摘要
以北京地铁6号线苹果园站密贴斜穿既有地铁1号线苹果园站主体结构为研究对象,采用三维有限元数值分析软件GTS-NX建立地铁车站-既有车站的三维有限元模型,计算分析桩梁拱(pile beam arc,PBA)工法动态施工时地表沉降变形发展规律,并对比实测沉降与数值模拟沉降。模拟研究结果表明:采用PBA工法修建地铁车站整个施工阶段,导洞开挖引起的地表沉降为-12.25 mm,占地表总沉降的48.2%,扣拱施工引起的地表沉降为-6.94 mm,占地表总沉降的27.3%,说明导洞开挖、二衬扣拱阶段是控制地表沉降的关键环节;既有车站对地表沉降产生一定的影响。最大实测沉降为-25.89 mm,最大数值模拟沉降为-25.41 mm,实测与数值模拟结果相差小于5%,验证了数值模拟结果的有效性,数值模拟结果较准确地反映实际情况。
The main structure for Pingguoyuan Station of Beijing Metro Line 6,closely attached to the existing Metro Line 1 Pingguoyuan Station,is taken as the research object.The GTS-NX three-dimensional finite element numerical analysis software is used to simulate the subway station-existing station.The three-dimensional finite element model of the PBA method is used to analyze the development law of surface settlement deformation during the dynamic construction of the PBA method,the measured data and the numerical simulation results are compared.The research results show that the pilot tunnel is excavated during the entire construction phase of the PBA method of the subway station.The surface settlement caused by the stage accounts is-12.25 mm,for 48.2%of the total surface settlement,and the surface settlement caused by the arch construction is-6.94 mm,accounted for 27.3%of the total settlement.The existence of a station will have a certain impact on ground settlement.The difference between the measured data(-25.89 mm)and the numerical simulation result(-25.41 mm)is less than 5%,which verifies the validity of the numerical simulation result,so the numerical simulation can better reflect the actual situation.
作者
姜晓
张志伟
JIANG Xiao;ZHANG Zhiwei(Beijing Beizi Engineering Consulting Co.,Ltd.,Beijing 100020,China;China Railway No.14 Group Corporation Tunnel Engineering Co.,Ltd.,Jinan 250002,China)
出处
《山东交通学院学报》
CAS
2022年第1期88-94,共7页
Journal of Shandong Jiaotong University
基金
中铁十四局集团科技研究开发计划项目(2020QT03)。
关键词
PBA工法
密贴斜穿施工
既有地铁车站
沉降
PBA construction method
close-fitting and diagonal crossing construction
existing station
settlement
