Article(id=1241442314300747967, tenantId=1146029695717560320, journalId=1240670690148397066, issueId=1241442313185063097, articleNumber=null, orderNo=null, doi=10.3963/j.issn.1001-487X.2023.01.025, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1663862400000, receivedDateStr=2022-09-23, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1773912512612, onlineDateStr=2026-03-19, pubDate=1677600000000, pubDateStr=2023-03-01, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1773912512612, onlineIssueDateStr=2026-03-19, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1773912512612, creator=13701087609, updateTime=1773912512612, updator=13701087609, issue=Issue{id=1241442313185063097, tenantId=1146029695717560320, journalId=1240670690148397066, year='2023', volume='40', issue='1', pageStart='1', pageEnd='220', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1773912512346, creator=13701087609, updateTime=1773912765519, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1241443375145079400, tenantId=1146029695717560320, journalId=1240670690148397066, issueId=1241442313185063097, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1241443375145079401, tenantId=1146029695717560320, journalId=1240670690148397066, issueId=1241442313185063097, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=185, endPage=193, ext={EN=ArticleExt(id=1241442314585960644, articleId=1241442314300747967, tenantId=1146029695717560320, journalId=1240670690148397066, language=EN, title=Influence Analysis of New Tunnel Blasting on Lower Adjacent High-speed Railway Tunnel, columnId=1240702076553065119, journalTitle=Blasting, columnName=BLASTING SAFETY, runingTitle=null, highlight=null, articleAbstract=

The dynamic response of the lining structure of an existing tunnel during the blasting construction of a new tunnel is studied based on the Bogongao No.1 tunnel project which belongs to one of the level 1 risk tunnels of Ganzhou-Shenzhen high-speed railway. The numerical model of the test section is established by using ANSYS/LSDYNA finite element software. By comparing the field measured with the model calculated vibration velocities, the reliability of the numerical simulation is verified with the inversed surrounding rock mass parameters. Furthermore, based on the parameters of the test section, a numerical model of the intersection of the two tunnels is further constructed, which is used to analyze the vibration attenuation law of the existing tunnel lining structure in the intersection, and put forward vibration reduction measures under the worst cases at the intersection. According to the research results, the largest vibration velocity appears at the vault of the existing tunnel and the smallest vibration velocity is at the floor. Within 30 m from the front and back of the intersection, the vibration velocity at the vault is about 2.0~2.3 times that at the side wall closer to the blast. For the whole section of the existing tunnel, the controlled vibration velocity of 1.6 cm/s. However, for the side wall, the early warning value of vibration velocity should be 0.8 cm/s. When the cut holes are bottom initiated, most of the explosion energy is transmitted to the unexcavated area, which contributes to a higher attenuation rate of vibration velocity from the excavated area of the new tunnel than from the unexcavated area. The blasting scheme of the test section is no longer applicable to the cross affected section. On the premise of considering both the work efficiency and blasting effect, the vibration velocity of the secondary lining in the existing tunnel can be controlled within the safe range after the footage is shortened to 1.0 m and the cut hole charge is reduced to 9.86 kg.

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以赣深高铁一级风险隧道——伯公坳1号隧道为背景,研究新建隧道爆破施工时,近接既有隧道衬砌结构的动力响应。采用Ansys/Ls-dyna有限元软件建立试验段数值模型,将现场实测振速与模型计算振速作对比,反演围岩介质参数,验证了数值模拟的可靠性。以试验段参数为基础,进一步构建了两隧道交叉段的数值模型,由此分析交叉段既有隧道衬砌结构的振动衰减规律,提出交叉点处最不利工况的减振措施。研究结果表明:既有隧道拱顶振速最大,底板振速最小;交叉点前后方30 m范围内,拱顶振速约为迎爆侧边墙振速的2.0~2.3倍,1.6 cm/s的控制振速是针对既有隧道全断面而言的,因此其边墙部位的监测预警值应取为0.8 cm/s;掏槽孔反向起爆时,大部分的爆炸能量向未开挖区域传递,所以既有隧道对应于新建隧道已开挖区域的振速衰减速率比未开挖区域的要大;试验段的爆破方案不再适用于交叉影响段,在将进尺缩短至1.0 m,掏槽孔药量减小至9.86 kg后,能够在兼顾工效和爆破影响的前提下,将既有隧道二衬振速控制在安全标准以内。

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张庆彬(1980-),男,副教授、博士,从事隧道与地下工程领域的研究,(E-mail)
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颜天成(1996-),男,硕士研究生,从事隧道与地下工程领域的研究,(E-mail)

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颜天成(1996-),男,硕士研究生,从事隧道与地下工程领域的研究,(E-mail)

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颜天成(1996-),男,硕士研究生,从事隧道与地下工程领域的研究,(E-mail)

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Optimization of cut-hole's detonating position in tunnel excavation[J]. Journal of Vibration and Shock, 2018, 37(9): 8-16. 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Measured vibration velocity at DK428+918.3

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爆破断面桩号测点桩号爆心距/m峰值振速/(cm·s-1
水平径向水平纵向竖直方向合速度
DK428+918.3~+660171.80.130.110.380.42
~+690143.10.190.290.170.39
~+720115.00.320.310.420.61
~+75088.30.571.120.771.47
~+78064.40.630.851.401.75
~+81048.11.001.431.632.39
~+84047.60.510.420.640.92
~+87063.50.520.410.510.84
), ArticleFig(id=1241442327361811179, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=CN, label=表1, caption=

DK428+918.3处实测振速值

, figureFileSmall=null, figureFileBig=null, tableContent=
爆破断面桩号测点桩号爆心距/m峰值振速/(cm·s-1
水平径向水平纵向竖直方向合速度
DK428+918.3~+660171.80.130.110.380.42
~+690143.10.190.290.170.39
~+720115.00.320.310.420.61
~+75088.30.571.120.771.47
~+78064.40.630.851.401.75
~+81048.11.001.431.632.39
~+84047.60.510.420.640.92
~+87063.50.520.410.510.84
), ArticleFig(id=1241442327596692208, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=EN, label=Table 2, caption=

Explosive Material and State Equation Parameters

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名称D/(m·s-1ρ/(g·cm-3A/GPaB/GPaE0/GPaωR1R2
炸药32001.12.14×10213.84.20.155.40.9
), ArticleFig(id=1241442327730909946, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=CN, label=表2, caption=

炸药及状态方程参数

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名称D/(m·s-1ρ/(g·cm-3A/GPaB/GPaE0/GPaωR1R2
炸药32001.12.14×10213.84.20.155.40.9
), ArticleFig(id=1241442327881904898, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=EN, label=Table 3, caption=

Physical and mechanical parameters of granite

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岩石类型密度ρ/(g·cm-3体积模量/GPa杨氏模量/GPa切变模量/GPa泊松比ν失效应变
花岗岩2.63555200.270.20
), ArticleFig(id=1241442328364249867, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=CN, label=表3, caption=

花岗岩的物理力学参数

, figureFileSmall=null, figureFileBig=null, tableContent=
岩石类型密度ρ/(g·cm-3体积模量/GPa杨氏模量/GPa切变模量/GPa泊松比ν失效应变
花岗岩2.63555200.270.20
), ArticleFig(id=1241442328481690383, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=EN, label=Table 4, caption=

Physical and mechanical parameters of C30 concrete

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材料名称密度ρ/(g·cm-3杨氏模量/GPa泊松比ν
C30混凝土2.4330.18
), ArticleFig(id=1241442328615908121, tenantId=1146029695717560320, journalId=1240670690148397066, articleId=1241442314300747967, language=CN, label=表4, caption=

C30混凝土的物理力学参数

, figureFileSmall=null, figureFileBig=null, tableContent=
材料名称密度ρ/(g·cm-3杨氏模量/GPa泊松比ν
C30混凝土2.4330.18
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新建隧道爆破对下部近接运营高铁隧道影响分析
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颜天成 1 , 张庆彬 1 , 陈敏 2
爆破 | 安全与管理 2023,40(1): 185-193
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爆破 | 安全与管理 2023, 40(1): 185-193
新建隧道爆破对下部近接运营高铁隧道影响分析
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颜天成1 , 张庆彬1 , 陈敏2
作者信息
  • 1.长沙理工大学 土木工程学院,长沙 410114
  • 2.张家界市交通运输综合行政执法支队,张家界 427000
  • 颜天成(1996-),男,硕士研究生,从事隧道与地下工程领域的研究,(E-mail)

通讯作者:

张庆彬(1980-),男,副教授、博士,从事隧道与地下工程领域的研究,(E-mail)
Influence Analysis of New Tunnel Blasting on Lower Adjacent High-speed Railway Tunnel
Tian-cheng YAN1 , Qin-bin ZHANG1 , Min CHEN2
Affiliations
  • 1.School of Civil Engineering, Changsha University of Science and Technology, Changsha 410114, China
  • 2.Zhangjiajie Transportation Comprehensive Administrative Law Enforcement Detachment, Zhangjiajie 427000, China
出版时间: 2023-03-01 doi: 10.3963/j.issn.1001-487X.2023.01.025
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以赣深高铁一级风险隧道——伯公坳1号隧道为背景,研究新建隧道爆破施工时,近接既有隧道衬砌结构的动力响应。采用Ansys/Ls-dyna有限元软件建立试验段数值模型,将现场实测振速与模型计算振速作对比,反演围岩介质参数,验证了数值模拟的可靠性。以试验段参数为基础,进一步构建了两隧道交叉段的数值模型,由此分析交叉段既有隧道衬砌结构的振动衰减规律,提出交叉点处最不利工况的减振措施。研究结果表明:既有隧道拱顶振速最大,底板振速最小;交叉点前后方30 m范围内,拱顶振速约为迎爆侧边墙振速的2.0~2.3倍,1.6 cm/s的控制振速是针对既有隧道全断面而言的,因此其边墙部位的监测预警值应取为0.8 cm/s;掏槽孔反向起爆时,大部分的爆炸能量向未开挖区域传递,所以既有隧道对应于新建隧道已开挖区域的振速衰减速率比未开挖区域的要大;试验段的爆破方案不再适用于交叉影响段,在将进尺缩短至1.0 m,掏槽孔药量减小至9.86 kg后,能够在兼顾工效和爆破影响的前提下,将既有隧道二衬振速控制在安全标准以内。

隧道工程  /  交叉隧道  /  动力响应  /  数值模拟  /  降振措施  /  振速控制

The dynamic response of the lining structure of an existing tunnel during the blasting construction of a new tunnel is studied based on the Bogongao No.1 tunnel project which belongs to one of the level 1 risk tunnels of Ganzhou-Shenzhen high-speed railway. The numerical model of the test section is established by using ANSYS/LSDYNA finite element software. By comparing the field measured with the model calculated vibration velocities, the reliability of the numerical simulation is verified with the inversed surrounding rock mass parameters. Furthermore, based on the parameters of the test section, a numerical model of the intersection of the two tunnels is further constructed, which is used to analyze the vibration attenuation law of the existing tunnel lining structure in the intersection, and put forward vibration reduction measures under the worst cases at the intersection. According to the research results, the largest vibration velocity appears at the vault of the existing tunnel and the smallest vibration velocity is at the floor. Within 30 m from the front and back of the intersection, the vibration velocity at the vault is about 2.0~2.3 times that at the side wall closer to the blast. For the whole section of the existing tunnel, the controlled vibration velocity of 1.6 cm/s. However, for the side wall, the early warning value of vibration velocity should be 0.8 cm/s. When the cut holes are bottom initiated, most of the explosion energy is transmitted to the unexcavated area, which contributes to a higher attenuation rate of vibration velocity from the excavated area of the new tunnel than from the unexcavated area. The blasting scheme of the test section is no longer applicable to the cross affected section. On the premise of considering both the work efficiency and blasting effect, the vibration velocity of the secondary lining in the existing tunnel can be controlled within the safe range after the footage is shortened to 1.0 m and the cut hole charge is reduced to 9.86 kg.

tunnel engineering  /  cross tunnel  /  dynamic response  /  numerical simulation  /  vibration reduction measures  /  vibration velocity control
颜天成, 张庆彬, 陈敏. 新建隧道爆破对下部近接运营高铁隧道影响分析. 爆破, 2023 , 40 (1) : 185 -193 . DOI: 10.3963/j.issn.1001-487X.2023.01.025
Tian-cheng YAN, Qin-bin ZHANG, Min CHEN. Influence Analysis of New Tunnel Blasting on Lower Adjacent High-speed Railway Tunnel[J]. Blasting, 2023 , 40 (1) : 185 -193 . DOI: 10.3963/j.issn.1001-487X.2023.01.025
随着我国“四纵四横”高铁网提前建成,“八纵八横”高铁网加密成型,受地形、地质条件及已有建筑物的限制,新线路规划上出现与既有线路近接交叉的问题已经在所难免。目前设计上常采用上跨或下穿既有隧道的方案予以解决,然而如今大部分高铁隧道的开挖主要还是以钻爆法为主,新建隧道的爆破开挖将不可避免的对既有隧道的衬砌结构产生不利影响[1]。因此,如何保证新建隧道的顺利掘进和既有隧道的安全运营,成为此类工程建设的重中之重。
近些年来,许多研究学者从新建隧道围岩松动圈大小、两隧道间夹岩累积损伤、既有隧道衬砌结构的动力响应等角度切入,围绕新建隧道的爆破影响问题展开了深入研究。李小贝[2]、桑运龙等结合有限元方法和现场监测数据[3],揭示了爆破产生的围岩松动圈会随着围岩级别的增大而呈线性增长的规律。蒙国往等基于并行隧道中夹岩声波测试结果[4],发现岩体损伤累积与爆破加载次数之间呈非线性关系,且段间爆破加载对围岩累积损伤最大。宋肖龙等利用地质雷达对循环爆破下的围岩损伤进行探测[5],结果表明Ⅳ级围岩条件下围岩的累计损伤在距爆源60 m范围内非常明显。骆正坤等通过对深埋跨断层隧道爆破开挖的研究[6],发现围岩性质的突变会造成振速的极大差异。上跨、下穿和并行等不同的位置关系会导致衬砌结构的动力响应具有方向性,在并行小净距隧道中,既有隧道拱肩和拱脚位置的振动最为显著[7];而垂直交叉位置关系下,隧道近接处的拱顶或仰拱底部的振动最明显[8]
我国现行的《爆破安全规程》[9]中还是以振动速度作为爆破影响的评价标准,其规定交通隧道的爆破振动允许值为10~20 cm/s,《水利水电工程爆破施工技术规范》[10]也针对不同龄期的混凝土提出了不同的振速控制标准。为降低和控制隧道爆破对周边岩体和结构的影响,有些学者针对不同类型的构筑物提出了更严格的振动速度控制标准[11],也有学者根据岩体最大拉应力判据来确定隧道围岩稳定的质点临界振速[12],但关于近接隧道的爆破振动控制仍无统一标准可循。在实际工程中,工程人员为了确定爆破方案的可行性,常采用基于萨道夫斯基公式或修正的经验公式对爆破引起的振动速度进行预测[13],但这一方法的预测结果往往偏于保守[14],以致对施工的指导作用有限。随着计算机技术的发展,数值方法在揭示爆破振动衰减的一般规律上取得了一定成效[15],在合理设置爆破参数与岩体介质参数的情况下,也能够对爆破施工作用下的危险区域进行预测[16]
综上所述,针对近接隧道的爆破影响,目前的研究和实践已经得到了一些一般性规律,但仍存在许多不足。近接隧道空间位置的复杂性、围岩性质的不确定性,导致现有的研究成果不能直接应用;现有规范不能为不同工况下既有隧道衬砌结构提供一个确定的振速控制标准,以至于无法有效指导施工;数值计算是研究振速衰减规律与预测爆破振速的有力工具,但其围岩介质参数大多简单利用地勘资料确定,导致其模拟结果精度不高。依托新建伯公坳1号隧道工程,将现场实测振动数据与数值模型计算振速对比,反演围岩参数,再以此为基础建立两隧道交叉近接处模型,研究既有隧道交叉点两侧的振速衰减规律,进而提出交叉点处既有隧道的振速控制措施。
伯公坳1号隧道位于新建赣深高速铁路深圳段,为单洞双线隧道,起止里程DK428+595.715~ DK429+000,总长404.285 m,采用350 km/h标准建设。既有广深港羊台山隧道与新建伯公坳一号隧道进出口平面对应桩号为K2386+540.5和K2386+ 952.3,全长411.8 m,与新建隧道进出口的水平距离分别为45.3 m和40.7 m。新建伯公坳一号隧道以平面11°角上跨既有广深港客运专线的羊台山隧道,两隧道内轨顶面高差为34.6 m,两隧道平面位置交叉点的桩号分别为DK428+830和K2386+ 739,该处两隧道结构最小净距为22.4 m,两隧道立面位置关系见图1
隧道区域为丘陵地貌,岩体以燕山期弱风化花岗斑岩为主,掺杂细粒黑云母。岩质硬,岩性节理裂隙发育,岩体较破碎。岩石平均单轴饱和抗压强度约88 MPa,隧道围岩综合分级为Ⅲ级。
新建伯公坳1号隧道采用出口向进口三台阶单向掘进方案。为优化后续隧道爆破掘进参数,在隧道出口段进行爆破试验,上台阶每循环进尺控制在1.4 m以内。爆破采用直径32 mm的2号岩石乳化炸药,炮孔直径为40 mm,最大段装药量控制在14.4 kg以内,采用非电毫秒导爆管雷管起爆网络起爆。掏槽孔采用斜眼掏槽形式,掏槽深度1.6 m,与工作面夹角65°,孔底间距0.11 m,其他炮眼深度为1.4 m,上台阶爆破炮眼布置见图2
伯公坳1号隧道是赣深高铁全线仅有的两个一级风险隧道之一。爆破开挖仅在广深港高铁凌晨停运的天窗期进行,对技术管控、安全、质量等要求极高,是全线的技术控制性工程。参照临近广深港客运专线的狮子岩隧道工程的振动速度控制值,此工程要求将交叉影响段隧道各部位振速控制在1.6 cm/s以内。
伯公坳1号隧道出口段爆破施工时,在既有羊台山隧道衬砌结构上布设振动测点。为避免测点对高铁运营列车的影响,测点布置在羊台山隧道衬砌迎爆侧的边墙位置(图3a),测点沿羊台山隧道纵每隔30 m布设一个。测点布设区域为K2386+570~ K2386+930,在平面上与新建隧道对应的桩号为DK428+664~DK429+000(图3b)。以交叉点后方65.7 m处作爆破试验段与交叉影响段的分界点,将DK428+895.7~DK429+000定义为爆破试验段,将DK428+762.7~DK428+895.7定义为交叉影响段。
新建隧道DK428+918.3处爆破时的实测振动数据如表1所示,下文将以此组实测数据与模拟振速作对比,验证模拟参数的准确性。再模拟交叉影响段交叉点处的最不利工况,研究相应的减振措施。
隧道上台阶爆破时,掏槽眼反向起爆,因此在构建数值模型时起爆点设置在炮孔底部。对模型进行适当简化,直眼掏槽代替斜眼掏槽,圆形炮孔简化为正方形炮孔,炮孔边长0.04 m,深度为1.6 m,填塞0.6 m,掏槽眼数量为8个,爆破中心位于DK428+ 918.3,模型尺寸及剖面见图4
考虑到二衬是隧道长期运营阶段的主要受力构件,也是抵抗地震波影响的主要支护措施[17],因此此数值模型忽略了初期支护,只考虑炸药、岩体和既有隧道二衬结构三种材料。
炸药及岩石均采用SOLID164实体单元,2号岩石乳化炸药采用*MAT_HIGH_EXPLOSIVE_BURN模型,利用*EOS_JWL定义其状态方程见式(1)。
式中:ABR1R2ω为状态方程参数;V为相对体积,E0为初始内能密度。表2为炸药材料及状态方程参数。
定义岩体为*MAT_PLASTIC_KINEMATIC弹塑性材料,采用双线性随动硬化模型,参数见表3。既有隧道二衬结构采用*MA_ELASTIC弹性材料模拟,参数见表4
隧道爆破时,爆轰波可认为在半无限介质中传播,只有隧道顶部地表为自由表面,因此在除了隧道顶部地表之外的各个方向均设置为无反射界面。
为验证数值模拟结果的可靠性,将实测振动速度和模拟结果进行对比,进而优化并确定数值模型参数,保证后续爆破影响分析结果的准确性。由于既有隧道振动实测点的纵向间距为30 m,受限于模型尺寸,数值模拟结果和实测结果的对比基于三个现场振动实测点进行,实测点桩号分别为K2386+ 810、K2386+780和K2386+750,对应的数值模型节点编号为234875、234427和234026。
新建隧道的水平径向、竖向方向、水平纵向,与模型全局笛卡尔坐标系XYZ保持一致,既有隧道的水平横向,水平纵向与全局坐标成11°夹角,竖直方向保持一致。考虑到爆破对结构影响具有方向性,所以分别从既有隧道的三个方向和合速度角度进行了振动速度对比。
由对比结果可知,水平横向模拟振速小于实测振动速度(图5a),在K2386+810、K2386+780和K2386+ 750位置模拟振速与实测振速的比值分别为0.65、0.67和0.75,两者差值较大;竖向方向的模拟结果大于实测振速(图5b),上述三测点实测振速与模拟振速的比值分别为1.10、1.03和1.04,模拟结果与实测数据的差值均在10%以内,吻合度非常高;水平纵向模拟值较实测值稍大(图5c),三测点模拟结果与实测值的比值分别为1.07、1.15和1.09,差值均在15%以内,吻合度也较高;将上述三个方向的振动速度矢量合成可以看出模拟结果大于实测振速(图5d),合速度在K2386+ 810、K2386+780和K2386+750位置的模拟结果分别为2.44 cm/s、1.79 cm/s和1.52 cm/s,对应的实测值分别为2.39 cm/s、1.75 cm/s和1.47 cm/s,两者的比值分别为1.02、1.02和1.03,模拟结果与实测数据的差值均在3%以内,吻合度极高,低于工程允许误差,所以采用三个方向振动速度的合速度来评价爆破影响所产生的误差可以满足工程要求,也与现行规范和其他学者推荐的评价指标相吻合[9,18],验证了该数值模型及参数用于爆破影响分析是可行的,结论精度是可以保证的。为此,下文将用该模型分析两隧道近接交叉段的爆破影响,并采用合速度作为爆破影响的控制指标。
新建隧道爆破对既有隧道影响最大的位置为两隧道平面交叉处,此处垂直净距最小且同样处于Ⅲ级围岩段,可利用已验证的模型参数构建该区域数值模型来分析该区段的爆破影响。模型的立面尺寸、掏槽眼布置、模型装药量与前文一致,在水平纵向上以交叉点为中心前后共取60 m,其中包含30 m已开挖段和30 m未开挖段。
为掌握新建隧道爆破对既有运营隧道衬砌结构的影响规律,新建隧道上台阶掏槽眼爆破时,提取既有隧道衬砌结构在不同时刻的应力云图,其中压应力为正,拉应力为负。分析衬砌结构不同部位的应力值大小,确定爆破影响的最危险位置,研究振速分布规律。
图6可知,新建隧道上台阶爆破后6 ms,爆破引起的振动波传递至既有隧道的拱顶区域,致使该区域受压;之后振动波以拱顶为中心沿既有隧道衬砌纵向及衬砌两侧传播,7 ms时拱顶区域应力转变为拉应力;约9 ms时,衬砌结构的最大用压应力出现在拱腰位置,此时拱顶区域仍受拉,拱顶和拱腰之间存在拉应力和压应力的过渡区,所以拱腰位置极可能被破坏;10 ms振动波覆盖整个隧道衬砌结构使其处于反复拉压状态,之后随着时间增加振动波开始衰减。由应力云图可以判定,在考虑爆破影响时,应重点考虑拱顶及拱腰位置的振动响应。
选取既有隧道与新建隧道平面交叉处的典型断面和其前后各15 m、30 m位置的典型断面来进行振动分析(图7)。为了后文分析表述的准确性,将交叉点前方定义为新建隧道已开挖区域,将交叉点后方定义为新建隧道未开挖区域。对上述五个典型断面的迎爆侧和背爆侧的拱顶、拱腰、边墙、拱脚、底板8个位置进行振速提取,得到的振速包络图见图8
爆源正下方截面及其前后15 m、30 m处二衬各质点的峰值振速如图9所示。由图9可知:新建隧道爆源正下方截面,拱顶振速最大,约为3.48 cm/s,底板振速最小,约为0.69 cm/s,两侧拱腰与边墙振速分布均匀,拱顶振速约为边墙振速的2.0倍;交叉点前后方15 m、30 m处截面,拱顶振速约为迎爆侧边墙振速的2.0~2.3倍;隧道全断面控制振速为1.6 cm/s,因此在测振仪安装在迎爆侧边墙的情况下,其监测值最大不应超过0.8 cm/s。
总体上看,迎爆侧振速较大,是背爆侧的1.1~1.4倍。掌子面前方,既有隧道迎爆侧与背爆侧振速差异随着测距的增大迅速缩小,至30 m时已基本消除;掌子面后方30 m处,既有隧道迎爆侧与背爆侧振速差异依旧较大。进一步对比振速包络图8(a)、(e)可以发现,交叉点后方质点振速有一定增幅,因此猜测振速最大值并非出现在交叉点处正下方截面,而应该在其交叉点后方某处,以交叉点掌子面为中心,沿既有隧道轴线方向每隔4 m设置1个测点,测点布置在拱顶、左边墙与右边墙处。导出45个测点的合振速,绘制折线图如图9所示。
图9可知,合振速最大值出现在交叠点后8 m左右,约4.08 cm/s。在交叉点前方,振速衰减幅度在13.6%~31.6%左右;在交叉点后方,振速衰减幅度在5.9%~10.2%左右;即上部隧道爆破时,交叉点前方的振速衰减速率总是比交叉点后方的要大。
究其原因,由Mises等效应力云图(图10)可知,在第8 ms时,最大等效应力已经从拱顶转移至两侧拱腰;在第9 ms时,最大等效应力开始向既有隧道侧后方移动,而Mises等效应力所反映的是材料单位体积改变的弹性形变能。由此可见,大部分的爆炸能量传递到了既有隧道侧后方,对应着上部隧道未开挖区,而质点振速的变化总是滞后于应力的改变。因此,既有隧道对应于新建隧道未开挖区的振速衰减速率较小,这一结论与文献[19]中对于掏槽孔反向起爆时二维应力波的分析具有空间形态的相似性。
图9可见既有隧道二衬最大响应速度已超过4 cm/s,上部隧道爆破掏槽眼药量过大。实验段爆破方案不再适用于交叉影响段施工,可采取缩短爆破循环进尺,减小掏槽眼药量,优化炮孔方案等一系列措施进行降振处理,保证既有隧道交叉影响段运营安全。
在保持其它条件不变的情况下,将循环爆破进尺缩短至1.0 m,炮孔堵塞长度取0.3 m,掏槽孔药量约为9.86 kg,此时既有隧道最大振速降至1.40 cm/s,边墙位置最大振速为0.65 cm/s,处于安全振速范围内,如图11所示。
论文依托伯公坳一号隧道工程,采用数值模拟与现场监测相结合的方法,分析了新建爆破振动作用下既有隧道二衬振速衰减规律,提出了兼顾工效与安全的振速控制措施,主要结论如下:
(1)拱腰中心处最易开裂,新建隧道爆源正下方截面,拱顶振速最大而底板振速最小,两侧拱腰与边墙振速分布均匀,拱顶振速约为边墙振速的2.0倍;交叉点前后方15 m、30 m处截面,拱顶振速约为迎爆侧边墙振速的2.0~2.3倍;若测振仪安装在迎爆侧边墙位置,其监测预警值应取为0.8 cm/s。
(2)合振速最大值出现在交叉点后8 m位置。既有隧道交叉点前方30 m内(对应于上部隧道已开挖区域),振速衰减幅度在13.6%~31.6%之间,交叉点后方30 m内(对应于上部隧道未开挖区域),振速衰减幅度在5.9%~10.2%之间,交叉点前方的振速衰减速率总是比交叉点后方要大。
(3)试验段爆破方案若继续在交叉影响段沿用,会造成既有隧道振速超标,在不改变布孔方式的基础上将进尺缩短至1.0 m,成功在保证工效的前提下,将全隧道二衬振速控制在1.6 cm/s的标准内,此时药量为9.86 kg。
  • 国家自然科学基金(51508038)
  • 长沙理工大学研究生实践创新项目(SJCX202026)
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2023年第40卷第1期
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doi: 10.3963/j.issn.1001-487X.2023.01.025
  • 接收时间:2022-09-23
  • 首发时间:2026-03-19
  • 出版时间:2023-03-01
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  • 收稿日期:2022-09-23
基金
国家自然科学基金(51508038)
长沙理工大学研究生实践创新项目(SJCX202026)
作者信息
    1.长沙理工大学 土木工程学院,长沙 410114
    2.张家界市交通运输综合行政执法支队,张家界 427000

通讯作者:

张庆彬(1980-),男,副教授、博士,从事隧道与地下工程领域的研究,(E-mail)
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2种不同金属材料的力学参数

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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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