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Journal of Zhejiang University SCIENCE A
ISSN 1673-565X(Print), 1862-1775(Online), Monthly
2024 Vol.25 No.5 P.411-428
Investigation of mechanical failure performance of a large-diameter shield tunnel segmental ring
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.
Key words: Finite element model; Transverse deformation response; Upper overload; Plastic hinges; Flexural bearing capacity
机构：1湖南大学，地下空间先进技术研究中心，中国长沙，410082；2湖南大学，建筑安全与节能教育部重点实验室，中国长沙，410082；3中国建筑第五工程局有限公司，中国长沙，410004
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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DOI:
10.1631/jzus.A2300446
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2024-05-28
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2023-11-28
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