CN109371765B - Rail deformation control structure in high-speed railway tunnel crossing large movable fault - Google Patents
Rail deformation control structure in high-speed railway tunnel crossing large movable fault Download PDFInfo
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- CN109371765B CN109371765B CN201811377909.3A CN201811377909A CN109371765B CN 109371765 B CN109371765 B CN 109371765B CN 201811377909 A CN201811377909 A CN 201811377909A CN 109371765 B CN109371765 B CN 109371765B
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- 230000009471 action Effects 0.000 claims abstract description 15
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- 230000000149 penetrating effect Effects 0.000 abstract description 3
- 230000006872 improvement Effects 0.000 description 10
- 238000000034 method Methods 0.000 description 7
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- 238000011161 development Methods 0.000 description 4
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- 239000004570 mortar (masonry) Substances 0.000 description 1
- -1 polytetrafluoroethylene Polymers 0.000 description 1
- 229920001343 polytetrafluoroethylene Polymers 0.000 description 1
- 239000004810 polytetrafluoroethylene Substances 0.000 description 1
- 239000011150 reinforced concrete Substances 0.000 description 1
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B13/00—Arrangements preventing shifting of the track
- E01B13/02—Rail anchors
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
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- E—FIXED CONSTRUCTIONS
- E21—EARTH DRILLING; MINING
- E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
- E21D11/00—Lining tunnels, galleries or other underground cavities, e.g. large underground chambers; Linings therefor; Making such linings in situ, e.g. by assembling
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- E—FIXED CONSTRUCTIONS
- E21—EARTH DRILLING; MINING
- E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
- E21F16/00—Drainage
- E21F16/02—Drainage of tunnels
Abstract
The invention discloses a track deformation control structure in a high-speed railway tunnel penetrating through a large movable fault, which belongs to the technical field of high-speed railway tunnel engineering. The track deformation control structure disclosed by the invention is simple in structure and low in setting cost, can effectively ensure the normal operation of a track structure in a high-speed railway tunnel when the track structure passes through a large movable fault section, reduces the deformation of the track structure in the earthquake action, ensures the safety and stability of the operation of the high-speed railway tunnel, and has excellent popularization and application values.
Description
Technical Field
The invention belongs to the technical field of high-speed railway tunnel engineering, and particularly relates to a track deformation control structure in a high-speed railway tunnel crossing a large movable fault.
Background
Along with the continuous development of railway construction in China, particularly the large-scale construction of high-speed railways, the application quantity of railway tunnels is increased. In the construction of tunnel engineering, the situation of crossing a strong earthquake area or a fault fracture zone inevitably occurs, and the underground structure is extremely difficult to repair after being damaged by earthquake and has high repair cost, so that the earthquake-proof research on the underground structure, particularly the tunnel earthquake-proof research on a high-intensity earthquake area, is very necessary.
When a tunnel passes through an active fault, particularly a weak fracture zone region, due to the geological condition difference of surrounding rocks, the earthquake response of the tunnel structure is very large when earthquake action occurs, particularly the section passing through the soil and rock (soft and hard) junction is a dangerous part of engineering structure earthquake resistance, and the section of the structure can often generate very large deformation and internal force. Therefore, how to reduce the influence of the fracture zone on the stability and the safety of the tunnel structure is a difficult problem of the design and the construction of the tunnel structure, and especially, the analysis of the earthquake response of the tunnel structure passing through the fracture zone and the anti-shock absorption measures of the section are very important.
In order to prevent the tunnel structure from being damaged, when the mountain tunnel passes through the movable fault or the weak breaking belt, the structure of the tunnel or the track is often required to be specially designed, or an additional auxiliary structure is required to be arranged. Currently, the following three methods are commonly used: 1. the method is suitable for the situation that the span of the soft and hard junction is smaller, otherwise, the earthquake-proof effect is greatly reduced due to the limited length of the deformation ring; 2. the method allows the lining structure of the expansion section to fully displace during earthquake action so as to greatly reduce the earthquake response of the lining structure of the expansion section, but the method is only suitable for the condition that the span of a fault zone is smaller, if a large movable fracture zone is traversed, the expansion tunnel section can generate huge excavation amount, the construction cost is obviously increased, and when the earthquake action is larger, the tunnel structure is more easily damaged due to the larger difference between the rigidity of the tunnel structure and surrounding rock; 3. and arranging a shock absorption layer of a tunnel structure. Generally, the shear modulus of the damping layer is lower, and when an earthquake acts, the surrounding rock is staggered, and the staggered deformation transferred to the tunnel structure through the damping layer is reduced, so that the damping purpose is achieved, but the damping layer is paved to increase engineering investment cost, so that the damping layer is generally applicable to the area with smaller span of the movable fracture zone, and if the span of the movable fracture zone is larger, the construction cost is inevitably greatly increased.
In addition, although the arrangement of the flexible joint structure can solve the problem of the stability of the tunnel structure crossing the large movable fault to a certain extent, as the track in the tunnel is often connected with the tunnel through the track plate and concrete pouring, once an earthquake occurs, the tunnel structure can shift together with the track when the earthquake occurs, so that serious distortion occurs to the track; in addition, the high-speed railway has high driving density (generally one trip for 5 minutes in one way), high driving speed and long braking distance, and if the train just passes through the section when an earthquake happens, even if the train takes emergency braking measures in advance, the train is very likely to have derailment accidents, and even the train overturns to strike the tunnel wall to cause the damage of the tunnel structure, thereby further causing more serious secondary disasters. Therefore, the existing tunnel structure arranged on the large movable fault crossing can not fully meet the safety and stability of the section tunnel in the use process, and certain limitations exist.
Disclosure of Invention
Aiming at one or more of the defects or improvement demands in the prior art, the invention provides a track deformation control structure in a high-speed railway tunnel penetrating through a large movable fault, wherein the track deformation control structure consisting of an inverted arch filling layer, a buttress, a support and a longitudinal beam is arranged in a section of the high-speed railway tunnel penetrating through the large movable fault, so that the track structure in the section of the large movable fault does not completely move transversely along with the tunnel when in earthquake action, the excessive deformation of the track structure is avoided, the operation safety of the high-speed railway tunnel in the section of the large movable fault when in earthquake occurs is ensured, and the service lives of the tunnel and the track structure are prolonged.
In order to achieve the above purpose, the present invention provides a method for controlling the deformation of a track in a high-speed railway tunnel crossing a large movable fault to horizontally set the top surface of the inverted arch filling layer, wherein the set height of the top surface is lower than the set height of the top surface of the inverted arch filling layer in a section of the tunnel not crossing the large movable fault; and is also provided with
The top surface of the inverted arch filling layer is sequentially provided with a buttress, a support and a longitudinal beam from bottom to top, wherein the buttress is fixedly arranged on the top surface of the inverted arch filling layer, a plurality of supports are arranged at intervals along the longitudinal direction of a tunnel, a plurality of supports with the top surface abutting against the bottom surface of the longitudinal beam are fixedly arranged on the top surface of the buttress, and the frictional resistance between the longitudinal beam and the supports enables the longitudinal beam to overcome transverse swinging force during train operation under the non-earthquake condition; and
the longitudinal beam is arranged longitudinally along the tunnel, the transverse width of the longitudinal beam is larger than that of a track plate fixedly arranged on the top surface of the longitudinal beam, the transverse width of the longitudinal beam is smaller than that of the top surface of the inverted arch filling layer, limit stops are longitudinally arranged on the top surface of the inverted arch filling layer on two sides of the longitudinal beam, the adjacent two longitudinal beams between the buttresses are abutted with the side wall surfaces of the limit stops through the side wall surfaces, then the longitudinal beam can drive the track plate and the steel rail on the track plate to do not completely swing transversely along with the inverted arch filling layer when in earthquake action, and the limit stops on two sides of the longitudinal beam limit the transverse swing of the longitudinal beam, so that the track structure in the tunnel can be used for normal passing of a train when a high-speed railway tunnel passing through a large movable fault is guaranteed to earthquake.
As a further development of the invention, the top surface of the longitudinal beam is flush with the top surface of the limit stop.
As a further improvement of the invention, the support pier is a U-shaped support pier with a U-shaped cross section, two sides of the U-shaped support pier are respectively provided with support lugs protruding out of the top surface of the support pier and abutting against the limit stop block through side wall surfaces, the support seat is fixedly arranged on the top surface of the support pier between the two support lugs, and the longitudinal beam is arranged on the top surface of the support seat and is spaced with a certain distance from the support lugs on two sides of the longitudinal beam.
As a further improvement of the invention, the buttress is a straight buttress with a strip-shaped plate-shaped structure, is arranged in the middle of the lower part of the longitudinal beam, and is fixedly provided with the support on the top surfaces of two sides of the buttress, which are close to the limit stop.
As a further improvement of the invention, the buttress comprises a plurality of buttress units which are arranged at intervals along the transverse direction of the tunnel, and the top surface of each buttress unit is respectively provided with the support.
As a further development of the invention, a plurality of the buttress units are symmetrically disposed along the midline of the stringers.
As a further development of the invention, the cross section of the buttress unit is rectangular, circular, polygonal, or triangular.
As a further improvement of the invention, two sides of the tunnel are respectively provided with a side ditch along the longitudinal direction, two opposite groove side walls are formed, and one side wall surface of the limit stop, which is away from the longitudinal beam, is abutted against the corresponding groove side wall.
As a further improvement of the invention, the two ends of the longitudinal beam are respectively aligned with the end faces of the inverted arch filling layers of other sections which do not pass through the large movable fault section, and the end faces of the two ends of the longitudinal beam are separated from the end faces of the inverted arch filling layers of other sections by adopting construction joints.
As a further improvement of the invention, the support is a common rubber support or a rubber plate.
As a further improvement of the invention, a polytetrafluoroethylene plate is adhered on the top surface of the support.
As a further improvement of the invention, the tunnel is a high-speed railway single-track tunnel, a high-speed railway double-track tunnel or a high-speed railway multi-track tunnel, namely the corresponding tracks of the longitudinal beams above the inverted arch filling layer are arranged in a single way, two ways or a plurality of ways.
The above-mentioned improved technical features can be combined with each other as long as they do not collide with each other.
In general, the above technical solutions conceived by the present invention have the following beneficial effects compared with the prior art:
(1) According to the track deformation control structure in the high-speed railway tunnel crossing the large movable fault, the inverted arch filling layer height in the high-speed railway tunnel crossing the large movable fault is preferably arranged, the buttresses, the supports and the longitudinal beams are correspondingly arranged between the track slab and the inverted arch filling layer, the longitudinal beams and the inverted arch filling layer are isolated by the buttresses and the supports, the friction coefficient between the buttresses and the longitudinal beams is reduced, the longitudinal beams, the track slab and the steel rails can not completely swing along with the inverted arch filling layer in the earthquake action, namely, the transverse swing of the track structure can not completely follow the transverse swing of the tunnel, and then the track can form the deformation of a large radius curve, so that the normal operation of a train crossing the large movable fault high-speed railway tunnel in the earthquake action is met, the occurrence of derailment accidents in the section is reduced, the operation safety of the tunnel in the process of crossing the large movable fault is ensured, and the service life of the tunnel structure and the track structure is prolonged;
(2) According to the track deformation control structure in the high-speed railway tunnel crossing the large movable fault, the limit stops are respectively arranged on the two sides of the buttress and correspond to the longitudinal beams, the transverse swing of the longitudinal beams is limited, the longitudinal beams and the track structures on the longitudinal beams are prevented from being deformed too much when an earthquake occurs, the transverse displacement of the longitudinal beams is ensured not to exceed the allowable dislocation amount of the track structures, the safe use of the track structures when the earthquake occurs is realized, and the structural safety and stability of the high-speed railway tunnel crossing the large movable fault are improved;
(3) According to the track deformation control structure in the high-speed railway tunnel crossing the large movable fault, the structural form of the buttress is preferably arranged, namely, the buttress can be a U-shaped buttress, a straight buttress or a block buttress and the like, so that the setting diversity of the track deformation control structure is greatly improved, the setting of the track deformation control structure under different tunnel conditions is met, the application range of the track deformation control structure is improved, the setting cost of the track deformation control structure is reduced, and the setting period of the tunnel structure and the track structure in a section crossing the large movable fault is shortened;
(4) The track deformation control structure in the high-speed railway tunnel crossing the large movable fault can be effectively applied to single-line, double-line or multi-line tunnels of the high-speed railway crossing the large movable fault, namely, the number of the longitudinal beams arranged corresponding to the track structure in the tunnel is single, two or more, when the number of the longitudinal beams is not less than two, the longitudinal beams corresponding to the two adjacent tracks are correspondingly separated through the limit stop blocks arranged on the top surface of the inverted arch filling layer, so that the driving safety of the high-speed railway tunnel when crossing the large movable fault is effectively realized, the application range of the track deformation control structure is further improved, and the setting cost of the high-speed railway tunnel in the large movable fault section is reduced;
(5) According to the track deformation control structure in the high-speed railway tunnel crossing the large movable fault, the corresponding steps are optimized to calculate the size parameters and the reinforcement parameters of the longitudinal beam, so that an accurate theoretical basis is provided for the arrangement of the longitudinal beam structure, the arrangement accuracy and the safety of the track deformation control structure are improved, the design period of the track deformation control structure is shortened, and the safety and the stability of the track deformation control structure are improved;
(6) The track deformation control structure in the high-speed railway tunnel crossing the large movable fault has the advantages of simple structure and lower setting cost, can effectively ensure the normal operation of the track structure in the high-speed railway tunnel when crossing the large movable fault section, reduces the deformation of the track structure during earthquake action, ensures the normal use of the track structure even when the earthquake happens, ensures the safety and stability of the high-speed railway tunnel, reduces the damage possibly occurring to the track structure and the tunnel structure during the earthquake, ensures the safe operation of the high-speed railway tunnel, and has excellent popularization and application values.
Drawings
FIG. 1 is a schematic diagram of a track deformation control structure in a single-track tunnel of a high-speed railway crossing a large movable fault in an embodiment of the invention;
FIG. 2 is a schematic structural diagram of a track deformation control structure in a high-speed railway double-track tunnel crossing a large movable fault in an embodiment of the invention;
FIG. 3 is a schematic cross-sectional view of a track deformation control structure according to an embodiment of the present invention employing an arrangement of U-shaped buttresses;
FIG. 4 is a schematic cross-sectional view of a track deformation control structure according to an embodiment of the present invention, using an in-line buttress arrangement;
FIG. 5 is a schematic cross-sectional view of a track deformation control structure according to an embodiment of the present invention employing block-type piers arranged on both sides;
FIG. 6 is a cross-sectional view A-A of a track deformation control structure in a high speed railway double track tunnel in accordance with an embodiment of the present invention;
like reference numerals denote like technical features throughout the drawings, in particular: 1. buttress, 1a.U-shaped buttress, 1b.I-shaped buttress, 103.block buttress; 2. the tunnel lining structure comprises longitudinal beams, limit stops, track plates, steel rails, inverted arch filling layers, tunnel side ditches, supporting seats, tunnel inverted arches and tunnel secondary lining structures.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
In addition, the technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
The track deformation control structure in the high-speed railway tunnel crossing the large movable fault in the preferred embodiment of the invention is shown in fig. 1, the track deformation control structure in the single-track tunnel is shown in the figure, if the tunnel is a double-track tunnel, the structure schematic diagram is shown in fig. 2, and the track in the preferred embodiment of the invention can further refer to a ballastless track.
Further, in the preferred embodiment of the present invention, the track deformation control structure in the single-track tunnel of the high-speed railway is taken as an example for structural description, as shown in fig. 1 and fig. 3 to 5, in the high-speed railway tunnel passing through the large movable fault, after the tunnel structure is set, a "horseshoe-shaped" tunnel composed of an external tunnel secondary lining structure 10 and other internal structures as shown in fig. 1 is formed, and a cast-in-place concrete layer with a certain thickness is arranged at the bottom of the tunnel secondary lining structure 8, namely on the inner peripheral wall surface of the tunnel inverted arch 9, wherein the bottom is in an arc shape closely arranged with the inner peripheral wall surface of the tunnel inverted arch 9, and the top surface is horizontally arranged; further, in the high-speed railway tunnel crossing the large movable fault, the thickness of the inverted arch filling layer 6 is lower than that of inverted arch filling layers of other sections, namely, the surface of the inverted arch filling layer 6 in the large movable fault section is lower than that of inverted arch filling layers of other sections, so that structures such as the buttress 1, the longitudinal beam 2 and the like are arranged on the inverted arch filling layer 6 of the section, and the track slab 4 arranged in the large movable fault section is flush with the upper surfaces of the track slabs arranged in other sections, so that normal laying of the steel rail 5 is ensured.
Further, in the preferred embodiment, a plurality of buttresses 1 are arranged at the top of the inverted arch filling layer 6 at intervals along the longitudinal direction of the tunnel, the bottom surfaces of the buttresses 1 are arranged on the top surface of the inverted arch filling layer 6, the buttresses 1 and the inverted arch filling layer 6 are fixedly arranged, the buttresses can be further fixedly arranged in a reinforcement planting mode, the top surfaces of the buttresses 1 are horizontally arranged, and a plurality of supports 8 are correspondingly arranged on each buttresses 1 respectively and are used for bearing upper loads and adapting to the transverse displacement of structures above the supports 8; further, a longitudinal beam 2 is longitudinally arranged above each support 8 along the tunnel, the transverse width of the longitudinal beam 2 is preferably larger than that of the track plate 4, the track plate 4 in the preferred embodiment is fixedly arranged on the top surface of the longitudinal beam 2, the top surface of the track plate 4 is provided with a steel rail 5 through fastener fixing pieces, and then the track plate 4 and the steel rail 5 above the track plate 5 can be driven to carry out corresponding transverse movement through the transverse movement of the longitudinal beam 2, so that the corresponding deformation of a track structure during earthquake is realized.
Further, in the first preferred embodiment, the structure of the abutment 1 is shown in fig. 3, at this time, the abutment 1 is a U-shaped abutment 1a, the cross section of which is in a "U-shaped" structure, and two ends of the abutment in the width direction have a lug structure with a certain height, and the middle part is recessed by a certain depth to accommodate the support 8 and the girder 2; it should be noted that, here, the "cross section" refers to a cross section of the structure in the longitudinal direction or the long axis direction, and the cross section refers to a cross section of the structure in the width direction or the short axis direction, in general, with respect to the "longitudinal section", and the length direction of the U-shaped buttress 1a in the preferred embodiment is preferably the longitudinal direction of the tunnel; further preferably, in this preferred embodiment, the top surfaces of the lugs on both sides of the U-shaped buttress 1a are flush with the top surface of the stringer 2, i.e. the thickness of the stringer 2 and the abutment 8 and the height of the lugs protruding from the top surface of the middle of the U-shaped buttress 1a are equal; further, in the preferred embodiment, the lateral dimension of the stringers 2 is smaller than the lateral distance between the lugs, and after the stringers 2 are placed in place, they are spaced apart from the sides of the lugs by a distance.
Accordingly, in the first preferred embodiment, the support 8 is disposed on the top surface of the abutment between the two lugs, the support 8 is two of the two ends of the top surface of the abutment, and the two supports 8 are preferably symmetrically disposed on the central line of the longitudinal beam 2 or the track plate 4; further, the two supports 8 are respectively spaced from lugs on one side of the supports by a certain distance, and the longitudinal beam 2 is arranged in place, and two sides of the longitudinal beam 2 are preferably just flush with the side surfaces of the two supports 8, as shown in fig. 3; of course, the two lateral sides of the two supports 8 facing away from each other in the transverse direction may also not be flush with the two sides of the longitudinal beam 2, which may be arranged as desired.
Further, in the second preferred embodiment, the structure of the abutment 1 is shown in fig. 4, where the abutment 1 is a straight abutment 1b, and the longitudinal section of the abutment is in a straight structure, i.e. the abutment can be regarded as a long strip-shaped plate structure; further, in the preferred embodiment, the longitudinal direction of the straight buttress 1b is arranged along the transverse direction of the tunnel, namely along the width direction of the longitudinal beam 2, and the straight buttress 1b is preferably arranged in the middle of the bottom of the longitudinal beam 2 so as to ensure the support balance of the two ends of the longitudinal beam 2; further, the length of the straight buttress 1b is preferably equal to the width of the longitudinal beam 2, and the straight buttress 1b is preferably symmetrically arranged with the central line of the longitudinal beam 2, that is, the two end surfaces of the straight buttress 1b at two ends in the length direction are respectively flush with the two side wall surfaces of the longitudinal beam 2 in the width direction, as shown in fig. 4; correspondingly, two supports 8 are arranged between the longitudinal beam 2 and the straight buttress 1b and are respectively arranged at two ends of the top surface of the buttress, the two supports 8 are symmetrically arranged by the central line of the straight buttress 1b, and the side wall surfaces of the two supports 8 can be preferably flush with the end surface of the straight buttress 1b.
Further, in the third preferred embodiment, the structure of the abutment 1 is as shown in fig. 5, at this time, the abutment 1 is a block-type abutment 1c which is separately provided at both sides of the bottom of the side member 2, and two block-type abutments 1c in the preferred embodiment are set at intervals in the lateral direction, and a plurality of sets of block-type abutments 1c are provided at intervals in the longitudinal direction of the tunnel; further, in the preferred embodiment, each group of block-shaped buttresses 1c is symmetrically arranged with the central line of the longitudinal beam 2, and the side wall surface of each block-shaped buttress 1c is flush with the side wall surface of the longitudinal beam 2, and then each block-shaped buttress 1c is correspondingly provided with a support 8, so that the support 8 correspondingly carries the longitudinal beam 2 above the support 8; further, the block-shaped buttress 1c in the preferred embodiment may preferably be a rectangular-section buttress having a rectangular cross section or a circular-section buttress having a circular cross section; of course, the cross section of the block pier 1c is not limited to the above two cross sectional shapes, but may be preferably another cross sectional shape such as triangle, ellipse, polygon, etc. according to practical needs.
Further, the abutment 8 in the preferred embodiment is provided on the upper surface of the abutment 1, preferably a conventional rubber abutment or rubber plate, for bearing the upper load and accommodating lateral displacement of the stringers 2, the abutment 8 preferably being fixed to the upper surface of the abutment 1; it is further preferred that a layer of teflon plate is attached to the top surface of the support 8 for reducing the friction coefficient between the support 8 and the stringers 3 so that the stringers 2 can slide laterally on the surface of the rubber plate during an earthquake.
Further, the stringers 2 in the preferred embodiment are arranged longitudinally in the tunnel with a width in the transverse direction of the tunnel smaller than the width of the inverted arch filling layer 6 below the stringers 2 and with a width greater than the width of the track slabs 4 fixedly arranged above the stringers; further, after the stringers 2 in the preferred embodiment are arranged on the supports 8, the arrangement height of the top surface is preferably the same as the top surface of the inverted arch filling layer of other sections (different from the large movable fault section) so as to ensure that the track slabs 4 in the tunnel passing through the large movable fault section can be aligned with the track slabs of other sections after being arranged, thereby realizing the normal installation of the steel rail 5 in the whole section of the tunnel.
Further, in the preferred embodiment, the track plate 4 is correspondingly and horizontally arranged on the top surface of the longitudinal beam 2, and the steel rail 5 is fixedly arranged on the track plate 4 through a fastener, and then the track plate 4 and the longitudinal beam 2 are fixedly arranged, so that the track plate 4 and the steel rail 5 can be driven to correspondingly and transversely move when the longitudinal beam 2 transversely moves, and the longitudinal beam 2 can drive the track plate 4 and the steel rail 5 to deform in a large curve when an earthquake acts; further preferably, the dimensional parameters of the stringers 2 and their reinforcement in the preferred embodiment can be obtained by:
1. determining reasonable length of stringers
Because the maximum deformation of the steel rail cannot exceed the allowable dislocation delta of the tunnel structure in a certain length range during earthquake action, the steel rail 5 passing through the large movable fracture layer can be simplified into a beam with fixed constraint at two ends due to the fact that the steel rail 5 is continuous on the whole line, earthquake load and other loads are transmitted to the steel rail 5 in the form of sliding friction force between the longitudinal beam 2 and the buttress 1, the displacement of the steel rail is maximum when the sliding friction force acts in the same direction, and then the length of the longitudinal beam can be calculated according to the following formula:
in the formulas (1) and (2), delta is the allowable error amount of the tunnel structure when taking anti-seismic measures (such as arranging a large deformation ring), and is generally about 50-75 mm; q is an even distribution load corresponding to the minimum sliding friction force F of the longitudinal beam in non-earthquake action; l is the length of the longitudinal beam; E. i is the elastic modulus and the section moment of inertia (rotation along the normal axis of the ground) of the steel rail respectively; f is the transverse swinging force (straight line segment) of the 7.2.9 train in the 'TB 10621-2014 high-speed railway design Specification', or the combined force of centrifugal force and transverse swinging force (curve segment).
2. Determination of stringer cross-sectional dimensions
Firstly, the width b of the longitudinal beam is initially selected according to the width of the track plate (the width is larger than the width of the track plate), the minimum gravity of the longitudinal beam is obtained according to the critical condition that the friction force between the longitudinal beam and the buttress is equal to the horizontal transverse force of the track, so that the minimum section height h of the longitudinal beam is obtained through calculation, and the calculation formula is as follows:
G 0 ＝γ·bhL (4)
in the formulas (3) and (4), G 0 Is the minimum weight of the longitudinal beam; mu is the friction coefficient between the longitudinal beam and the buttress, and generally 0.2-0.4 is preferable; n (N) 1 The sum of the vertical dead load of the train, the gravity of the track plate and the gravity of the steel rail; gamma is the weight of reinforced concrete; h is the section height of the longitudinal beam.
3. Determining longitudinal beam reinforcement
And (3) establishing a three-dimensional stratum-structure model according to the length and the section size of the longitudinal beam obtained in the step (1) and the step (2), performing power time-course anti-seismic analysis to obtain an internal force result of the longitudinal beam (2) at the most unfavorable moment, and then reinforcing bars of the longitudinal beam according to the internal force of the structure.
Further, the buttresses 1 are preferably arranged at equal intervals along the longitudinal direction of the tunnel, and the interval between the adjacent buttresses 1 can be determined according to structural calculation; specifically, in the preferred embodiment, the longitudinal stress model of the longitudinal beam 2 can be simplified into a multi-span continuous beam, and a reasonable span can be determined through the strength checking of the longitudinal beam 3, and the span is the longitudinal distance of the buttresses 1.
Further, in the preferred embodiment, the corresponding stringers 2 are provided with limit stops 3 on both sides of the top surface of the inverted arch filling layer 6 along the longitudinal direction of the tunnel, and are preferably formed by using high-elasticity high-strength materials, such as CA mortar; further, the limit stop 3 in the preferred embodiment is provided corresponding to the side member 2, and its top surface is preferably flush with the top surface of the side member 2; when the abutment 1 in the preferred embodiment is a U-shaped abutment 1a, at the cross section where the abutment 1 is located, the side wall surface of the limit stop 3 abuts against the side wall surface of the U-shaped abutment 1a, that is, the outer wall surface of the abutment lug; for the longitudinal beam 2 between two adjacent buttresses 1, the side wall surfaces of the limit stop 3 are abutted against the side wall surfaces of the longitudinal beam 2, and a certain distance exists between the two side wall surfaces of the longitudinal beam 2 and the corresponding side wall surfaces of the two lugs of the U-shaped buttresses 1a respectively, so that the longitudinal beam 2 can move transversely during earthquake action, as shown in fig. 3; when the pier 1 in the preferred embodiment is a straight pier 1b or a block pier 1c, the side wall surface of the limit stop 3 abuts against the side wall surface of the side member 2 as shown in fig. 4 and 5 to ensure that the lateral movement of the side member 2 is restricted to some extent in the event of non-seismic action and to cushion the larger movement of the side member 2 in the event of seismic action.
Further, platforms for forming tunnel side ditches 7 are respectively arranged on two sides of the tunnel in the longitudinal direction of the tunnel in the preferred embodiment, the top surface of the platforms is horizontally arranged, and the tunnel side ditches 7 are formed on the top surface in the longitudinal direction of the tunnel; in general, a cable slot is further formed on the top surface of the platform along the longitudinal direction and is used for accommodating related cables in the tunnel, and a cover plate is further paved at the openings of the cable slot and the tunnel side ditch 7 along the longitudinal direction, so that a passable evacuation channel is formed; further, the platform top surface in the preferred embodiment is higher than the height of the limit stop 3, and is preferably disposed vertically on the side facing the rail 5, which is commonly referred to as the "channel side wall"; further, the limit stop 3 in the preferred embodiment abuts with its side wall surface facing away from the stringers 2 against the groove side wall, as shown in fig. 1 and 3-5.
In the above preferred embodiment, the case when the track deformation control structure is provided in the single-track tunnel of the high-speed railway crossing the large movable fault is described, it is obvious that the track deformation control structure can also be provided in the double-track tunnel of the high-speed railway or the multi-track tunnel of the high-speed railway, for example, in one preferred embodiment, the track deformation control structure is provided in the double-track tunnel of the high-speed railway, as shown in fig. 2, at this time, the arrangement form of the track deformation control structure is similar to that in the single-track tunnel, two groups of buttresses 1 are correspondingly separated by a limit stop 3 with a certain width, so that the limit stop 3 is provided on both sides of the buttresses 1 corresponding to the track structure, and the structures on both sides of the tunnel are symmetrically arranged in the preferred embodiment; of course, when the high-speed railway tunnel is a multi-line tunnel, the arrangement mode can be analogized, the track plate 4, the longitudinal beam 2, the support 8 and the buttresses 1 are sequentially arranged below each line, and the limit stops 3 are respectively arranged on two sides of the buttresses 1 below each line, namely, the adjacent two lines are separated by the limit stop 3 fixed on the top surface of the inverted arch filling layer 6.
Further preferably, the rail structure at the interface of the large movable fault section and the other section is as shown in fig. 6, from which it can be seen that in the other section the rail 5 is arranged on a rail plate, the rail plate 4 being fixedly arranged directly on the top surface of the inverted arch filling layer 6; in a large movable fault section, a steel rail 5 is arranged on a track plate 4, a longitudinal beam 2, a support 8 and a buttress 1 are sequentially arranged below the track plate 4, and then the buttress 1 is correspondingly arranged on the top surface of an inverted arch filling layer 6 with the height lower than that of other sections; and the longitudinal beam 2, the track plate 4 and the tunnel structures of other sections of the large movable fault section are separated by construction joints, namely, the end face of the longitudinal beam 2 is opposite to the end face of the inverted arch filling layer of the other sections, as shown in fig. 6.
According to the track deformation control structure arranged in the tunnel crossing the large movable broken layer high-speed railway in the preferred embodiment of the invention, the height of the inverted arch filling layer 6 is preferably arranged, the longitudinal beam 2, the support 8 and the buttress 1 are arranged between the track plate 4 and the inverted arch filling layer 6, the longitudinal beam 2 and the support 8 are not fastened, the normal use of the track structure when the tunnel does not have an earthquake is ensured by the static friction force between the longitudinal beam 2 and the support 8, the transverse swinging force of a train under the condition of non-earthquake can be fully overcome by the track structure, and the relative rest of the track structure is ensured without transverse movement; through the arrangement, the longitudinal beam 2 and the track plate 4 and the steel rail 5 on the upper part of the longitudinal beam can slide relative to the buttress 1 when an earthquake occurs, so that the track structure does not completely follow the deformation of the tunnel structure, but forms the deformation of a large-radius curve, thereby meeting the normal passing of a train under the condition of the earthquake and avoiding derailment accidents; meanwhile, the limit stop 3 can effectively provide buffering and limiting for transverse movement of the longitudinal beam 2 and the track structure on the upper portion of the longitudinal beam 2 when a tunnel is subjected to earthquake, limit the deformation of the longitudinal beam 2 to be overlarge, prevent the movement of the longitudinal beam 2 from exceeding the allowable dislocation amount of the track structure and ensure the stability and safety of the track structure.
The track deformation control structure in the high-speed railway tunnel crossing the large movable broken layer in the preferred embodiment of the invention has the advantages of simple structure and lower setting cost, can effectively ensure the normal operation of the track structure in the high-speed railway tunnel crossing the large movable broken layer, reduces the deformation of the track structure when an earthquake happens, ensures the normal use of the track structure even when the earthquake happens, ensures the safety and stability of the operation of the high-speed railway tunnel, reduces the damage possibly occurring to the track structure and the tunnel structure when the earthquake happens, ensures the safe operation of the high-speed railway tunnel, and has excellent popularization and application values.
It will be readily appreciated by those skilled in the art that the foregoing description is merely a preferred embodiment of the invention and is not intended to limit the invention, but any modifications, equivalents, improvements or alternatives falling within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (10)
1. The track deformation control structure in the high-speed railway tunnel crossing the large movable fault comprises an inverted arch filling layer fixedly connected on the inner peripheral wall surface of the inverted arch of the tunnel along the longitudinal direction of the tunnel, and is characterized in that,
the top surface of the inverted arch filling layer is horizontally arranged, and the top surface of the inverted arch filling layer is lower than the top surface of the inverted arch filling layer in the section where the tunnel does not pass through the large movable fault; and is also provided with
The top surface of the inverted arch filling layer is sequentially provided with a buttress, a support and a longitudinal beam from bottom to top, wherein the buttress is fixedly arranged on the top surface of the inverted arch filling layer, a plurality of buttresses are longitudinally arranged at intervals along a tunnel, and a plurality of supports are fixedly arranged on the top surface of the buttress; the support is abutted with the bottom surface of the longitudinal beam through the top surface, the support and the longitudinal beam are not fastened, and the frictional resistance between the longitudinal beam and the support enables the longitudinal beam to overcome transverse swinging force during train operation under the non-earthquake condition; and
the longitudinal beam is arranged longitudinally along the tunnel, the transverse width of the longitudinal beam is larger than that of a track plate fixedly arranged on the top surface of the longitudinal beam, the transverse width of the longitudinal beam is smaller than that of the top surface of the inverted arch filling layer, limit stops are longitudinally arranged on the top surface of the inverted arch filling layer on two sides of the longitudinal beam, the longitudinal beam between the two longitudinal buttresses is abutted with the side wall surface of the limit stops through the side wall surface, then the longitudinal beam can drive the track plate and the steel rail on the track plate to do not completely swing transversely along with the inverted arch filling layer when in earthquake action, and the limit stops on two sides of the longitudinal beam limit the transverse swing of the longitudinal beam, so that the track structure in the tunnel can be used for normal passing of a train when a high-speed railway tunnel passing through a large movable fault is guaranteed to generate earthquake.
2. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault as claimed in claim 1, wherein a top surface of the side member is flush with a top surface of the limit stop.
3. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault as claimed in claim 1, wherein the buttress is a U-shaped buttress with a U-shaped cross section, two sides of the U-shaped buttress are respectively provided with lugs protruding from the top surface of the buttress and abutting against the limit stop with side wall surfaces, the support is fixedly arranged on the top surface of the buttress between the two lugs, and the longitudinal beam is arranged on the top surface of the support and is spaced from the lugs on two sides of the longitudinal beam by a certain distance.
4. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault as claimed in claim 1, wherein the buttress is a straight buttress with a strip-shaped plate-shaped structure, is arranged in the middle of the lower part of the longitudinal beam, and is fixedly provided with the support on the top surfaces of two sides of the buttress, which are close to the limit stop.
5. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault as claimed in claim 1, wherein the buttress comprises a plurality of buttress units arranged at intervals along the tunnel transversely, and the support is respectively arranged on the top surface of each buttress unit.
6. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault as claimed in claim 5, wherein a plurality of the buttress units are symmetrically disposed along a center line of the longitudinal beam.
7. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault according to claim 5 or 6, wherein the cross section of the buttress unit is rectangular, circular, polygonal, or triangular.
8. The track deformation control structure in a high-speed railway tunnel passing through a large movable fault according to any one of claims 1 to 6, wherein side ditches are respectively arranged on two sides of the tunnel along the longitudinal direction, two opposite groove side walls are formed, and a side wall surface of the limit stop, which is away from the longitudinal beam, is abutted against the corresponding groove side wall.
9. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault according to any one of claims 1 to 6, wherein two ends of the longitudinal beam are respectively aligned with the end faces of inverted arch filling layers of other sections which do not cross the large movable fault, and construction joint partition is adopted between the end faces of the two ends of the longitudinal beam and the end faces of the inverted arch filling layers of other sections.
10. The track deformation control structure in a high-speed railway tunnel crossing a large movable fault according to any one of claims 1 to 6, wherein the tunnel is a single-track tunnel, a double-track tunnel or a multi-track tunnel, i.e. the corresponding tracks of the stringers above the inverted arch filling layer are arranged singly, two or more.
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| CN110096826B (en) * | 2019-05-08 | 2021-11-23 | 中国石油天然气集团有限公司 | Anti-seismic design method for overhead laying pipeline of oil and gas conveying shield tunnel |
| CN112663412B (en) * | 2021-03-16 | 2021-06-08 | 西南交通大学 | Track structure passing through movable fault tunnel and correction construction method |
| CN114215598B (en) * | 2021-12-24 | 2023-10-03 | 中铁二院工程集团有限责任公司 | Single-hole double-line railway tunnel and method for reducing influence of train derailment on adjacent line operation |
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