Abstract
The control criteria for structural deformation and the evaluation of operational safety performance for large-diameter shield tunnel segments are not yet clearly defined. To address this issue, a refined 3D finite element model was established to analyze the transverse deformation response of a large-diameter segmental ring. By analyzing the stress, deformation, and crack distribution of large-diameter segments under overload conditions, the transverse deformation of the segmental ring could be divided into four stages. The main reasons for the decrease in segmental ring stiffness were found to be the extensive development of cracks and the complete formation of four plastic hinges. The deformation control value for the large-diameter shield tunnel segment is chosen as 8‰ of the segment’s outer diameter, representing the transverse deformation during the formation of the first semi-plastic hinge (i.e., the first yield point) in the structure. This control value can serve as a reinforcement standard for preventing the failure of large-diameter shield tunnel segments. The flexural bearing capacity characteristic curve of segments was used to evaluate the structural strength of a large-diameter segmental ring. It was discovered that the maximum internal force combination of the segment did not exceed the segment ultimate bearing capacity curve (SUBC). However, the combination of internal force at 9°, 85°, and 161° of the joints, and their symmetrical locations about the 0°–180° axis exceeded the joint ultimate bearing capacity curve (JUBC). The results indicate that the failure of the large-diameter segment lining was mainly due to insufficient joint strength, leading to an instability failure. The findings from this study can be used to develop more effective maintenance strategies for large-diameter shield tunnel segments to ensure their long-term performance.
概要
目的
当前对盾构隧道管片衬砌的变形破坏机理和控制标准研究主要集中于小直径隧道。随着大直径盾构隧道逐步投入运营, 隧道周边的开挖、超载等施工活动导致隧道变形渗漏水及失效问题日益突出。大直径盾构隧道管片直径大、分块多、接头刚度弱, 其变形失效机理与小直径管片存在差异, 由此缺乏相应变形控制标准。因此, 针对大直径盾构隧道管片衬砌开展变形失效机制研究至关重要。
创新点
1. 通过建立精细化数值模型, 分析大直径盾构隧道管片环的变形失效机理;2. 提出适用于大直径盾构隧道管片的变形控制标准。
方法
1. 通过数值模拟, 分析大直径盾构隧道管片环的横向变形响应(图2和12);2. 通过将计算的管片内力结果带入已有的压弯承载力理论中, 分析大直径管片环失效特征(图14)。
结论
1. 大直径盾构隧道管片环的横向变形可分为4个阶段:线性增长阶段(阶段I), 拟线性增长阶段(阶段IIa和IIb), 非线性增长阶段(阶段III)和破坏阶段(阶段IV)。2. 在阶段I, 钢筋、螺栓和混凝土均处于弹性状 态, 未发生裂缝贯通。在阶段IIa和IIb, 螺栓、钢筋的应力和混凝土的压应变开始增大, 管片出现大量裂缝, 管片环的刚度逐渐降低。在阶段III, 半塑性铰相继形成, 并在结构中向完整塑性铰发展, 导致管片 环刚度急剧下降。在阶段IV, 结构的完整塑性铰相继形成, 最终结构不能继续承受荷载。裂缝的大量发展和4个塑性铰的完全形成是导致管片环刚度降低的主要原因。3. 选取大直径盾构隧道管片在形成第一个 半塑性铰(即第一屈服点)时的横向变形, 即管片外径的8‰作为变形控制值。该值可作为防止大直径盾构隧道管片破坏的加固标准。4. 将计算得到的内力代入管片环的抗弯承载力特征曲线中, 发现管片的最大 内力组合不超过管片极限承载力曲线(SUBC)。而接头9°、85°和161°及其沿0°~180°轴对称位置的内力组合超过接头极限承载力曲线(JUBC)。这说明大直径管片环的破坏主要是由于接头强度不足导致结构失稳。当管片环接头中的三个或三个以上螺栓屈服时, 大直径管片环就会迅速失稳破坏。
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Acknowledgments
This work is supported by the National Natural Science Foundation of China (Nos. 52122807, 52090082, and 51938005) and the Youth Science and Technology Innovation Talent Project of Hunan Province (No. 2021RC3043), China.
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Huaina WU and Renpeng CHEN designed the research. Binyong GAO, Chengcheng ZHANG, and Meng FAN processed the corresponding data. Binyong GAO wrote the first draft of the manuscript. Meng FAN and Chao XIAO helped to organize the manuscript. Huaina WU and Renpeng CHEN revised and edited the final version.
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Renpeng CHEN is an Editorial Board member of this journal, and is NOT involved in the editorial review or the decision to publish this article. Binyong GAO, Renpeng CHEN, Huaina WU, Chengcheng ZHANG, Meng FAN, and Chao XIAO declare that they have no conflict of interest.
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Gao, B., Chen, R., Wu, H. et al. Investigation of mechanical failure performance of a large-diameter shield tunnel segmental ring. J. Zhejiang Univ. Sci. A (2024). https://doi.org/10.1631/jzus.A2300446
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DOI: https://doi.org/10.1631/jzus.A2300446
Key words
- Finite element model
- Transverse deformation response
- Upper overload
- Plastic hinges
- Flexural bearing capacity