考虑不同破坏形式下隧道锚承载力及破坏阶段研究

杨国俊; 吕明航; 唐光武; 田骐玮; 杜永峰

doi:10.21656/1000-0887.440146

考虑不同破坏形式下隧道锚承载力及破坏阶段研究

doi: 10.21656/1000-0887.440146

杨国俊^{1, 2, ,},
吕明航¹,
唐光武²,
田骐玮¹,
杜永峰¹

1.
兰州理工大学土木工程学院，兰州 730050
2.
招商局重庆交通科研设计院有限公司桥梁工程结构动力学国家重点实验室，重庆 400067

(我刊编委唐光武来稿)

基金项目:

国家自然科学基金 51808274

国家自然科学基金 52168042

甘肃省科技计划 22JR5RA250

中国博士后科学基金 2019M653897XB

详细信息

通讯作者:
杨国俊(1988—)，男，副教授，博士(通讯作者. E-mail: yanggj403@163.com)

中图分类号: U448.25
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- 被引次数: 0
出版历程
- 收稿日期: 2023-05-12
- 修回日期: 2023-08-04
- 刊出日期: 2024-03-01

Study on Bearing Capacities and Failure Stages of Tunnel-Type Anchorage Considering Different Failure Modes

1.
School of Civil Engineering, Lanzhou University of Technology, Lanzhou 730050, P.R.China
2.
State Key Laboratory of Bridge Engineering Structural Dynamics, China Merchants Chongqing Communications Technology Research & Design Institute Co., Ltd., Chongqing 400067, P.R.China

(Contributed by TANG Guangwu, M. AMM Editorial Board)

摘要

摘要: 现有研究多以锚岩接触面出现塑性区域或应力峰值点转移作为达到极限状态的判别标准，但不同工程地质情况会导致隧道锚(TTA)破裂面线形存在较大差异，很难准确推导出隧道锚的极限承载力. 为了进一步探求隧道锚在拉拔荷载下的工作过程，得到更加明确的隧道锚极限承载力的表达形式，采用幂指数函数形式表征倒锥形破坏破裂面的线形，基于Mindlin应力解与峰值剪应力控制理论得到界面破坏应力分布形式，推导了界面破坏与倒锥台破坏形式下的承载能力公式；采用国内5座悬索桥隧道锚承载力进行算例验证，同时分析研究了不同参数对隧道锚极限承载力的影响. 研究表明：两种破坏形式下，承载力的主要来源为破裂面的黏结力，占总承载力的50%以上，承载力均随着长度与内聚力的增加而线性增加；承载力随着倾斜角的增加而增加，但增长速度减慢，界面破坏形式下出现先增加后减小的现象. 对比以往试验以及数值模拟结果，与该文推导结果基本一致，分析公式计算结果和位移增长曲线，发现隧道锚工作过程明显呈现3个阶段，最终破坏形式为界面破坏和倒锥形破坏两种破坏模式的结合.
- 桥梁工程 /
- 隧道式锚碇 /
- 极限承载能力 /
- Mindlin应力解 /
- 解析法
Abstract: The existing studies mostly take the occurrence of plastic zones or stress peak point transfer on the contact surface of anchor rock as the criterion for the limit state. However, due to different engineering geological conditions, there are significant differences in the fracture surface alignments of tunnel anchors, and the ultimate bearing capacity of the tunnel-type anchorage (TTA) cannot be accurately derived. To further explore the working process of the TTA under pull-out loading, the power exponential form was used to characterize the shape of the inverse cone damage rupture surface, based on Mindlin's stress solution and the peak shear stress control theory. The interface failure stress distribution was obtained, the equations for the bearing capacities under 2 damage forms were given. Five domestic TTA suspension bridges were taken for example and verification in both damage forms, and the effects of different parameters on the TTA load-bearing capacity were analyzed. The results show that, the main source for the bearing capacity is the cohesive force on the fracture surface, which is more than 50% of the total. The bearing capacity increases linearly with the length and the cohesion force, and grows with the inclination angle at a slowing rate. The bearing capacity would first increase and then decrease with the inclination angle under the interface failure form. These derived results are basically in agreement with those previous experimental and numerical results. The analysis of the proposed analytical displacement curves indicates that, the working process of the TTA has 3 visible stages, and the final failure mode is a combination of the interfacial failure and the inverse cone failure.
- bridge engineering /
- tunnel-type anchorage /
- ultimate bearing capacity /
- Mindlin's stress solution /
- analytical method
edited-by

edited-by
注释:

1) (我刊编委唐光武来稿)

HTML全文

图 1 倒锥台破坏示意图

Figure 1. Schematic diagram of inverse cone failure

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图 2 微段受力图示

Figure 2. Micro-segment stress diagrams

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图 3 承载力随N值变化曲线

Figure 3. The bearing capacity curve with the value of N

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图 4 破坏范围随参数N值变化示意图

Figure 4. The damage range changing with parameter N

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图 5 考虑附加应力下的隧道锚受力图

Figure 5. The anchorage force diagram with additional stress

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图 6 考虑自重应力下的锚碇受力图

Figure 6. The anchorage force diagram with self-weight stress

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图 7 隧道锚轴力分布室内试验值^[22]与理论值对比图

注为了解释图中的颜色，读者可以参考本文的电子网页版本，后同.

Figure 7. Comparison between test values^[22] and theoretical values of TTA axial force distributions

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图 8 倒锥形破坏形式下计算结果与现有文献结果对比

Figure 8. Comparison of calculation results and existing literature results under the inverse cone failure mode

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图 9 界面破坏形式下计算结果与现有文献结果对比

Figure 9. Comparison of calculated results with existing literature results under the interface failure mode

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图 10 界面破坏各部分承载力占比

Figure 10. Bearing capacity ratios of the interfacial failure

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图 11 界面破坏各部分承载力占比

Figure 11. Bearing capacity ratios of the interfacial failure

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图 12 界面破坏各部分承载力占比

Figure 12. Bearing capacity ratios of the interfacial failure

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图 13 不同荷载作用下隧道锚围岩塑性区分布图

Figure 13. Distributions of the plastic zone of anchorage surrounding rock under different loads

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图 14 不同缆力下锚碇轴向位移

Figure 14. Displacements of the anchorage under different cable forces

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图 15 隧道锚承载阶段图

Figure 15. The bearing stage diagram of the TTA

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表 1 界面破坏形式极限承载力计算表

Table 1. Calculation results of ultimate bearing capacities of the interface failure mode

bridge name	parameter									calculation result
bridge name	γ/(kN·m^-3)	φ/(°)	a/(°)	L/m	c/kP	H/m	K	β/(°)	P_U/kN	this paper	ref. [7-8, 17, 26]
Sidu River Bridge	24	24	5	40	1 100	70	0.5	35	2 678 100	11.9	9
Wujiagang Bridge	25	27	4.5	45	800	90	0.5	40	3 007 100	13.73	16
Puli Bridge	25	37	5	35	1 100	60	0.5	42	2 337 000	23.09	20
Jinsha River Bridge	25	27	5.5	45	400	95	0.5	35	2 585 500	8.32	7.38

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表 2 倒锥台破坏形式极限承载力计算表

Table 2. Calculation results of ultimate bearing capacities for the inverse cone failure mode

bridge name	parameter									calculation result
bridge name	γ/(kN·m^-3)	φ/(°)	a/m	L/m	c/kP	H/m	β/(°)	K	P_U/kN	this paper	ref. [7-8, 12, 17]
Lüzhijiang Bridge	22	30	9.8	40	900	70	35	1	4 023 000	24.5	23
Wujiagang Bridge	25	27	10.1	45	800	90	40	1.15	5 256 402	24.1	16
Puli Bridge	25	37	8	35	1 100	60	42	1	4 404 200	43.5	44
Jinsha River Bridge	25	27	11.6	45	400	95	35	0.97	5 681 200	18	16.83

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