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Zhang J, Ou X, Zheng Q et al (2018) Study on the safety of large section tunnel under double layer initial support. Xi J-m, Wang M-m, Feng Xu et al (2015) Numerical simulation of construction method for shallow buried large section tunnel. Wang W, Mei Z (2017) Study of application of bench method to shallow-buried asymmetrically-pressured railway tunnel of super-large cross-section. Shi C, Cao C, Lei M (2017) Construction technology for a shallow-buried underwater interchange tunnel with a large span.
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Kontogianni VA, Stiros SC (2015) Induced deformation during tunnel excavation: Evidence from geodetic monitoring. Ki-Il S, Cho G-C, Chang S-B, Lee I-M (2013) Beam–spring structural analysis for the design of a tunnel pre-reinforcement support system. Jiang L, Ma K, Zhang H, Wu Q, Lu H, Yang Q (2019) Seismic behavior of shear connectors of steel vierendeel sandwich plate. Janin JP, Dias D, Emeriault F, Kastner R, Le Bissonnais H, Guilloux A (2015) Numerical back-analysis of the southern Toulon tunnel measurements: a comparison of 3D and 2D approaches. Huo W, Yuan B, Wang F, Jiang L (2012) Succesive collapse resistance analysis of steel framework mounted viscous dampers.
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J Huazhong Univ Sci Technol (Natural Science Edition) 44(6):98–103 Geng D, Shi Y, Yang J, Yang F (2016) Research on forepoling force of long and large pipe roof for shallow tunnel large section under existing highway. In the construction of the extra-large cross section and the flat tunnel, there was no need to set up temporary support, which was convenient for mechanical excavation.ĭammyr Ø, Nilsen B, Gollegger J (2017) Feasibility of tunnel boring through weakness zones in deep Norwegian subsea tunnels. The middle pipe shed and the system bolt supported the rock mass together. During the construction, the length and height of the three-step method had to be set reasonably. The steel arch and the shotcrete had the maximum effective stress at the arch shoulder, which played the role of the deformation and pressure for the surrounding rock. The axial force of the bolt in the middle of the side wall was larger than that in other places and the axial force of the middle pipe shed went along with the excavation of the tunnel in waves. Under the effect of the initial support, the equivalent stress of the side wall gradually increased with the excavation of the steps and the increase in the support structure. The maximum horizontal deformation in the middle of the side wall was about 12.3 mm. The vertical deformation of the tunnel could be divided into an acceleration deformation section, linear deformation section, deceleration deformation section, and stable deformation section. The results showed that the maximum vertical deformation of the tunnel vault and the middle of the invert was about 34 mm. Nonlinear construction phase analysis was adopted. These engineering geological conditions included the rock mass, system bolts, middle pipe shed, steel arch and shotcrete, grouting layer, second lining and so on.
#Forepoling with midas gts nx software
Finite element software was used to model the tunnel according to the engineering geological conditions of the tunnel. This paper mainly describes the finite element analysis for this tunnel excavation that was used to guide the construction. The tunnel has an extra-large cross section, and it is a low flat-ration railway tunnel. The Xinbaishiyan tunnel in the reconstruction Chengdu–Kunming railway Ermeishan-Mipan section mainly runs through dolomite with dolomitic limestone, with an excavation area of 260 m 2, a maximum span of 22.3 m, a maximum height of 14.4 m, a vector height of 7 m, and a rise-span ratio of 0.31.