The primary lining structure plays a key role in blasting tunnel construction, and its intensity change and dynamic response directly affect the security of tunnel structures. To investigate the dynamic response of the primary lining structure under blasting loads, combing field test with numerical simulation was conducted in the new passenger line railway that traverses from Beijing to the Shenyang TJ-1 (Liaoning) Sanlengshan tunnel. The peak particle vibration velocity data were recorded by conducting eight monitoring tests at three measuring points by using TC-4850. The Sadaovsk formula for the propagation law of peak particle vibration velocity was fitted by using the least squares method. The numerical simulation software LS-DYNA was used to obtain material and equation parameter based on, and the reliability of the numerical model was verified by using the propagation law of peak particle vibration velocity to determine the variations in the stress and displacements in key locations (i.e., skew, haunch, spandrel, and vault) while considering the strength of the primary lining. Results show that the maximum stress of the tunnel primary lining structure at the skew and vault in the X direction is greater than at the haunch and spandrel. The maximum stress values in the Y and Z directions are 0.1 181 MPa and 0.239 1 MPa at the skew, respectively. The maximum stress value in the Z direction is larger than that in the X and Y directions. The maximum displacement value of the tunnel primary lining structure is 3.61 mm at the haunch and appears in the Z direction much earlier than in the X and Y directions. By increasing the primary lining strength of C25 and C35, the stress becomes positive, whereas the displacement shows a negative relationship.

In order to improve the effectiveness of mining roadway blasting excavation and reduce the damage of blasting vibration, the method combined field blasting tests, blasting vibration monitoring tests, and numerical simulation analysis was adopted. The allocation of actual holes and vacant holes was determined according to the utilization rate of the blasting hole. The reasonable delay time was determined based on the peak of particle vibration velocity. At the same time, a numerical model was established based on the size of the roadway and the physical and mechanical properties of both the roadway and the surrounding rock. Based on the material parameters, the impact of roadway blasting excavation on the surrounding rock structure was analyzed using ANSYS/LS-DYNA numerical simulation software. The research findings demonstrate that employing the layout method of central real holes coupled with surrounding empty holes for roadway blasting excavation results in a utilization rate of cut holes exceeding 96%, with the highest utilization rate reaching 97.9%. This indicates that the strategic arrangement of real and empty holes can significantly enhance the efficiency of blasting excavation. Besides, when the delay time increased from 50 ms to 75 ms, the attenuation rate of the peak of particle vibration velocity exceeded 20% at the same position. When the delay time was 100 ms, the peak particle vibration velocity decreased to 2.97 cm/s at 25 m, indicating that the delay time can significantly reduce the damage caused by blasting vibration. Meanwhile, when the layout of central real holes and surrounding empty holes with a delay time of 100 ms was employed to analyze the surrounding rock structure during roadway blasting excavation through numerical simulation, it was observed that a tensile stress of 9.1 MPa was generated at the arch crown position within a 1-meter range from the roadway section. Tensile stress greater than 5 MPa was present at the arch waist position within a range of 1 to 4 m. Therefore, it is recommended to add steel frame support to the arch crown position and spray concrete on the arch waist position.