不同损伤程度下公路隧道粘钢加固效果试验研究  

Experimental study on reinforcement effects of bonded steel plates of highway tunnels under different damage degrees

作　　者：刘学增[1] 李振 游贵良 杨芝璐 杨学良 桑运龙 LIU Xuezeng;LI Zhen;YOU Guiliang;YANG Zhilu;YANG Xueliang;SANG Yunlong(College of Civil Engineering,Tongji University,Shanghai 200092,China;Huadu District Transportation Bureau,Guangzhou 510800,China;Shanghai Engineering Research Center of Underground Infrastructure Detection and Maintenance Equipment,Shanghai 200092,China;Tongyan Civil Engineering Technology Co.,Ltd.,Shanghai 200092,China)

机构地区：[1]同济大学土木工程学院,上海200092 [2]广州市花都区交通运输局,广东广州510800 [3]上海地下基础设施安全检测与养护装备工程技术研究中心,上海200092 [4]上海同岩土木工程科技股份有限公司,上海200092

出　　处：《岩土工程学报》2023年第2期243-251,I0003,共10页Chinese Journal of Geotechnical Engineering

基　　金：国家自然科学基金项目(51878497);上海市人才发展资金资助项目(2021051);贵州省科学技术厅重大科技专项项目(黔科合重大专项字[2018]3011)。

摘　　要：衬砌裂损是隧道常见病害形式,直接影响到结构承载力,粘钢加固作为结构补强的方式应用较多,但公路隧道粘钢加固后结构的承载性能和不同损伤程度下的粘钢加固效果研究较少。采用1∶10模型加载试验,研究了公路隧道在不同损伤程度下加固后结构的承载性能、受力变形特征和破坏过程,分析了粘钢加固效果、加固时机。研究结果表明:(1)原结构和加固结构在松动荷载作用下的变形过程均可分为4个阶段,但破坏特征及形态存在差异。(2)剩余承载力为50%F,30%F(F为原结构极限承载力)时加固,破坏荷载相对原结构提升50%,51%。在结构失效前施作钢板可有效提升其极限承载力,且受加固点荷载影响较小。剩余承载力为50%F,30%F时加固,最终变形量比原结构增加59%,56%,可降低脆性破坏风险。(3)加固结构破坏模式为拱顶大偏心受压破坏。(4)加固过晚时,钢板会因衬砌的表面裂缝及变形速度而难以有效黏结或长时间协同变形,导致加速破坏。建议将结构剩余承载力介于62%F至50%F作为公路隧道合理加固时机。The cracking damage of linings is a common damage form of tunnels,which directly affects the bearing capacity of the structure.The reinforcement of bonded steel plates is widely used as the structural reinforcement,but there are few researches on the bearing capacity of the highway tunnels after reinforcement and the reinforcement effects under different damage degrees.The 1∶10 model loading tests are used to study the bearing capacity,mechanical deformation characteristics and failure process of the reinforced highway tunnel structure under different damage degrees,and the reinforcement effects and time are analyzed.The results show that:(1)The deformation process of the original and reinforced structures under loose loads can be divided into four stages,but the failure characteristics and forms are different.(2)When the residual bearing capacity is 50%F and 30%F(F is the ultimate bearing capacity of the original structure),the failure loads are strengthened and increase by 50%and 51%compared with those of the original structure.The steel plates applied before the failure of the structure can effectively improve its ultimate bearing capacity and are less affected by the loads at the reinforcement point.When the residual bearing capacity is 50%F and 30%F,the final deformations increase by 59%and 56%compared with those of the original structure,which can reduce the risk of brittle failure.(3)The failure mode of the reinforced structure is large eccentric compression failure of the vault.(4)When the reinforcement is too late,the steel plates will be difficult to effectively bond or cooperatively deform for a long time due to the surface cracks and deformation speed of the linings,resulting in accelerated failure.It is suggested that the residual bearing capacity of the structure should be between 62%F and 50%F as the reasonable reinforcement time for the highway tunnels.

关 键 词：公路隧道 剩余承载力 粘钢 模型试验 加固效果 加固时机 

分 类 号：TU43[建筑科学—岩土工程] U457.3[建筑科学—土工工程]