既有地铁车站两侧零距离开挖深大基坑对车站全过程影响分析及变形控制措施

高深; 程雪松; 董敏忠; 程保蕊; 张勇; 马运康

doi:10.3724/j.gyjzG23050303

既有地铁车站两侧零距离开挖深大基坑对车站全过程影响分析及变形控制措施

doi: 10.3724/j.gyjzG23050303

1. 天津大学建筑工程学院, 天津 300350;
2. 中铁十八局集团有限公司, 天津 300222;
3. 天津市地下铁道集团有限公司, 天津 300392

基金项目:

国家自然科学基金项目（52178343）。

详细信息

作者简介:
高深，硕士研究生，gaoshen1021@163.com。

通讯作者:
程雪松，博士，教授，主要从事土力学及岩土工程研究，cheng_xuesong@163.com。

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出版历程
- 收稿日期: 2023-05-03
- 网络出版日期: 2025-07-15

Impact Analysis and Deformation Control Measures for Zero-Distance Deep and Large Excavation Adjacent to Both Sides of an Existing Subway Station

1. School of Civil Engineering, Tianjin University, Tianjin 300350, China;
2. China Subway 18th Bureau Group Corporation Limited, Tianjin 300222, China;
3. Tianjin Underground Railway Group Co., Ltd., Tianjin 300392, China

摘要

摘要: 基于城市立体化发展需求，地铁工程数量及规模逐渐增长，在天津等软土地区，其施工对既有地铁站、隧道有不可忽略的影响。以天津地铁5号线某既有地铁车站结建工程为背景，基于工程实测数据，对包括预降水在内的基坑施工全过程进行分析，研究两侧同步开挖深大基坑对既有地铁车站、隧道的影响，并提出有效的隆起主动控制方案。研究表明：1）两侧同时开挖深大基坑对其间既有地铁车站、隧道结构影响较大，既有车站的隆起存在超过报警值、控制值的风险。且既有车站和基坑新建地下连续墙的竖向、水平变形模式均存在明显差异：开挖过程中车站主体持续隆起，而基坑地下连续墙在开挖初期表现为沉降，开挖到坑底时转为隆起状态，两者最终隆起接近，均为11.0 mm左右；水平变形方面，基坑新建地下连续墙随基坑开挖持续发展，车站主体呈现为先增大后减小的趋势，基坑地下连续墙最终水平位移超过车站水平位移的2倍。2）坑内降水对既有车站主体、共用地下连续墙、新建地下连续墙影响水平不同。通过制定精细化降水方案，可以在满足新建地下连续墙等支护结构变形控制标准的同时，使车站结构在开挖前产生一定预沉降，以尽可能减小施工过程造成的既有车站隆起，保证施工安全。
- 地铁车站 /
- 零距离开挖 /
- 深大基坑 /
- 降水 /
- 全过程影响 /
- 变形控制
Abstract: Based on the demand for three-dimensional urban development， the number and scale of subway superstructure projects are gradually increasing， which has a significant impact on existing subway stations and tunnels during the construction process in Tianjin’s soft soil areas. Taking the existing subway station topping project of Tianjin Subway Line 5 as a case study， the paper analyzed the entire excavation process， including pre-excavation dewatering， based on the measurement data. It further studied the impact of deep and large excavations with simultaneous two-sided excavation on existing subway stations and tunnels. A deformation control method for existing structures during construction by refining the dewatering scheme was proposed. The study showed that： 1） Simultaneous deep and large excavations on both sides exerted a huge impact on the existing subway station and tunnel structures between them. The vertical displacement of the existing structures risked exceeding the alarm value or even the control value. Additionally， the vertical and horizontal deformation patterns differed significantly between the existing structure and the new diaphragm wall： during the excavation process， the main structure of the station experienced continuous heave， while the diaphragm wall initially settled but transitioned to heave upon reaching the final excavation depth， with both structures ultimately reaching a similar heave value of approximately 11.0 mm. In terms of horizontal deformation， the newly constructed diaphragm wall exhibited progressively increasing outward displacement as excavation progressed， whereas the station structure showed an initial increase followed by a gradual reduction in horizontal displacement， resulting in a final horizontal displacement of the diaphragm wall that was more than twice that of the station structure. 2） The influence of dewatering in the excavation on the main body of the existing structure and the new diaphragm wall had a large difference. By formulating a refined dewatering scheme， controlled pre-settlement of the station structure could be achieved before excavation. This approach effectively minimized construction-induced heave of the existing station while ensuring compliance with deformation control standards for the new diaphragm wall and supporting structures， thereby guaranteeing construction safety.
- subway station /
- zero-distance excavation /
- deep and large excavation /
- dewatering /
- impact of entire process /
- deformation control

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参考文献(12)

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