度的计算结果与试验结果进行对比,验证本构模型的合理性;然后,采用地层-结构法对土体-隧道-列车相互作用关系进行模拟,引入无限单元边界吸收模型边界处的应力波;最后,通过在完整衬砌结构上预制深度为3.5,7.0和10.5 cm裂缝,并调整模型中的损伤参数,系统地研究衬砌结构在不同裂缝深度下考虑材料弱化作用的动力损伤特性。结果表明:推导得到的本构模型理论计算结果与试验结果最大误差仅为7.3%,模型合理;在不同裂缝深度下,竖向振动加速度和竖向振动速度均呈现出拱顶>边墙>仰拱的规律,且与行车道距离成正相关;裂缝深度由0 cm增加到10.5 cm,衬砌结构拱顶、边墙和仰拱的竖向振动加速度分别增大8.4%,2.7%和5.3%,竖向振动速度分别增大15.1%,17.1%和16.7%;裂缝深度从0 cm增加到10.5 cm,拱顶、边墙和仰拱的最大主应力峰值分别增加22.3%,15.5%和减小9.12%,拱顶的最大主应力峰值在裂缝深度为3.5 cm时超过了仰拱,说明动应力响应受行车道距离和初始宏观裂缝引起的应力集中共同影响;在3种不同裂缝深度下,考虑材料弱化作用下的衬砌损伤度较不考虑时分别增大0.039,0.130和0.165。
Most of the current research focuses on the dynamic response of intact tunnel linings with less attention paid to the dynamic response under the weakening effect on the tunnel lining structure in the presence of initial macroscopic cracks.To study the dynamic damage characteristics of tunnel lining with cracks,firstly,based on the plastic damage constitutive model,a macro-defect-external load coupled damage constitutive model considering material weakening is derived theoretically.The calculated tensile strength of concrete specimens at macroscopic damage degrees of 0,0.2,0.3 and 0.4 are compared with the test results to validate the constitutive model.The soil-tunnel-train interaction relationship is modeled using the stratigraphic-structural method,and an infinite element boundary is introduced to absorb the stress wave at the model boundary.By prefabricating cracks with depths of 3.5,7.0 and 10.5 cm on the intact lining structure and adjusting the damage parameters in the model,the dynamic damage characteristics of the lining structure at different crack depths considering the weakening effect of the material are systematically studied.The results show that the maximum error between the theoretical calculations and experimental results of the derived intrinsic model is only 7.3%,indicating the rationality of the model.At different crack depths,both vertical vibration acceleration and velocity show the pattern of arch top>side wall>inverted arch,which is positively correlated with the distance to the traveled way.Increasing the crack depth from 0 cm to 10.5 cm,the vertical vibration accelerations of the lining structure at the arch top,side wall and inverted arch increase by 8.4%,2.7%and 5.3%,respectively;and the vertical vibration velocities increase by 15.1%,17.1%and 16.7%,respectively.Increasing the crack depth from 0 cm to 10.5 cm,the peak maximum principal stresses increase by 22.3%and 15.5%in the arch top and side wall,respectively,and decreases by 9.12%in the inverted arch.The peak maximum principal stresses at the arch top exceed that of the inverted arch at the crack depth of 3.5 cm,indicating that the dynamic stress response is affected by both the distance to the traveled way and the stress concentration due to initial macroscopic cracks.At three different crack depths,the degree of lining damage,considering material weakening,increases by 0.039,0.130,and 0.165,respectively,compared to when it is not considered.
作者
孙雅珍
王龙岩
吴昌宇
王金昌
于阳
袁立凡
祝奉斌
SUN Yazhen;WANG Longyan;WU Changyu;WANG Jinchang;YU Yang;YUAN Lifan;ZHU Fengbin(School of Transportation and Geomatics Engineering,Shenyang Jianzhu University,Shenyang Liaoning 110168,China;School of Civil Engineering,Shenyang Jianzhu University,Shenyang Liaoning 110168,China;School of Civil Engineering,Fuzhou University,Fuzhou Fujian 350108,China;Institute of Transportation Engineering,Zhejiang University,Hangzhou Zhejiang 310058,China;Zhejiang Jiaogong Road&Bridge Construction Co.,Ltd.,Hangzhou Zhejiang 310051,China)
出处
《中国铁道科学》
北大核心
2025年第1期107-119,共13页
China Railway Science
基金
国家重点基础研究发展计划(973计划)(2015CB057801)
浙江交工协同创新联合研究中心项目(ZDJG2021004)。
关键词
地铁隧道
动力响应
初始裂缝
宏观缺陷-外荷载耦合损伤
本构模型
混凝土材料弱化
Subway tunnel
Dynamic response
Initial fracture
Macro defect-external load coupling damage
Constitutive model
Concrete material weakening
