兰州某地铁车站深基坑监测与数值模拟分析

依托兰州市地铁某车站基坑工程,对基坑施工过程中的桩顶水平和竖向位移、地表沉降、钢支撑轴力及地下水位进行了监测,并对监测数据进行了系统分析。监测结果分析表明,桩顶水平位移随着基坑的开挖由小变大逐渐趋于平稳,桩顶竖向位移随着开挖深度的增加而逐渐增加,在开挖的过程中钢支撑的轴力趋于稳定。最后借助有限元软对基坑开挖进行了数值模拟,并将模拟结果与监测结果进行了对比分析,结果表明,数值模拟和监测结果变化规律基本一致,证明了钻孔灌注桩联合钢管内支撑结构安全可行,保证和维护了基坑的稳定,为类似基坑的施工提供了有效可靠的参考资料。     

基于损伤指数模型的叠合装配式地下管廊节点损伤分析

针对地下管廊结构,设计了现浇和叠合装配式两种不同形式的节点,通过低周反复荷载试验进行地震损伤研究。试验结果表明,叠合装配式节点具有和现浇形式的节点相近的结构性能。结合试验结果,基于修正的Park-Ang双参数地震损伤模型和修正的欧进萍双参数地震损伤模型,对地下管廊结构节点的损伤模型进行了对比分析。研究表明,修正的欧进萍双参数地震损伤模型与试验结果符合较好,能正确地反映节点从开始加载到失效的整个过程,可用于此种现浇和叠合装配式节点的损伤分析。     

不同圆角率下矩形高层建筑风荷载特性

通过刚性模型风洞测压试验,对4种不同圆角率（即圆角半径与模型短边迎风宽度之比分别为0、5%、10%和20%）的矩形截面高层建筑表面风荷载特性进行研究。对比了不同圆角率下建筑表面的风压分布与相关特性：圆角处理使得建筑迎风面边缘倒圆角处出现较大平均风压、极值风吸力和脉动风压;在侧风面上,平均与脉动风压梯度变化范围随圆角率的增大而逐渐减小,且横向相关性明显增强。分析了建筑顺风向与横风向的整体风力,圆角处理通过促进再附着从而减小尾流宽度,可降低高层建筑的顺风向阻力和倾覆弯矩,降幅随着圆角半径的增大而提升,同时,横风向升力和倾覆弯矩也将有所下降。     

大尺度高低跨柱面屋盖的风压系数分区研究

针对大尺度高低跨柱面屋盖体系风压分布变化梯度较大、跨间相互干扰以及此类屋盖风压分区无相关规范可查阅等问题,在得到各种风向下最不利极值风压的基础上,采用K-means聚类的风压系数快速分区方法将高低跨柱面屋盖表面划分为多个区域,并计算了各区域的分区风压系数。同时,在高低跨柱面屋盖风压系数分区研究过程中,对K-means方法的k值取值范围和最佳k值确定方法进行针对性改进。结果表明,高低跨柱面屋盖的边缘属于风敏感部位,而中间部分风压变化较小,因而在进行大尺度平屋盖抗风设计时,采用聚类方法进行风压分区更为合理。     

热力盾构隧道先盾后井施工衬砌接头变形机理与控制

先盾后井是热力盾构隧道建设中一种高效经济的施工工法。结合中国首例大断面热力盾构隧道工程,基于纵向等效连续化模型和弹性地基梁理论,对施工过程中衬砌接头受力特征和变形机理进行了分析,并提出控制措施;然后建立了衬砌接头全断面接触面单元数值模型,对控制效果进行分析和评价;最后通过现场监测,得到了不同施工阶段管片纵向轴力及接缝变形规律。研究结果表明:先盾后井工法施工中,衬砌接头变形分为两个阶段:基坑开挖及管片拆除,其中管片拆除为接头变形的主因,基坑施工中,基底卸荷产生的负弯矩作用于隧道上,导致邻近竖井管片底部轴力减小、环缝张开,拆除基坑内管片时,作用于端头管片的残余盾构推力和螺栓预紧力消失,导致管片纵向轴力进一步衰减,环缝二次张开;根据现场监测结果,提出的对邻近竖井的管片纵向拉紧并复紧连接螺栓,进行混凝土铺底及衬砌背后二次注浆的控制措施能够有效控制轴力损失,减小接头变形,施工中环向接缝最大张开量3.51 mm,满足隧道防水要求;采用全断面接触面单元建立的数值模型可以较为精确地模拟施工中管片接头力学行为,其结果可作为控制效果评价参考依据。     

Wind‐induced internal pressure effect within a novel super‐large cylindrical–conical steel cooling tower

A cylindrical–conical steel cooling tower (SCT) is a new type of very large thin‐walled, flexible structure. This study focused on the wind loads on the internal and outer surfaces of this structure and its wind‐induced responses. First, using the computational fluid dynamics method, the numerical wind tunnel was conducted to simulate a 189‐m‐high cylindrical–conical SCT, Asia's highest cooling tower that is still under construction. This numerical method was validated by comparing the wind pressures across typical cross sections of the tower model's cylindrical and conical segments with known standard curves. Based on this, the features of the airflow around the typical cross sections and its wake were extracted, and the distribution of mean wind loads along the internal and outer surfaces of the cylindrical and conical sections was obtained. Then functions for estimating the internal and outer surfaces shape factors of the cylindrical and conical segments were obtained by fitting to the simulated data. Furthermore, finite element method was used to analyze the static wind‐induced response of the cylindrical–conical SCT under internal pressure, external pressure, or both internal and external pressure. The effect patterns of internal pressures on the wind‐induced responses of the main tube, stiffening trusses, and auxiliary trusses of the tower were derived from the analysis results. Main findings of the research can provide a reference for design of very large cylindrical–conical SCTs for wind resistance in the future.     

护盾式TBM施工隧洞豆砾石吹填过程模拟研究

豆砾石吹填是TBM施工中非常重要的一道工序,研究吹填过程对分析填充层质量和优化吹填工艺具有一定的工程应用价值。借助PFC在离散体研究方面的优势对豆砾石吹入过程进行多方案模拟,并进行豆砾石的受力运动分析,探究填充层内豆砾石的分布特征及其影响因素。结果表明:依次吹填管片环中部80°、上部160°、顶部180°(补吹)吹填孔,填充层呈4段分布,其中0°~45°和75°~135°区间,粒径不同的颗粒分层分布严重,大颗粒分别靠近管片侧和围岩侧,45°~75°区间存在局部颗粒分层分布现象,135°~180°区间存在吹填不密实的问题;分层分布现象受吹入豆砾石颗粒的粒径组合、表面摩擦系数、所受压力大小等因素的影响;通过改变吹填孔位置和新增吹填孔,控制各孔的填充范围,进而降低颗粒在该范围填充完成前受到的压力,再采用阶梯吹填法吹填,能显著缩小分层分布区且使颗粒分布更为规整。吹填孔的填充范围应控制在45°内,但顶部吹填孔易发生堵塞,不宜用做大量颗粒吹填,因此具体部位吹填孔的填充范围需进一步研究。此研究成果可为工程吹填方案设计提供一定的参考。     

Axisymmetric alternating direction explicit scheme for efficient coupled simulation of hydro-mechanical interaction in geotechnical engineering—Application to circular footing and deep tunnel in saturated ground

Explicit solution techniques have been widely used in geotechnical engineering for simulating the coupled hydro-mechanical (H-M) interaction of fluid flow and deformation induced by structures built above and under saturated ground, i.e. circular footing and deep tunnel. However, the technique is only conditionally stable and requires small time steps, portending its inefficiency for simulating large-scale H-M problems. To improve its efficiency, the unconditionally stable alternating direction explicit (ADE) scheme could be used to solve the flow problem. The standard ADE scheme, however, is only moderately accurate and is restricted to uniform grids and plane strain flow conditions. This paper aims to remove these drawbacks by developing a novel high-order ADE scheme capable of solving flow problems in non-uniform grids and under axisymmetric conditions. The new scheme is derived by performing a fourth-order finite difference (FD) approximation to the spatial derivatives of the axisymmetric fluid–diffusion equation in a non-uniform grid configuration. The implicit Crank-Nicolson technique is then applied to the resulting approximation, and the subsequent equation is split into two alternating direction sweeps, giving rise to a new axisymmetric ADE scheme. The pore pressure solutions from the new scheme are then sequentially coupled with an existing geomechanical simulator in the computer code fast Lagrangian analysis of continua (FLAC). This coupling procedure is called the sequentially-explicit coupling technique based on the fourth-order axisymmetric ADE scheme or SEA-4-AXI. Application of SEA-4-AXI for solving axisymmetric consolidation of a circular footing and of advancing tunnel in deep saturated ground shows that SEA-4-AXI reduces computer runtime up to 42%–50% that of FLAC's basic scheme without numerical instability. In addition, it produces high numerical accuracy of the H-M solutions with average percentage difference of only 0.5%–1.8%.     

隧道爆破及车辆荷载耦合作用下公路振动研究

针对隧道下穿环城公路爆破开挖产生的振动效应,同时考虑公路上车辆瞬时荷载耦合作用,运用LS-DYNA分析环城公路的振动规律及响应特征,并与实际监测结果进行对比分析,研究结果表明:(1)公路中部位置的峰值应力为1.7 MPa,大于两边的峰值应力,随着爆破点与路面间水平距离的增大,峰值应力也逐渐增大;(2)在0.015 s到0.02 s这段时间内,振速幅值最大,随后,幅值降低,振动频率变小,振动趋于缓和,数值模拟的结果要普遍小于实际监测的振速峰值;(3)公路左侧振动的位移响应最大,但是公路中部位置会在之后的振动过程中产生二次峰值,造成更大的位移响应。研究可为相似工程设计提供一个参考。     

基于间距折减法浅埋小净距交叉隧道安全性分析

为解决交叉隧道的安全性评定问题,类比边坡工程中的强度折减法,以既有隧道允许的最大沉降值为判据提出交叉间距折减法。应用FLAC^3D软件模拟探究了不同覆土厚度、交叉角度对上部既有隧道的影响规律。当交叉角度为90°,覆土厚度分别为15、20、24、30 m时的临界交叉间距为3、4.5、7、11 m。当覆土厚度为26 m,交叉角度分别为0°、30°、45°、60°、90°时的安全净间距为6.8、7.6、8.9、8.1、7.4 m。结果表明,新建隧道对既有隧道的影响随覆土厚度增加而增大,随交叉角度增大呈现先增大后减小的趋势。为验证方法的合理性,以盘道岭隧道为背景对3种支护方案进行了交叉间距折减检验进行安全性评估。现场监测表明,开挖前进行的管棚支护较好地控制了对上部公路隧道的影响。