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为了探究软土地区某地铁高架结构不均沉降发展特性,选取某地铁运营线高架段,进行了为期2年的沉降观测,观测结构包括:高架车站、高架区间的简支梁桥与2座大跨连续梁桥;分析了地铁高架结构的桥墩、道床不均匀沉降特征及其影响因素,研究了地铁高架线路在建设期与运营期沉降的发展规律。分析结果表明:该线路运营2年后,桥墩累计沉降(相对运营开始的沉降)最大值为12.4mm,并仍有继续发展趋势,地铁周边的建筑工程活动使全线共形成6个明显的沉降槽,总体上相邻桥墩差异沉降小于2 mm;高架车站的桥墩沉降以建设期为主,建设期最大累计沉降为17.5mm,建设期与运营期最大累计总沉降为18.8mm;在建设期与运营期高架区间桥墩沉降无明显差异,建设期最大累计沉降为14.2mm,建设期与运营期最大累计总沉降为23.9mm;高架区间简支梁桥上的道床板大部分为上拱变形,最大变形为8.9mm,而大跨连续梁桥主跨上的道床板下挠变形较显著,跨径为129m的连续梁桥道床板最大挠曲变形达29.2mm。
In order to explore the characteristics of uneven subsidence and development of a metro structure in soft soil area, a 2-year subsidence observation was made by selecting an elevated section of a subway operation line. The observation structure includes: elevated stations, simple supported girder bridge with elevated section and two large The characteristics of the uneven subsidence of the balustrade and the ballast bed are analyzed. The law of the subsidence of the elevated metro line in the construction period and the operation period is studied. The results show that the cumulative settlement of bridge piers (relative to the beginning of the operation) is 12.4mm after the operation of the line for two years and there is still a continuous trend of development. Construction activities around the subway have formed 6 obvious settling tanks , And the settlement difference of adjacent bridge piers is less than 2 mm. The settlement of bridge piers at the viaduct station is mainly the construction period, with the maximum accumulated settlement during the construction period being 17.5 mm and the maximum cumulative total settlement during the construction period and operation period being 18.8 mm. During the construction period and operation During the period of construction, the maximum cumulative settlement is 14.2mm, and the maximum cumulative total settlement during the construction period and operation period is 23.9mm. Most of the ballast beds on the elevated section simple-supported beam bridge are the deformation of the upper arch and the maximum deformation Is 8.9mm, while the deflection under the slab of main span of long-span continuous girder bridge is more significant. The maximum deflection of continuous girder bridge bed slab with span of 129m reaches 29.2mm.