Influence of EPB construction sequence and soil chamber pressure on railway subgrade settlement

doi:10.16265/j.cnki.issn1003-3033.2025.S2.0007

Abstract

Abstract:

To research the coupling effect of construction sequence and soil chamber pressure, as well as the subgrade micro-deformation control during the process of shield tunneling under railway subgrades, the earth pressure balance (EPB) shield of Harbin Rail Transit Line 3 passing under multiple railway tracks, including the Harbin-Mudanjiang High-Speed Railway, was taken as the background. Methods such as numerical simulation, theoretical calculation, and on-site measurement were adopted to investigate the influence of different construction sequences of double-line tunnels and soil chamber pressure settings on stratum deformation. The numerical results show that when two EPB shields advancing towards each other meet directly below the railway subgrade, the settlement increases by 0.4 mm compared with meeting on both sides, with an increase rate of 12.86%. When the soil chamber pressure is set to 220, 200, and 180 kPa, the maximum settlements are 3.50, 5.14, and 7.92 mm, respectively. The correlation analysis of on-site tunneling parameters reveals that the ratio of screw conveyor rotating speed to tunneling speed is negatively correlated with soil chamber pressure, with a Pearson correlation coefficient of -0.49. The specific speed value of this stratum should be controlled at 90.98 r/m, and the fluctuation of soil chamber pressure should range from -20 kPa to 25 kPa. When the Rankine earth pressure at rest plus a 20 kPa reserve pressure (to offset pressure fluctuations) is used as the calculated value of soil chamber pressure, the measured values (196-227 kPa) after controlling the specific speed value are in good agreement with the formula-calculated values (180-222 kPa). By using the tunnel monitoring and early warning platform to monitor the settlement rate and cumulative settlement in real time, and adjust in time based on feedback, the final settlement of the railway subgrade is controlled at 3.41 mm, which meets the safety requirement of not exceeding 6 mm.

Key words: construction sequence, soil chamber pressure, subgrade settlement, numerical simulation, specific speed, micro-deformation control

CLC Number:

X947

LYU Jirui, CUI Ming, CAI Qingchi, ZHAO Yuanye, LI Qingwen. Influence of EPB construction sequence and soil chamber pressure on railway subgrade settlement[J]. China Safety Science Journal, 2025, 35(S2): 58-65.

Figures/Tables 19

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地层	杂填土	粉质黏土	细砂	中粗砂
泊松比μ	0.38	0.33	0.26	0.23
天然密度γ/(kg·m^-3)	17.85	18.30	18.25	20.15
割线模量${E}_{\mathrm{o}\mathrm{e}\mathrm{d}}^{\mathrm{r}\mathrm{e}\mathrm{f}}$/MPa	15	25	69	52
切线模量${E}_{\mathrm{o}\mathrm{e}\mathrm{d}}^{\mathrm{r}\mathrm{e}\mathrm{f}}$/MPa	15	25	69	52
卸荷弹模${E}_{\mathrm{u}\mathrm{r}}^{\mathrm{r}\mathrm{e}\mathrm{f}}$/MPa	45	75	207	156
有效黏聚力C/kPa	30.3	18.5	0	0
有效内摩擦角Φ/(°)	13.8	21.5	38.7	42.2
剪胀角Ψ/(°)	0	0	10.1	12.2
参考压力σ^ref/kPa	100	100	100	100
孔隙比e	0.69	0.58	0.49	0.45
破坏比R_f	0.9	0.9	0.9	0.9
静止土压力系数K₀	0.64	0.59	0.41	0.35
幂指数m	0.5	0.5	0.5	0.5

结构	厚度/mm	密度/(g·cm^-3)	弹性模/MPa	泊松比
管片	350	2.5	34 500	0.2
等代层	200	2.3	4	0.35

掘进参数	推进速度	推力	刀盘扭矩	刀盘转速	土仓压力	比速
推进速度	1
推力	-0.66^**	1
刀盘扭矩	0.55^**	-0.23	1
刀盘转速	-0.56^**	0.40^**	-0.94^**	1
土仓压力	0.13	-0.02	-0.37^**	0.04	1
比速	-0.64^**	0.43^**	-0.54^**	0.51^**	-0.29^*	1

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