Dynamic Characteristics of Adjacent Tunnel and Surroundings Under the Vibration of Trains in the First Tunnel with Different Buried Depths

Wu, Lin; Zhang, Xiedong; Kuang, Fuming; Sui, Jiale; Zhou, Xiaojie; Guo, Hong

doi:10.1007/s13369-020-05246-3

Cited by 8 publications

(4 citation statements)

References 30 publications

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“…The vibration load of carriages 2-5 is the same, and the load on the train head mirrors a load of train tail. The details of the train vibration load are shown in Formula (1) [3].…”

Section: Silty Sandmentioning

confidence: 99%

“…The size of the model is large enough to avoid the boundary effect. [3,28,30] The temperature influence is ignored since the whole time of the train passing the tunnel is 4.18 s. The parameters of the d and D twin tunnels are shown in Table 4. The steps of construction of super-large diameter (D = 15.2 m) twin tunnels model under train vibration is as follows:…”

Section: Twin Tunnels Model In Demmentioning

confidence: 99%

“…Therefore, the research of tunnels can classify various tunnels by the size of the tunnel's diameter. There are many tunnels with a diameter of d 1 = 5-10 m under train vibration [1][2][3]. Studies with diameters between 10 and 15 m mainly focus on the construction stage of the tunnel [4][5][6].…”

Section: Introductionmentioning

confidence: 99%

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Comparison of Dynamic Characteristics between Small and Super-Large Diameter Cross-River Twin Tunnels under Train Vibration

Zhang

Wei

et al. 2021

Applied Sciences

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Train vibration from closely aligned adjacent tunnels could cause safety concerns, especially given the soaring size of the tunnel diameter. This paper established a two-dimensional discrete element model (DEM) of small (d = 6.2 m) and super-large (D = 15.2 m) diameter cross-river twin tunnels and discussed the dynamic characteristics of adjacent tunnels during the vibration of a train that runs through the tunnel at a speed of 120 km/h. Results in the D tunnel showed that the horizontal walls have the same horizontal displacement (DH) and the vertical walls have the same vertical displacement (DV). The stress state of the surroundings of the D tunnel is the decisive factor for DH, and the distance from the vibration point to the measurement point is the decisive factor for DV. Results in the comparison of the d and D tunnels showed that the D tunnel is more stable than the d tunnel with respect to two aspects: the time the tunnel reaches the equilibrium state and the vibration amplitude of the structure’s dynamic and static responses. The dynamic characteristic of the d and D tunnel is significantly different. This research is expected to guide the design and construction of large diameter twin tunnels.

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“…The vibration load of carriages 2-5 is the same, and the load on the train head mirrors a load of train tail. The details of the train vibration load are shown in Formula (1) [3].…”

Section: Silty Sandmentioning

confidence: 99%

Section: Twin Tunnels Model In Demmentioning

confidence: 99%

See 1 more Smart Citation

Comparison of Dynamic Characteristics between Small and Super-Large Diameter Cross-River Twin Tunnels under Train Vibration

Zhang

Wei

et al. 2021

Applied Sciences

Self Cite

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“…Yuan et al [19] proposed an analytical solution for calculating half-space double tunnel vibration to evaluate the influence of the presence of adjacent tunnels on ground vibration. Wu et al [20] discussed the influence of the train vibration load on adjacent tunnels under different buried depths of two-way tunnels through the proportional test model and discrete element method. He et al [21] found that there is a strong dynamic interaction between adjacent tunnels by analyzing the soil vibration of different tunnel models under different loads.…”

Section: Introductionmentioning

confidence: 99%

Dynamic Response Mechanism of Silt Ground under Vibration Load

Wei

Liu

et al. 2022

Sustainability

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The frequent vibration loads during the operation of trains can cause vibration deformation of the tunnel structure and surrounding weak strata, thereby endangering the safe operation of trains. The purpose of this paper is to study the dynamic response of surrounding soil layers caused by train vibrations through the finite difference method with FLAC3D. Based on existing research, we studied the artificially deterministic exciting force function. Then, we simulated the tunnel working conditions of a train with a 3D model, and applied the artificially deterministic exciting force function to the tunnel model. To study the vibration caused by trains in silty soil, we divided the trains into two cases, one-way and two-way. We compared the displacement–time curves of one-way and two-way trains. When the horizontal distance between the monitoring point and the vibration source increases, the peak value of the displacement–time curve decreases. As the speed of the train increases, the peak value of the displacement–time curve increases. The vertical displacement of the ground under the dynamic load of the two-way train is greater than that of the one-way train. In the acceleration–time curve, there is a lag in the ground acceleration response. The faster the speed of the subway train, the greater the peak value of the acceleration–time curve. This study can provide a guide for the evaluation and prevention of ground vibration subsidence and uneven subsidence of strata in the silt area of the Yellow River Region.

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