摘要
隧道结构在地震与列车行车荷载耦合作用下极易发生破坏,探明地震与列车行车荷载作用下隧道的动力响应规律是保障隧道安全稳定运营的前提。鉴于此,建立隧道下穿高铁的数值仿真模型,并采用模型试验结果对数值仿真方法进行验证。在此基础上,开展地震与列车行车荷载作用下隧道动力响应的数值仿真研究,分析不同荷载工况下隧道位移、应力、加速度、频率以及能量的变化规律。研究结果表明:随着行车速度增加,地震与行车荷载耦合作用下隧道的竖向位移先减小后增大,速度为300 km/h时隧道衬砌的竖向位移最小;与仅行车荷载作用相比,地震与行车荷载耦合作用会增大隧道衬砌的竖向位移、竖向和水平向最大加速度、最大拉应力和压应力,其中最大拉、压应力增幅分别为36%和6.25%;与仅行车荷载作用下隧道衬砌拱顶频谱呈现多峰特征不同,地震与行车荷载耦合作用下隧道衬砌拱顶频谱呈现单峰特征,且0~10 Hz频段的振动被增强,10~40 Hz频段的振动被削弱;无论是仅行车荷载作用,还是地震与行车荷载耦合作用,0~6.25 Hz频段都是影响隧道拱顶动力响应的主要频段。
Under the coupling effect of seismic and train moving loads,tunnels are highly susceptible to damage.Understanding the dynamic response patterns of tunnels under seismic and train moving loads is a prerequisite for ensuring their safe and stable operation.In light of this,a numerical simulation model was developed for a tunnel under a high-speed railway.Model test results were used to validate the numerical simulation method.On this basis,a comprehensive numerical simulation study was conducted to analyze the dynamic response of the tunnel under both seismic and train loading conditions.The study analyzed the variation patterns of tunnel displacement,stress,acceleration,frequency,and energy under different loading conditions.The results showed that under the coupling effect of seismic and train moving loads,as the train speed increased,the vertical displacement of the tunnel first decreased and then increased.The vertical displacement of the tunnel lining was the smallest at a speed of 300 km/h.Compared to the train moving load alone,the coupling effect of seismic and train moving loads increased the vertical displacement,the maximum accelerations in vertical and horizontal directions,and the maximum tensile and compressive stresses of the tunnel lining.The increases in the maximum tensile and compressive stresses were 36% and 6.25%,respectively.Unlike the multi-peak characteristics of the frequency spectrum of the tunnel lining crown under the train moving load alone,the frequency spectrum under the coupling effect of seismic and train moving loads showed a single-peak feature.Moreover,the vibration in the 0 to 10 Hz frequency band was enhanced,while that in the 10 to 40 Hz frequency range was weakened.Whether under the train moving load alone or under the coupling effect of seismic and train moving loads,the frequency band of 0 to 6.25 Hz remains the primary frequency range affecting the dynamic response of the tunnel crown.
作者
罗钧瀚
任文涛
张凯
胡贵博
孙家鑫
郑亮
王加英
LUO Junhan;REN Wentao;ZHANG Kai;HU Guibo;SUN Jiaxin;ZHENG Liang;WANG Jiaying(Guangdong Provincial Key Laboratory of Deep Earth Sciences and Geothermal Energy Exploitation and Utilization,Shenzhen 518060,China;Institute of Deep Earth Sciences and Green Energy,Shenzhen University,Shenzhen 518060,China;Shandong Energy Group Luxi Mining Co.,Ltd.,Heze 274799,China;National Engineering Laboratory for Construction Technology of High Speed Railway,Central South University,Changsha 410075,China;Linyi Water Resources Engineering Security Center,Linyi 276037,China)
出处
《铁道标准设计》
北大核心
2025年第12期189-198,206,共11页
Railway Standard Design
基金
广东省“珠江计划”创新创业团队项目(2019ZT08G315)
深圳市科技计划项目(JCYJ20210324093402006,JCYJ20220818095605012,JCYJ20220531101408020)。
关键词
铁路隧道
地震荷载
列车行车荷载
耦合作用
动力响应
数值仿真
railway tunnel
seismic load
train moving load
coupling effect
dynamic response
numerical simulation
