新建车站密贴下穿长期服役车站改扩建变形控制技术

刘兵科; 麻建飞; 贺家新; 张斌; 李益铭; 刘夏冰; 贺少辉

doi:10.11858/gywlxb.20220676

新建车站密贴下穿长期服役车站改扩建变形控制技术

doi: 10.11858/gywlxb.20220676

刘兵科^1,,
麻建飞²,
贺家新²,
张斌²,
李益铭²,
刘夏冰^{2, 3},
贺少辉^2,*, ,

1.
北京建工土木工程有限公司, 北京　100085
2.
北京交通大学土木建筑工程学院, 北京　100044
3.
广东华路交通科技有限公司, 广东广州　510420

基金项目: 北京建工土木工程有限公司项目（KCL19055530）

详细信息

作者简介:
刘兵科(1978—)，男，硕士，教授级高级工程师，主要从隧道与地铁施工研究.E-mail：452226139@qq.com

通讯作者:
贺少辉(1966—)，男，博士，教授，主要从隧道与地下工程施工力学研究.E-mail：heshaohui1114@163.com

中图分类号: TU94
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出版历程
- 收稿日期: 2022-10-13
- 修回日期: 2022-10-24
- 录用日期: 2022-10-25
- 网络出版日期: 2023-04-23
- 刊出日期: 2023-04-05

Deformation Control Technology for Reconstruction and Expansion of Newly Built Station Closely Undercrossing Long-Term Service Station

LIU Bingke^1
,,
MA Jianfei²,
HE Jiaxin²,
ZHANG Bin²,
LI Yiming²,
LIU Xiabing^{2, 3},
HE Shaohui^{2,*
, ,}

1.
BCEG Civil Engineering Co., Ltd., Beijing 100085, China
2.
School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China
3.
Guangdong Hua-lu Transport Technology Co., Ltd., Guangzhou 510420, Guangdong, China

摘要

摘要: 为保证新建车站密贴下穿服役近50年车站改扩建施工的安全稳定，开展了运营和预留车站的状态评估，依据结构状态制定了施工变形控制标准，借助数值模拟对比了不同扩建施工方案的影响，并结合现场实施验证了优选方案的效果。结果表明：先期建成车站结构存在装饰层掉落、混凝土开裂、剥落、碳化、钢筋腐蚀、底板渗漏水、区间积水及变形缝不均匀沉降等问题；交叉中隔壁法（central cross diagram，CRD）方案中预留3号线车站的最大沉降量为2.2 mm，地表沉降1.7 mm；洞桩法（pile beam arch，PBA）方案中车站的最大沉降量为1.3 mm，地表沉降1.1 mm。综合考虑多种因素后，推荐在该改扩建工程中采用PBA施工方案。现场采用PBA施工方案后，2、3号线车站结构的最大竖向变形分别为−1.28和−1.01 mm，监测指标均在安全阈值内。研究结果可为类似长期服役改扩建工程提供参考。
- 隧道工程 /
- 长期服役车站 /
- 改扩建施工 /
- 结构状态检验 /
- 方案优选
Abstract: To ensure safety and stability of the reconstruction and expansion of the newly built station under a nearly 50 years long-term service station, the structural status of main structure and auxiliary structure of an operating station and a reserved station is inspected. The construction deformation control standard is formulated referring to the structural state. The construction impacts of different expansion construction schemes are compared by using numerical simulation. Then the effect of an optimized scheme is verified in combination with an on-site implementation. The results show that there is a series of problems in the early-built station structure, such as decoration layer falling, concrete cracking, spalling, carbonization, steel corrosion, floor leakage, interval water accumulation and uneven settlement of deformation joints. For the CRD (central cross diagram) scheme, the maximum settlement of the reserved Line 3 station is 2.2 mm, and the surface settlement is 1.7 mm. For the PBA (pile beam arch) scheme, the maximum settlement of the station is 1.3 mm, and the surface settlement is 1.1 mm. The PBA method is recommended for the reconstruction and expansion project after a comprehensive consideration of various factors. After adopting the PBA construction scheme, the maximum vertical deformations of Line 2 and Line 3 structures are −1.28 and −1.01 mm, and the monitoring indicators are within the safety thresholds. The research results can provide a reference for similar subway station reconstruction and expansion projects.
- tunnel engineering /
- long-term service station /
- reconstruction and expansion /
- structural state inspection /
- scheme optimization

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图 1 车站改扩建平面图

Figure 1. Plan of station reconstruction and expansion

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图 2 车站既有结构图

Figure 2. Existing structure of station

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图 3 主体结构的地质剖面图

Figure 3. Geological section of main structure

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图 4 现场检测

Figure 4. On-site inspection

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图 5 结构状态检测结果

Figure 5. Structural state detection results

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图 6 CRD方案施工图

Figure 6. CRD scheme construction

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图 7 PBA方案施工图

Figure 7. PBA construction scheme

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图 8 计算模型

Figure 8. Computation model

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图 9 既有车站结构沉降云图

Figure 9. Settlement cloud diagram of existing station structure

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图 10 改扩建车站的沉降曲线

Figure 10. Settlement curve of reconstructed and expanded station

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图 11 地表沉降曲线

Figure 11. Surface settlement curves

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图 12 最小主应力云图

Figure 12. Cloud diagram of minimum principal stress

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图 13 现场施工

Figure 13. Site construction

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图 14 地表沉降监测曲线

Figure 14. Settlement monitoring curves

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表 1 检测项目

Table 1. Test items

Test type	Detection content	Method
Appearance inspection	Cracking, peeling, exposed reinforcement, deformation (settlement joint), water seepage, ponding, etc	Steel ruler measurement, ultrasonic detector, hand-held strain gauge, impact echo method, etc
Mechanical property	Strength	Rebound method and coring method
Durability	Carbonization depth, thickness of reinforcement protective layer, reinforcement position, chloride ion detection, reinforcement corrosion	Indicator method, electromagnetic method, silver nitrate titration method, half-cell point method

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表 2 变形控制标准（单位：mm）

Table 2. Deformation control standard (Unit：mm)

Station	Vertical deformation			Transverse deformation
Station	Alert value	Alarm value	Control value	Alert value	Alarm value	Control value
Line 2	−2.1～0.7	−2.4～0.8	−3.0～1.0	1.4	1.6	2.0
Line 3	2.8	3.2	4.0	1.4	1.6	2.0

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表 3 地层参数

Table 3. Stratum parameters

Formation materials	Density/ (kg·m⁻³)	Elastic modulus/ MPa	Poisson’s ratio	Internal friction angle/(°)	Cohesion/kN
Filling	1800	22.5	0.33	10	5
Silty clay	1950	27.0	0.30	18	27
Fine medium sand	1980	45.0	0.24	30	0
Round gravel and pebble	2150	120.0	0.22	40	0
Sandy silt	2030	110.0	0.25	28	22

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表 4 结构参数

Table 4. Structure parameters

Material	Density/(kg·m⁻³)	Cohesion/kN	Internal friction angle/(°)	Elastic modulus/GPa	Poisson’s ratio
Reinforcement zone	2350	35	25	0.32	0.28
Primary support	2436			30.00	0.25
Secondary lining	2425			31.00	0.24
Pile	2425			26.00	0.20

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表 5 施工方案详细对比

Table 5. Detailed comparison of construction schemes

Project	Maximum settlement/mm	Maximum surface settlement/mm	Minimum principal stress/MPa
CRD scheme	2.8	1.7	−9.43
PBA scheme	1.3	1.1	−9.08

Project	Differential settlement of deformation joint/mm	Working space	Engineering cost
CRD scheme	0.8	Moderate	Lower
PBA scheme	0.2	Less	Higher

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表 6 现场监测结果

Table 6. Site monitoring results

Station	Vertical deformation of structure/mm	Transverse deformation of structure/mm	Track deformation/mm	Structural crack
Line 2	−1.28	0.5	−1.36	No
Line 3	−1.01	0.5		No

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