高速公路连拱隧道开挖稳定性数值模拟研究  

Numerical Simulation Study on Excavation Stability of Multi-arch Tunnel on Expressway

作　　者：李海云 LI Haiyun(Engineering College,China University of Geosciences(Wuhan),Wuhan 430074,China)

机构地区：[1]中国地质大学(武汉)工程学院,湖北武汉430074

出　　处：《粉煤灰综合利用》2021年第3期31-35,共5页Fly Ash Comprehensive Utilization

摘　　要：为研究高速公路连拱隧道开挖后的稳定性规律,本文利用FLAC 3D岩土工程数值模拟软件建立了连拱隧道开挖的数值计算模型,分7步开展了连拱隧道的开挖和支护,分析了隧道开挖后不同位置的竖向位移、水平位移、塑性区和二次衬砌弯矩与轴力分布特征。研究结果表明:连拱隧道的最大位移均出现在中隔墙周边,中隔墙顶部的竖向位移最大,达到28.8 mm;连拱隧道的塑性区最大深度同样位于中隔墙顶部,达到4.0 m,此处应为重点加固位置;不同的二次衬砌施工时间造成了左右洞衬砌内力和弯矩差异,左洞的轴力和弯矩最大值均大于右洞。In order to study the stability of expressway multiple-arch tunnel after excavation,FLAC 3 D numerical simulation software of geotechnical engineering was used to establish the numerical model multi-arch tunnel excavation in this paper.The excavation and support of the multi-arch tunnel were carried out in 7 steps.And the characteristics of vertical displacement,horizontal displacement,plastic zone,bending moment and axial force distribution of secondary lining at different positions after tunnel excavation are analyzed.The results show that the maximum displacement of the multi-arch tunnel occurs around the multi-arch tunnel,and the maximum vertical displacement of the top of the middle partition wall reaches 28.8 mm.The maximum depth of the plastic zone of the multi-arch tunnel is also located at the top of the middle partition wall,reaching 4.0 m,and the top of the middle partition wall should be strengthened.The internal force and bending moment of left hole and right hole lining are different due to different times of secondary lining.The maximum value of axial force and bending moment of left hole is greater than that of right hole.

关 键 词：高速公路 连拱隧道 稳定性 数值模拟 

分 类 号：TU74[建筑科学—建筑技术科学] U459.2[建筑科学—桥梁与隧道工程]