• 한국지반공학회:학술대회논문집
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• 한국지반공학회 2001년도 봄 학술발표회 논문집
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• pp.41-48
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• 2001

In this study, two factors are simultaneously considered for assessing tunnel face stability: one is the effective stress acting on the tunnel face calculated by upper bound solution; and the other is the seepage force calculated by numerical analysis under the condition of steady-state groundwater flow. The seepage forces calculated by numerical analysis are compared with the results of a model test. From the results of derivations of the upper bound solution with the consideration of seepage forces acting on the tunnel face, it could be found that the minimum support pressure for the face stability is equal to the sum of effective support pressure and seepage pressure acting on the tunnel face. Also it could be found that the average seepage pressure acting on the tunnel face is proportional to the hydrostatic pressure at the same elevation and the magnitude is about 22% of the hydrostatic pressure for the drainage type tunnel and about 28% for the water-proof type tunnel. The model tests performed with a tunnel model had a similar trend with the seepage pressure calculated by numerical analysis. From the model tests it could be also found that the collapse at the tunnel face occurs suddenly and leads to unlimited displacement.

• Geomechanics and Engineering
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• 제15권2호
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• pp.769-774
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• 2018

The growth of cities requires the construction of new tunnels close to the existing ones. Prediction and control of ground movement around the tunnel are important especially in urban area. The ground respond due to EPB (Earth Pressure Balance) pressure are investigated using the finite element method by ABAQUS in intersection of the triplet tunnels (Line 2, 3 and 4) of Mashhad Urban Railway in Iran. Special attention is paid to the effect of EPB pressure on the tunnel face displacement. The results of the analysis show that in EPB tunneling, surface settlement and face displacement is related to EPB pressure. Moreover, it is found that tunnel construction sequence is a great effect in face displacement value. For this study, this value in Line 4 where is excavated after line 3, is smaller than that line. In addition, the trend of the displacement curves are changed with the depth for all lines where is located in above and below, close to and above the centerline tunnel face for Line 2, 3 and 4, respectively. It is concluded that: (i) the surface settlement decreases with increasing EPB pressure on the tunnel face; (ii) at a constant EPB pressure, the tunnel face displacement values increase with depth. In addition, this is depended on the tunneling sequence; (iii) the trend of the displacement curves change with the depth.

• 한국터널지하공간학회 논문집
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• 제18권3호
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• pp.273-282
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• 2016

본 연구에서는 기존에 제안된 8가지의 이론식과 3차원 수치해석으로 막장압을 산정하여 비교 검토하였다. 일반적으로 국내 쉴드TBM의 막장압 산정은 이론식과 경험에 따른 방법으로 검토되고 있는 실정이나 복잡한 지층조건, 특수한 지반조건을 통과하는 구간에 대해서는 수치해석을 병행하고 있다. 따라서 이론식으로 산정된 막장압과 수치해석 프로그램에서 산정되는 막장압의 상관관계를 확인하여 막장압의 신뢰성 있는 검토방법을 찾고자 하였다. 막장압 산정시 이론식과 수치해석 모두 사질토와 점성토 지반조건에서 동일하게 검토하였으며, 이론식은 기존에 제안된 식을 사용하였고 수치해석은 쉴드터널의 시공과정을 모사한 3차원 해석을 수행하였다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.1199-1213
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• 2011

이수가압식 쉴드공법은 사질토에서 적용성이 우수하지만, 이수압이 낮으면 이수 유출 및 지반변형이 발생하기도 한다. 따라서 이수가압식 쉴드에서는 초기 막장압보다 큰 초과 이수압을 가하여 막장 안정을 유지한다. 그러나 이수압이 너무 높으면 전방 지반의 수동 파괴를 유발하므로 수동 파괴 위험성을 줄이고 이수압을 증가시키는 방법으로 막장 전방에 수평 차수층을 설치하는 방안이 있으나 위치와 규모, 효과가 잘 알려져 있지 않다. 따라서 본 연구에서는 포화 사질토에서 막장전방에 차수 그라우팅 적용시 발생하는 효과를 규명하기 위하여 모형실험을 수행하였다. 실험 결과, 차수층이 있는 경우가 없는 경우보다 이수압을 크게 가할 수 있어서 전방 차수층이 막장 안정성을 증대시킬 수 있다는 것을 확인하였다. 막장 안정성 증대에 가장 큰 영향을 주는 적정 차수층은 길이 1.0~1.5D, 설치높이 1.0D로 나타났다. 초기 막장압 대비 최대 이수압의 비로 막장의 자립 안전율(F)을 제안할 수 있으며, 전방 차수층을 적정 위치에 설치할 경우 초기 막장압보다 3.5~4.0배 크게 이수압을 가할 수 있는 것으로 나타났다.

• Geomechanics and Engineering
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• 제21권2호
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• pp.187-200
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• 2020

In the current work, a series of three-dimensional finite element analyses have been conducted to investigate the behaviour of pre-existing single piles in response to adjacent tunnelling by considering the tunnel face pressures and the relative locations of the pile tips with respect to the tunnel. Via numerical modelling, the effect of the face pressures on the pile behaviour has been analysed. In addition, the analyses have concentrated on the ground settlements, the pile head settlements and the shear stress transfer mechanism at the pile-soil interface. The settlements of the pile directly above the tunnel crown (with a vertical distance between the pile tip and the tunnel crown of 0.25D, where D is the tunnel diameter) with a face pressure of 50% of the in situ horizontal soil stress at the tunnel springline decreased by approximately 38% compared to the corresponding pile settlements with the minimum face pressure, namely, 25% of the in situ horizontal soil stress at the tunnel springline. Furthermore, the smaller the face pressure is, the larger the tunnelling-induced ground movements, the axial pile forces and the interface shear stresses. The ground settlements and the pile settlements were heavily affected by the face pressures and the positions of the pile tip with respect to the tunnel. When the piles were inside the tunnel influence zone, tensile forces were induced on piles, while compressive pile forces were expected to develop for piles that are outside the influence zone and on the boundary. In addition, the computed results have been compared with relevant previous studies that were reported in the literature. The behaviour of the piles that is triggered by adjacent tunnelling has been extensively examined and analysed by considering the several key features in substantial detail.

• 한국지반공학회:학술대회논문집
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• 한국지반공학회 2005년도 춘계 학술발표회 논문집
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• pp.1335-1342
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• 2005

In this paper, there is intended to introduce the new tunnel face shape, that is concave shaped face, and discusses its effects on the tunnel stabilization. Therefore, a comparative analysis in which the stability of a concave face was compared to that of a conventional plane face on the basis of displacement patterns in the tunnel face was conducted using a model test. In order to check and confirm displacement patterns on the concave face according to the radius of curvature as well as those around the face according to lateral pressure coefficient(k), two experimental concave models, produced at a scale of 1:2 and 1:5(tunnel radius), of the forefront of the curved area extended from plane face was built and tested.

• Geomechanics and Engineering
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• 제14권5호
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• pp.407-419
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• 2018

In order to investigate flow characteristics after water inrush from the working face in process of karst tunnel construction, numerical calculation for two class case studies of water inrush is carried out by using the FLUENT software on the background of Qiyueshan tunnel. For each class water inrush from the tunnel face, five cases under different water-inrush velocity are simulated and researched. Three probing lines are selected respectively in the left tunnel, cross passage, right tunnel and in the height direction of the tunnel centerline. The variation characteristics of velocity and pressure on each probing line under the five water-inrush velocities are analyzed. As for the selected four groups probing lines in the tunnels, the change rules of velocity and pressure on each group probing lines under the same water-inrush velocity are discussed. Finally, the water flow characteristics after inrush from the tunnel face are summarized by comparing the case studies. The results indicate that: (1) The velocity and pressure change greatly at the intersection area of the cross passage and the tunnels. (2) The velocity nearby the tunnel side wall is the minimum, while it is the maximum in the middle position. (3) The pressure value of every cross section in the tunnels is basically fixed. (4) As water-inrush velocity increases, the flow velocity and pressure in the tunnels also increase. The former is approximately proportional to their respective water-inrush velocity, while the latter is not. The research results provide a theoretical basis for making scientific and rational escape routes.

• Geomechanics and Engineering
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• 제17권1호
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• pp.97-107
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• 2019

Based on the results of Han et al. (2016), in the failure zone ahead of the tunnel face it can be obviously identified that a shear failure band occurs in the lower part and a pressure arch happens at the upper part, which was often neglected in analyzing the face stability of shield tunnel. In order to better describe the collapse failure feature of the tunnel face, a new improved failure mechanism is proposed to evaluate the face stability of shield tunnel excavated in layered soils in the framework of limit analysis by using spatial discretization technique and linear interpolation method in this study. The developed failure mechanism is composed of two parts: i) the rotational failure mechanism denoting the shear failure band and ii) a uniformly distributed force denoting the pressure arch effect. Followed by the comparison between the results of critical face pressures provided by the developed model and those by the existing works, which indicates that the new developed failure mechanism provides comparatively reasonable results.

• 터널과지하공간
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• 제18권5호
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• pp.366-374
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• 2008

지하수면하의 터널 굴착은 물로 인한 많은 지반공학적 문제가 나타나며, 해저터널의 경우 높은 투수성과 고수압을 나타내는 파쇄대 근처에서의 안전율 감소로 인한 침수사고를 유발될 수 있다. 이 연구에서는 유한한 폭의 투수성이 높은 구간(문제구간) 에서 터널 안전성에 대한 수압의 영향에 대하여 분석하였다. advance core 개념에 따라 막장전방의 가상 실린더에 작용하는 침투력을 모사 하였으며, 3차원 정상류 침투수 해석을 통하여 막장전방 지반의 수리적 거동에 주안점을 두고 침투력과 막장면의 안정성에 대한 문제구간의 영향을 분석하였다. 그 결과 막장면으로부터 터널의 막장면 안정성에 영향을 주는 가상 실린더의 경계면까지의 거리는 터널 반경의 약 5배 정도인 것으로 추정된다. 이 연구의 적용된 가정의 제한성에도 불구하고 문제구간의 위험성을 고려할 할 때 이 연구결과가 시사하는 바가 크다.

• 한국터널지하공간학회 논문집
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• 제18권5호
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• pp.487-497
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• 2016

터널을 굴착하면 굴진면 주변지반은 응력이 해방되고, 해방된 응력이 주변지반으로 재분배 되어 터널주변지반의 응력상태와 터널지보공에 작용하는 하중이 변한다. 굴진면에 변위가 발생하면 굴진면 전방지반이 이완되고 굴진면에 작용하는 토압은 감소하며, 변위가 일정한 크기 이상 커지면 굴진면 전방지반이 파괴상태에 이른다. 이때에 터널의 종방향으로 하중전이가 발생하며, 토피고나 굴진면의 변위정도에 따라 그 경향이 다르다. 굴진면 파괴에 따른 터널 종방향 하중전이에 대해서는 연구된 사례가 있으나, 굴진면 변위와 종방향 하중전이를 결부시켜서 연구한 사례는 거의 없는 실정이다. 따라서 본 연구에서는 토사터널에서 모형실험을 수행하여 굴진면이 과다변위로 인해 파괴됨에 따른 종방향 하중전이의 특성을 파악하였다. 즉, 정지토압 상태에서 시작하여 굴진면의 변위가 진행됨에 따른 터널 종방향 하중전이를 모형실험을 수행하여 측정하였다. 연구 결과, 종방향 하중전이는 굴진면 변위 초기에 대부분이 발생하고 굴진면 변위가 한계변위에 근접할수록 완만한 기울기로 한계치에 수렴하였다. 즉, 종방향 하중전이는 굴진면 전방지반이 아직 탄성상태일 때 급격히 증가하였고, 지반이 한계상태에 근접하면 완만하게 증가하는 경향을 나타내었다. 굴진면에서 변위에 의한 토압감소와 터널 종방향 하중전이는 같은 추세로 발생하는 것을 알 수 있었다.