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Article(id=1156312844888040224, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1156264148657886112, articleNumber=null, orderNo=null, doi=10.12404/j.issn.1671-1815.2308918, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=research-article, receivedDate=1699891200000, receivedDateStr=2023-11-14, revisedDate=1732636800000, revisedDateStr=2024-11-27, acceptedDate=null, acceptedDateStr=null, onlineDate=1753616065474, onlineDateStr=2025-07-27, pubDate=1740672000000, pubDateStr=2025-02-28, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1753616065474, onlineIssueDateStr=2025-07-27, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1753616065474, creator=13701087609, updateTime=1753616065474, updator=13701087609, issue=Issue{id=1156264148657886112, tenantId=1146029695717560320, journalId=1146123166801305609, year='2025', volume='25', issue='6', pageStart='2193', pageEnd='2636', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1753604455388, creator=13701087609, updateTime=1753771257443, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1156963767234945803, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1156264148657886112, language=EN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1156963767234945804, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1156264148657886112, language=CN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=2554, endPage=2563, ext={EN=ArticleExt(id=1156312845345219361, articleId=1156312844888040224, tenantId=1146029695717560320, journalId=1146123166801305609, language=EN, title=Structural Safety and Support Parameters of Advanced Tunnel in Double-arch Tunnel without Middle Drift, columnId=1156262728772735295, journalTitle=Science Technology and Engineering, columnName=Papers·Traffics and Transportations, runingTitle=null, highlight=null, articleAbstract=

In response to the common problem of secondary lining cracking in double-arch tunnel without middle drift, how to improve its mechanical characteristics to ensure the safety of tunnel construction and operation is the focus of this study. Based on the arch section of Yijin Expressway Huangjiaoping Tunnel Project, numerical simulation method was adopted, the influence of support parameters such as the thickness of the initial support, the spacing of the steel frame, and the thickness of the secondary lining of the advanced tunnel on the displacement of surrounding rock, the mechanics characteristics of the initial support and the secondary lining of the advanced tunnel were deeply studied, and reasonable and optimized support parameters were proposed. The results show that as the thickness of the initial support increases or the spacing of the steel frame decreases, the displacement of the surrounding rock of the advanced tunnel and the principal stress of the secondary lining continue to decrease, and the principal stress of the initial support continues to increase. Among them, the maximum tensile stress of the secondary lining decreases significantly. When the thickness of the initial support is 0.28 m or the spacing of the steel frame is 0.5 m, the maximum tensile stress decreases by about 15% compared with the most unfavorable condition. As the thickness of the secondary lining increases, the displacement of surrounding rock, the principal stress of the initial support and the secondary lining of the advanced tunnel decrease significantly. Compared with the thickness of the secondary lining of 0.7 m and the thickness of the secondary lining of 0.5 m, the maximum tensile stress of the secondary lining is reduced by 23.8%. Therefore, moderately increasing the thickness of the initial support or decreasing the spacing of the steel frame or increasing the thickness of the secondary lining can effectively improve the stress of the secondary lining. It is suggested that the thickness of the initial support of the advanced tunnel should be 0.28 m, the spacing of the steel frame should be 0.5 m, the corresponding steel frame type is I22b, and the thickness of the secondary lining should be 0.7 m under the shallow buried state of V-class surrounding rock.

, correspAuthors=Feng WANG, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Feng WANG, Ya-biao FANG, Teng-gen XIONG, Yang-yu ZHANG, Song YUAN), CN=ArticleExt(id=1156312910575035212, articleId=1156312844888040224, tenantId=1146029695717560320, journalId=1146123166801305609, language=CN, title=无导洞法连拱隧道先行洞结构安全与支护参数, columnId=1156262730664366426, journalTitle=科学技术与工程, columnName=论文·交通运输, runingTitle=null, highlight=null, articleAbstract=

针对目前无导洞法双连拱隧道普遍存在先行洞二次衬砌开裂问题,如何改善其受力特征以保证隧道施工及运营期间的安全性是本文研究的重点。以宜金高速黄角坪隧道工程为背景,采用数值计算方法,重点对先行洞初支厚度、钢拱架间距和二衬厚度等支护参数对先行洞围岩位移、初支和二衬受力特征的影响开展深入研究,提出了合理优化的支护参数。研究结果表明:随着初支厚度增大或钢拱架间距减小,先行洞围岩位移、二衬主应力不断减小,初支主应力不断增大,其中二衬最大拉应力显著减小,初支厚度为0.28 m或钢拱架间距为0.5 m时较最不利情况减小了15%左右。随着二衬厚度增大,先行洞围岩位移、初支和二衬主应力均显著减小,其中二衬最大拉应力减小尤为显著,二衬厚度为0.7 m时较二衬厚度为0.5 m时减少了23.8%。因此适度增大初支厚度或减小钢拱架间距,同时增大二衬厚度可有效改善二衬受力,建议V级围岩浅埋状态下先行洞初支厚度取0.28 m,对应钢拱架型号I22b,钢拱架间距取0.5 m,二衬厚度取0.7 m。

, correspAuthors=王峰, authorNote=null, correspAuthorsNote=
王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。
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王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。E-mail:。

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王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。E-mail:。

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王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。E-mail:。

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Stability analysis and optimization of double-arch tunnel constructed by center drift mlethod[J]. Science Technology and Engineering, 2022, 22(2): 812-820., articleTitle=Stability analysis and optimization of double-arch tunnel constructed by center drift mlethod, refAbstract=null)], funds=null, companyList=[AuthorCompany(id=1233422552119431815, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, xref=1, ext=[AuthorCompanyExt(id=1233422552127820423, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552119431815, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1 Key Laboratory of Transportation Tunnel Engineering of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, China), AuthorCompanyExt(id=1233422552132014728, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552119431815, language=CN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1 西南交通大学交通隧道工程教育部重点实验室, 成都 610031)]), AuthorCompany(id=1233422552211706514, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, xref=2, ext=[AuthorCompanyExt(id=1233422552215900819, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552211706514, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=2 School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, China), AuthorCompanyExt(id=1233422552224289428, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552211706514, language=CN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=2 西南交通大学土木工程学院, 成都 610031)]), AuthorCompany(id=1233422552341729955, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, xref=3, ext=[AuthorCompanyExt(id=1233422552358507173, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552341729955, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=3 Sichuan Communicati on Surveying & Design Institute Co., Ltd., Chengdu 610017, China), AuthorCompanyExt(id=1233422552362701478, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, companyId=1233422552341729955, language=CN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=3 四川省交通勘察设计研究院有限公司, 成都 610017)])], figs=[ArticleFig(id=1233422557655912478, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.1, caption=Huangjiaoping double arch tunnel, figureFileSmall=gPPf8EIDTjpLCG+DXJPXYQ==, figureFileBig=JR2uMIVUL7aXtfcJtT5N3Q==, tableContent=null), ArticleFig(id=1233422557773352998, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图1, caption=黄角坪隧道工程, figureFileSmall=gPPf8EIDTjpLCG+DXJPXYQ==, figureFileBig=JR2uMIVUL7aXtfcJtT5N3Q==, tableContent=null), ArticleFig(id=1233422559304273974, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.2, caption=Tunnel design parameters, figureFileSmall=TK+5PrbK1Qh2jf8Jit92Uw==, figureFileBig=APVjF7t76e2lr0li/Zmi7g==, tableContent=null), ArticleFig(id=1233422559442686020, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图2, caption=隧道设计参数, figureFileSmall=TK+5PrbK1Qh2jf8Jit92Uw==, figureFileBig=APVjF7t76e2lr0li/Zmi7g==, tableContent=null), ArticleFig(id=1233422559627235411, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.3, caption=The development of cracks in each part, figureFileSmall=Q+cpSbqoH+xKdvrGY33Fpw==, figureFileBig=+KmLpaMqM9IOx7g/DNdIvQ==, tableContent=null), ArticleFig(id=1233422559774036064, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图3, caption=各部位裂缝发育情况, figureFileSmall=Q+cpSbqoH+xKdvrGY33Fpw==, figureFileBig=+KmLpaMqM9IOx7g/DNdIvQ==, tableContent=null), ArticleFig(id=1233422559878893670, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.4, caption=On site drilling and coring test, figureFileSmall=+TyOyf0iL997BMd2W/4Phw==, figureFileBig=JLcqrCmR5+Rt+kzHEvYsiw==, tableContent=null), ArticleFig(id=1233422560034082931, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图4, caption=现场钻孔取芯试验, figureFileSmall=+TyOyf0iL997BMd2W/4Phw==, 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of the initial support principal stress of the advanced tunnel which the thickness of the initial support is 0.24 m, figureFileSmall=zJTHs9ZYa1ksQD0gs1WUSA==, figureFileBig=zzltwxF5RVXw0pILVnz1mQ==, tableContent=null), ArticleFig(id=1233422561254625487, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图8, caption=初支厚度0.24 m下先行洞初支主应力分布, figureFileSmall=zJTHs9ZYa1ksQD0gs1WUSA==, figureFileBig=zzltwxF5RVXw0pILVnz1mQ==, tableContent=null), ArticleFig(id=1233422561405620440, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.9, caption=The variation law of the maximum tensile and compressive stress of the initial support of the advanced tunnel under different thickness of the initial support, figureFileSmall=KSdT1dNcgxm9YlsKpAYjMg==, figureFileBig=pUrnB9rtWgO32PRqunBUtA==, tableContent=null), ArticleFig(id=1233422561535643872, tenantId=1146029695717560320, 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label=图19, caption=不同二衬厚度下先行洞初支最大拉、压应力变化, figureFileSmall=U529eSeWyA5h3c+5NXK6XA==, figureFileBig=IXQS7p22VK7euFoWtsM3TQ==, tableContent=null), ArticleFig(id=1233422565729948067, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.20, caption=The distribution law of the secondary lining principal stress of the advanced tunnel which the thickness of the secondary lining is 0.55 m, figureFileSmall=XDnGBoHZOer02P7tVUM8sQ==, figureFileBig=kvpDaQvAeiLcadvg3KLL3A==, tableContent=null), ArticleFig(id=1233422565851582895, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图20, caption=二衬厚度0.55 m下先行洞二衬主应力分布, figureFileSmall=XDnGBoHZOer02P7tVUM8sQ==, figureFileBig=kvpDaQvAeiLcadvg3KLL3A==, tableContent=null), ArticleFig(id=1233422565985800633, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Fig.21, caption=The variation law of the maximum tensile and compressive stress of the secondary lining of the advanced tunnel under different thickness of the secondary lining, figureFileSmall=4t3gLR/etRikKX7PKFzynQ==, figureFileBig=OUq4LVxud9VpLceJeNDXmQ==, tableContent=null), ArticleFig(id=1233422566069686717, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=图21, caption=不同二衬厚度下先行洞二衬最大拉、压应力变化, figureFileSmall=4t3gLR/etRikKX7PKFzynQ==, figureFileBig=OUq4LVxud9VpLceJeNDXmQ==, tableContent=null), ArticleFig(id=1233422566191321542, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Table 1, caption=

Calculation parameters

, figureFileSmall=null, figureFileBig=null, tableContent=
材料
类型		 重度/
(kN·m-3)		 弹模/
GPa		 泊松比 内摩擦
角/(°)		 黏聚力/
MPa
围岩 2 600 1.0 0.4 25 0.15
临时支护 7 850 200 0.25 — —
), ArticleFig(id=1233422566321344975, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=表1, caption=

计算相关参数

, figureFileSmall=null, figureFileBig=null, tableContent=
材料
类型		 重度/
(kN·m-3)		 弹模/
GPa		 泊松比 内摩擦
角/(°)		 黏聚力/
MPa
围岩 2 600 1.0 0.4 25 0.15
临时支护 7 850 200 0.25 — —
), ArticleFig(id=1233422566472339926, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=EN, label=Table 2, caption=

Support parameters of advanced tunnel

, figureFileSmall=null, figureFileBig=null, tableContent=
工况
编号		 初期支护 二次衬砌
厚度/
m		 钢架
型号		 钢架间
距/m		 弹模/
GPa		 厚度/
m		 弹模/
GPa
A1 0.22 I16 0.6 31.4 0.60 31.3
A2 0.24 I18 31.7
A3 0.26 I20b 32.4
A4 0.28 I22b 32.8
A5 1.00 I24b 33.0
B1 0.26 I20b 0.5 33.2 0.60 31.3
B2 0.6 32.4
B3 0.7 31.7
B4 0.8 31.3
B5 1.0 30.6
C1 0.26 I20b 0.6 32.4 0.50 31.6
C2 0.55 31.4
C3 0.60 31.3
C4 0.65 31.2
C5 0.70 31.1
), ArticleFig(id=1233422566602363360, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1156312844888040224, language=CN, label=表2, caption=

先行洞支护参数

, figureFileSmall=null, figureFileBig=null, tableContent=
工况
编号		 初期支护 二次衬砌
厚度/
m		 钢架
型号		 钢架间
距/m		 弹模/
GPa		 厚度/
m		 弹模/
GPa
A1 0.22 I16 0.6 31.4 0.60 31.3
A2 0.24 I18 31.7
A3 0.26 I20b 32.4
A4 0.28 I22b 32.8
A5 1.00 I24b 33.0
B1 0.26 I20b 0.5 33.2 0.60 31.3
B2 0.6 32.4
B3 0.7 31.7
B4 0.8 31.3
B5 1.0 30.6
C1 0.26 I20b 0.6 32.4 0.50 31.6
C2 0.55 31.4
C3 0.60 31.3
C4 0.65 31.2
C5 0.70 31.1
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无导洞法连拱隧道先行洞结构安全与支护参数
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王峰 1, 2 , 方亚彪 1, 2 , 熊藤根 1, 2 , 张洋语 1, 2 , 袁松 1, 2, 3
科学技术与工程 | 论文·交通运输 2025,25(6): 2554-2563
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科学技术与工程 | 论文·交通运输 2025, 25(6): 2554-2563
无导洞法连拱隧道先行洞结构安全与支护参数
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王峰1, 2 , 方亚彪1, 2, 熊藤根1, 2, 张洋语1, 2, 袁松1, 2, 3
作者信息
  • 1 西南交通大学交通隧道工程教育部重点实验室, 成都 610031
  • 2 西南交通大学土木工程学院, 成都 610031
  • 3 四川省交通勘察设计研究院有限公司, 成都 610017

    • 王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。E-mail:。

通讯作者:

王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。
Structural Safety and Support Parameters of Advanced Tunnel in Double-arch Tunnel without Middle Drift
Feng WANG1, 2 , Ya-biao FANG1, 2, Teng-gen XIONG1, 2, Yang-yu ZHANG1, 2, Song YUAN1, 2, 3
Affiliations
  • 1 Key Laboratory of Transportation Tunnel Engineering of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, China
  • 2 School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, China
  • 3 Sichuan Communicati on Surveying & Design Institute Co., Ltd., Chengdu 610017, China
出版时间: 2025-02-28 doi: 10.12404/j.issn.1671-1815.2308918
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摘要
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针对目前无导洞法双连拱隧道普遍存在先行洞二次衬砌开裂问题,如何改善其受力特征以保证隧道施工及运营期间的安全性是本文研究的重点。以宜金高速黄角坪隧道工程为背景,采用数值计算方法,重点对先行洞初支厚度、钢拱架间距和二衬厚度等支护参数对先行洞围岩位移、初支和二衬受力特征的影响开展深入研究,提出了合理优化的支护参数。研究结果表明:随着初支厚度增大或钢拱架间距减小,先行洞围岩位移、二衬主应力不断减小,初支主应力不断增大,其中二衬最大拉应力显著减小,初支厚度为0.28 m或钢拱架间距为0.5 m时较最不利情况减小了15%左右。随着二衬厚度增大,先行洞围岩位移、初支和二衬主应力均显著减小,其中二衬最大拉应力减小尤为显著,二衬厚度为0.7 m时较二衬厚度为0.5 m时减少了23.8%。因此适度增大初支厚度或减小钢拱架间距,同时增大二衬厚度可有效改善二衬受力,建议V级围岩浅埋状态下先行洞初支厚度取0.28 m,对应钢拱架型号I22b,钢拱架间距取0.5 m,二衬厚度取0.7 m。

无导洞法  /  连拱隧道  /  结构安全  /  支护参数  /  数值计算

In response to the common problem of secondary lining cracking in double-arch tunnel without middle drift, how to improve its mechanical characteristics to ensure the safety of tunnel construction and operation is the focus of this study. Based on the arch section of Yijin Expressway Huangjiaoping Tunnel Project, numerical simulation method was adopted, the influence of support parameters such as the thickness of the initial support, the spacing of the steel frame, and the thickness of the secondary lining of the advanced tunnel on the displacement of surrounding rock, the mechanics characteristics of the initial support and the secondary lining of the advanced tunnel were deeply studied, and reasonable and optimized support parameters were proposed. The results show that as the thickness of the initial support increases or the spacing of the steel frame decreases, the displacement of the surrounding rock of the advanced tunnel and the principal stress of the secondary lining continue to decrease, and the principal stress of the initial support continues to increase. Among them, the maximum tensile stress of the secondary lining decreases significantly. When the thickness of the initial support is 0.28 m or the spacing of the steel frame is 0.5 m, the maximum tensile stress decreases by about 15% compared with the most unfavorable condition. As the thickness of the secondary lining increases, the displacement of surrounding rock, the principal stress of the initial support and the secondary lining of the advanced tunnel decrease significantly. Compared with the thickness of the secondary lining of 0.7 m and the thickness of the secondary lining of 0.5 m, the maximum tensile stress of the secondary lining is reduced by 23.8%. Therefore, moderately increasing the thickness of the initial support or decreasing the spacing of the steel frame or increasing the thickness of the secondary lining can effectively improve the stress of the secondary lining. It is suggested that the thickness of the initial support of the advanced tunnel should be 0.28 m, the spacing of the steel frame should be 0.5 m, the corresponding steel frame type is I22b, and the thickness of the secondary lining should be 0.7 m under the shallow buried state of V-class surrounding rock.

tunnel construction without middle drift  /  double-arch tunnel  /  structural safety  /  support parameter  /  numerical calculation
王峰, 方亚彪, 熊藤根, 张洋语, 袁松. 无导洞法连拱隧道先行洞结构安全与支护参数. 科学技术与工程, 2025 , 25 (6) : 2554 -2563 . DOI: 10.12404/j.issn.1671-1815.2308918
Feng WANG, Ya-biao FANG, Teng-gen XIONG, Yang-yu ZHANG, Song YUAN. Structural Safety and Support Parameters of Advanced Tunnel in Double-arch Tunnel without Middle Drift[J]. Science Technology and Engineering, 2025 , 25 (6) : 2554 -2563 . DOI: 10.12404/j.issn.1671-1815.2308918
正文
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双连拱隧道传统施工工法需要修建中导洞,存在施工工序繁琐、临时支撑量多、施工效率较低并且易出现衬砌漏水等问题[1]。近年来,无导洞法作为一种新颖的连拱隧道施工工法,在中国西南地区隧道建设中逐渐得以应用,该工法在传统连拱隧道施工工法的基础上取消中墙结构施工,极大简化了施工工序并提高施工效率,能有效缩短工期,降低造价[2]。然而采用无导洞法施工时,由于先、后行洞零距离并行施工,后行洞施工空间效应尤为显著,先行洞出现明显的偏压现象,致使先行洞二次衬砌出现损伤和裂缝,例如,开达古隧道[3]、古那湾1号隧道、长坝连拱隧道、大湾子1号隧道等,对隧道施工及运营期间造成了很大安全隐患。因此,对于无中导洞施工工法,优化先行洞支护参数,改善衬砌开裂问题,保证隧道施工及运营安全,具有重要工程意义。
目前,中外学者针对隧道支护参数优化开展了大量研究。Du等[4]采用静态分析、模型试验、数值计算等方法,研究地应力场对衬砌裂缝发展过程的影响,得出了衬砌裂缝以横向裂缝为主,首先出现在拱顶和拱脚,同时解释了衬砌损伤与地应力场的关系。胡涛等[5]基于扩展有限元方法,分析了不同偏压角度下隧道洞口段衬砌多裂缝扩展规律,得出了衬砌裂缝易发生的部位及偏压角度对裂缝形成的影响。Han等[6]利用数值计算方法,研究隧道衬砌与破坏行为,得出了隧道衬砌应力分布及塑性破坏规律,同时研究了FRP-PCM法对衬砌空隙病害的加固作用。Zhang等[7]采用模型试验与数值计算研究混凝土厚度不足对多拱隧道损伤的影响,得出了拱脚处衬砌受到损失程度更为显著,同时提出了施工优化方案。Min等[8]将数值计算与模型试验相结合,研究非对称连拱隧道衬砌后空隙对裂缝发展的影响,得出了横向裂缝为衬砌典型裂缝,解释了土压力对衬砌开裂的影响。Sui等[9]利用分布式光纤监测开达古隧道先行洞衬砌变形与应力,得到了衬砌裂缝发展规律及应力分布规律,提出了一种基于光纤应变数据的反演分析方法;而后Sui等[10]提出了一种结合分布式光纤监测、反演分析和数值计算的衬砌裂缝研究方法,解释了先行洞衬砌开裂机制,并提出了施工优化方案。王健宏等[11]依托云南某隧道,利用数值计算方法,研究了后行洞初期支护各自独立封闭成环和初期支护搭接处界面特性对无中导洞连拱隧道衬砌开裂的影响。
综上所述,对于隧道支护参数优化的研究主要集中在单洞隧道和传统连拱隧道,对于无导洞法连拱隧道支护参数优化研究还十分缺乏。因此,现依托宜金高速黄角坪隧道工程,采用数值计算方法,研究先行洞支护参数对其受力特征的影响,以期改善先行洞衬砌开裂问题,为以后相似工程提供一定参考价值。
1 工程背景
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1.1 无中导洞施工工法特点
连拱隧道开挖跨度大,施工工序繁多,开挖与支护相互交错,围岩应力和衬砌荷载转换十分复杂[12],因此为保证施工安全与效率,中外学者提出了多种施工工法,如三导洞法、中导洞法以及无导洞法等。
连拱隧道传统施工工法为三导洞法和中导洞法,这两种工法先开挖中导洞,然后修建两洞室共有的中墙,再逐步扩挖两侧,最后两洞室衬砌结构共同搭接在中墙上[13]。中墙是传统连拱隧道结构受力的关键构件,在施工中多次转承围岩压力,受到左右洞室施工时各个方向的反复荷载作用,其受力形式包括压、拉、弯、剪、扭,受力机制十分复杂[14],因此对于传统施工工法,中墙的施工质量尤为关键。
对于无中导洞施工工法[14],该工法取消了中导洞施工工序,左右洞室按独立的隧道先后施工考虑,先开挖先行洞,施作先行洞初支及二衬,而后开挖后行洞,并将后行洞初支钢架搭接于先行洞初支钢架上,最后施作后行洞二次衬砌。
无导洞法连拱隧道以左右洞支护结构代替了传统连拱隧道中的中墙结构[15],左右洞净距减小,施工空间效应显著,并且由于后行洞于先行洞衬砌施作后开挖与支护,施工扰动及围岩应力重分布将导致先行洞承受附加荷载,出现明显的偏压现象。因此,优化无导洞法连拱隧道先行洞支护参数,改善支护结构受力,具有重要工程意义。
1.2 工程概况
以宜金高速黄角坪隧道工程为依托,如图1所示。该隧道全长约6.5 km,采用双洞八车道设计。其出口为连拱段,采用无导洞法修建,所处岩层类型为中风化白云岩,岩体强度较低,卸荷裂隙发育,自稳能力差,局部无自稳能力,属于V级围岩。隧道设计参数如图2所示。
1.3 先行洞二次衬砌开裂情况
在后行洞开挖时,先行洞拱顶、拱腰、边墙及仰拱等部位均出现宽度不一的裂缝,其中仰拱处裂缝发育状况最严重,拱腰处最轻微。拱顶、边墙及仰拱处裂缝平行隧道轴线发育,仰拱中靠近中墙一侧裂缝最发育,最长约30 m,最宽达到10 mm,根据仰拱处钻孔取芯检测结果,最严重裂缝已发育至仰拱内部43 cm,属于极严重裂缝。拱腰处裂缝沿隧道横截面发育,最长约1 m,最宽约1 mm。裂缝发育情况及现场钻孔取芯试验如图3和图4所示。
2 三维数值模型
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2.1 计算模型
采用FLAC 3D软件模拟施工,隧道埋深35 m,同时为减小由边界效应产生的计算误差,模型左右边界至隧道外侧的距离取隧道开挖宽度的3倍,下边界至隧道底部取隧道开挖高度的3倍,整个模型尺寸X×Y×Z=150 m×80 m×65 m,如图5所示。
模型边界条件为:模型上表面设为自由边界,四周约束法向位移,底部约束三向位移。
模型中围岩、初支和二衬单元均采用实体单元,临时支护单元则采用壳单元;支护结构本构模型采用弹性模型,围岩本构模型采用摩尔-库伦弹塑性模型。根据现场设计文件,可得计算相关参数如表1所示。
2.2 施工步序
隧道连拱段采用无导洞法施工,左洞为先行洞,采用三台阶法施工,施工步序为①~⑦;右洞为后行洞,采用CD法施工,施工步序为⑧~ ,具体施工步序如图6所示。
2.3 支护参数
为研究先行洞支护参数对先行洞受力特征的影响,模拟了先行洞不同初期支护喷射混凝土厚度、不同初期支护钢架间距、不同二次衬砌厚度,总计15种工况。进行先行洞初期支护喷射混凝土厚度方案设计时,需要与钢架型号进行联合确定。依照设计文件及现场施工方案和经验设计等最终确定先行洞支护参数如表2所示。
3 先行洞初支厚度的影响
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3.1 先行洞围岩位移分析
图7给出了不同初支厚度下先行洞围岩位移变化趋势。由图7可知,随着初支厚度的增大,先行洞拱顶沉降和水平收敛均呈抛物线型减小。初支厚度为0.22 m时,拱顶下沉量为18.3 mm,水平收敛量为6.2 mm,当初支厚度增大到0.26 m和0.3 m时,拱顶沉降量分别减少了3.4%、4.6%,水平收敛量分别减少了17.9%、30.6%。
由先行洞围岩位移结果可知,随着初支厚度增大,围岩变形量逐渐减小,这主要是因为随着初支厚度的增大,隧道支护刚度增大,从而导致围岩变形减小;并且初支厚度对拱顶下沉影响较小,增长幅度在5%以内,而其对水平收敛影响显著。
3.2 先行洞初期支护受力分析
图8给出了初支厚度0.24 m下先行洞初支主应力分布云图。不同初支厚度下,初支主应力分布规律基本一致。由图8可知,初支最大拉应力主要集中在靠近中墙一侧拱脚附近;最大压应力主要集中在中墙附近。
图9给出了不同初支厚度下先行洞初支最大拉应力及最大压应力的变化趋势。由图9可知,随着初支厚度的增大,最大拉应力及最大压应力均呈抛物线形增大,其中最大拉应力增大速率逐渐减慢,最大压应力增大速率逐渐加快。初支厚度为0.22 m时,最大拉应力为0.8 MPa,最大压应力为6.7 MPa,当初支厚度增大到0.26 m和0.3 m时,最大拉应力分别增大了39.9%、64.5%,最大压应力分别增大了10.0%、32.4%。
由上述结果可知,随着先行洞初支厚度的增大,先行洞初支最大拉应力及最大压应力均显著增大,这是因为随着初支厚度的增长,初支的刚度增大,其承担荷载比例增大,从而导致应力增大。
3.3 先行洞二次衬砌受力分析
图10给出了初支厚度为0.24 m下先行洞二衬主应力分布云图。不同初支厚度下,二衬最大和最小主应力分布规律基本一致。由图10可知,最大拉应力主要集中在仰拱中靠近中墙一侧附近,最大压应力则主要集中在中墙附近。
图11给出了不同初支厚度下先行洞二衬最大拉应力及最大压应力的变化趋势。由图可知,随着初支厚度的增大,最大拉应力及最大压应力均呈抛物线型减小。初支厚度为0.22 m时,最大拉应力为2.3 MPa,最大压应力为11.5 MPa,当初支厚度增大到0.26 m和0.3 m时,最大拉应力分别减小了8.7%、14.4%,最大压应力分别减小了8.9%、11.9%。
由上述结果可知,随着先行洞初支厚度的增大,先行洞二衬最大拉应力及最大压应力均显著减小,这是因为随着初支厚度的增长,初支的刚度增大,二衬承担荷载比例减小,从而导致二衬应力减小。
综合考虑先行洞围岩变形、初支与二衬受力特征,为保证施工安全,建议先行洞初支厚度不小于0.28 m。
4 先行洞初支钢架间距的影响
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4.1 先行洞围岩位移分析
图12给出了不同钢架间距下先行洞围岩位移变化趋势。由图12可知,随着钢架间距的增大,先行洞拱顶下沉呈抛物线增大,水平收敛呈线性增大。钢架间距为0.5 m时,拱顶下沉量为17.3 mm,水平收敛量为4.6 mm,当钢架间距增大到0.7 m和1.0 m时,拱顶沉降量分别增大了2.6%、4.0%,水平收敛量分别增加了5.8%、17.8%。
由上述围岩位移结果可知,随着钢架间距的增长,围岩变形量逐渐增大,这是因为随着钢架间距的增长,隧道支护刚度减小,从而导致围岩变形增大;并且钢架间距对拱顶下沉影响较小,增长幅度在5%以内,而其对水平收敛影响显著。
4.2 先行洞初期支护受力分析
图13给出了钢架间距为0.6 m下先行洞初支主应力分布云图。不同钢架间距下,初支最大和最小主应力分布规律基本一致。由图13可知,与不同初支厚度工况下类似,初支最大拉应力主要集中在靠近中墙一侧拱脚附近,最大压应力主要集中在中墙和靠近中墙一侧的拱肩附近。
图14给出了不同钢架间距下先行洞初支最大拉应力和最大压应力值的变化趋势。由图14可知,随着钢架间距的增大,最大拉应力和最大压应力均呈抛物线形减小,其中最大拉应力减小速率逐渐加快,最大压应力减小速率逐渐减慢。钢架间距为0.5 m时,最大拉应力为1.2 MPa,最大压应力为7.4 MPa,当钢架间距增大到0.7 m和1.0 m时,最大拉应力分别减小了0.9%、3.8%,最大压应力分别减小了1.4%、2.0%。
由上述结果可知,随着先行洞初支钢架间距的增大,先行洞初支最大拉应力和最大压应力均有所降低,减低幅度在在4%以内;这主要是因为随着钢架间距的增长,初支的刚度减小,承担荷载比例减小,从而导致应力减小。
4.3 先行洞二次衬砌受力分析
图15给出了钢架间距0.6 m下先行洞二衬的应力分布云图。不同钢架间距下二衬最大和最小主应力分布规律基本一致,由图15可知,与不同初支厚度工况下类似,最大拉应力主要集中在仰拱中靠近中墙一侧附近,最大压应力则主要集中在中墙附近。
图16给出了不同钢架间距下先行洞二衬最大拉应力和最大压应力值的变化趋势。由图16可知,随着钢架间距的增加,最大拉应力和最大压应力均呈抛物线形增大,其中最大拉应力增大速率逐渐减慢,最大压应力增大速率逐渐加快。钢架间距为0.5 m时,最大拉应力为2.0 MPa,最大压应力为10.4 MPa,当钢架间距增大到0.7 m和1.0 m时,最大拉应力分别增大了10.8%、17.8%,最大压应力分别增大了0.6%、8.4%。
由上述结果可知,随着先行洞初支钢架间距的增大,先行洞二衬最大拉应力和最大压应力均显著增大,这主要是因为随着钢架间距的增长,初支的刚度减小,二衬承担荷载比例增大,从而导致二衬应力增大。
综合考虑先行洞围岩变形、初支与二衬受力特征,为改善先行洞衬砌开裂问题,可适当加密先行洞初支钢架间距,建议不大于0.5 m。
5 先行洞二衬厚度的影响
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5.1 先行洞围岩位移分析
图17给出了不同二衬厚度下先行洞围岩位移变化趋势。由图17可知,随着二衬厚度的增大,先行洞拱顶沉降和水平收敛均呈抛物线型减小。二衬厚度为0.5 m时,拱顶下沉量为18.4 mm,水平收敛量为5.7 mm,当二衬厚度增大到0.6 m和0.7 m时,拱顶沉降量分别减少了4.2%、7.0%,水平收敛量分别减少了10.7%、17.6%。
由上述结果可知,随着先行洞衬砌厚度的增大,围岩变形量显著减小,这是因为随着二衬厚度的增长,隧道支护刚度增大,从而导致围岩变形减小。
5.2 先行洞初期支护受力分析
图18给出了二衬厚度0.55 m下先行洞初支主应力分布云图。不同二衬厚度下,初支的最大和最小主应力分布规律基本一致,由图18可知,与不同初支厚度和不同钢架间距工况下类似,最大拉应力主要集中在靠近中墙一侧的拱脚附近;最大压应力主要集中在中墙处,并且靠近中墙一侧的拱肩处也存在明显的压应力集中。
图19给出了不同二衬厚度下先行洞最大拉应力和最大压应力值的变化趋势。由图19可知,随着二衬厚度的增大,最大拉应力呈线性减小,最大压应力呈抛物线形减小。二衬厚度为0.5 m时,最大拉应力为1.2 MPa,最大压应力为8.0 MPa,当二衬厚度增大到0.6 m和0.7 m时,最大拉应力分别减小了5.8%、10.0%,最大压应力分别减小了7.5%、19.1%。
由上述结果可知,随着先行洞二衬厚度的增大,先行洞初支最大拉应力和最大压应力值均显著减小,这主要是因为随着二衬厚度的增长,二衬刚度增大,初支承担荷载比例减小,从而导致初支应力减小。
5.3 先行洞二次衬砌受力分析
图20给出了二衬厚度为0.55 m下先行洞二衬主应力分布云图。不同二衬厚度下,二衬的最大和最小主应力分布规律基本一致。由图19可知,最大拉应力主要集中在仰拱中靠近中墙一侧附近,最大压应力则主要集中在中墙附近。
图21给出了不同二衬厚度下先行洞二衬最大拉应力和最大压应力值的变化趋势。由图21可知,随着二衬厚度的增加,先行洞二衬最大拉应力和最大压应力值均呈抛物线形减小。二衬厚度为0.5 m时,最大拉应力为2.4 MPa,最大压应力为11.4 MPa,当二衬厚度增大到0.6 m和0.7 m时,最大拉应力分别减小了11.6%、23.8%,最大压应力分别减小了8.0%、18.6%。
由上述结果可知,随着先行洞二衬厚度的增大,二衬最大拉应力和最大压应力均显著降低,这主要是因为随着二衬厚度的增长,二衬刚度增大,其承担荷载比例增大,但截面面积增大,综合导致二衬应力减小。
综合考虑先行洞围岩变形、初支与二衬受力特征,为保证施工安全,可适当增大先行洞二衬厚度,建议不小于0.7 m。
6 结论
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针对无导洞法双连拱隧道普遍存在先行洞二次衬砌开裂问题,为改善其受力特征,本文研究以宜金高速黄角坪隧道工程为背景,采用数值计算方法,深入研究先行洞初支厚度、钢架间距和二衬厚度对其力学特征的影响,得到如下结论。
(1)随着先行洞初支厚度的增大,先行洞围岩位移、二衬主应力均呈抛物线形减小,初支主应力呈抛物线形增大,其中二衬最大拉应力显著减小,初支厚度为0.28 m时,最大拉应力为2.0 MPa,较初支厚度为0.22 m时减少了13.2%,由此确定先行洞初支厚度不宜小于0.28 m。
(2)随着先行洞初支钢架间距的增大,先行洞拱顶沉降、二衬主应力均呈抛物线形增大,水平收敛呈线性增大,而初支主应力呈抛物线形减小,其中二衬最大拉应力显著增大,钢架间距为1.0 m时,最大拉应力为2.3 MPa,较钢架间距为0.5 m时增大了17.8%,由此确定先行洞初支钢架间距不宜大于0.5 m。
(3)随着先行洞二衬厚度的增大,先行洞围岩位移、初支最大压应力、二衬主应力均呈抛物线形减小,初支最大拉应力呈线性减小,其中二衬最大拉应力减小尤为显著,二衬厚度为0.7 m时,最大拉应力为1.8 MPa,较二衬厚度为0.5 m时减少了23.8%,由此确定先行洞二衬厚度不宜小于0.7 m。
(4)建议V级围岩浅埋状态下先行洞初支厚度取0.28 m,钢架间距取0.5 m,对应型号I22b,二衬厚度取0.7 m。
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2025年第25卷第6期
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doi: 10.12404/j.issn.1671-1815.2308918
  • 接收时间：2023-11-14
  • 首发时间：2025-07-27
  • 出版时间：2025-02-28
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  • 收稿日期：2023-11-14
  • 修回日期：2024-11-27
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    1 西南交通大学交通隧道工程教育部重点实验室, 成都 610031
    2 西南交通大学土木工程学院, 成都 610031
    3 四川省交通勘察设计研究院有限公司, 成都 610017

通讯作者:

王峰(1982—),男,汉族,江西吉安人,博士,教授。研究方向:隧道及地下工程。
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Percentage of total
species (%)
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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