CN110685194B - Dynamic evaluation method for high-speed railway subgrade - Google Patents
Dynamic evaluation method for high-speed railway subgrade Download PDFInfo
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- CN110685194B CN110685194B CN201911247038.8A CN201911247038A CN110685194B CN 110685194 B CN110685194 B CN 110685194B CN 201911247038 A CN201911247038 A CN 201911247038A CN 110685194 B CN110685194 B CN 110685194B
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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
- E01B2/00—General structure of permanent way
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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
- E01B35/00—Applications of measuring apparatus or devices for track-building purposes
- E01B35/12—Applications of measuring apparatus or devices for track-building purposes for measuring movement of the track or of the components thereof under rolling loads, e.g. depression of sleepers, increase of gauge
Abstract
Firstly, measuring to obtain a roadbed dynamic load and a roadbed dynamic deformation measured value of a detection position; determining a roadbed dynamic stress measured value and final structure parameters of each layer of roadbed structure; obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain at the detection position; obtaining the critical dynamic strain of the roadbed according to the final structure parameters; obtaining the limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain; and obtaining the limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed. The method reasonably determines the parameter standard on the basis of fully considering the roadbed requirement of the high-speed railway and the roadbed filling property, can quickly and accurately determine the dynamic performance of the roadbed, and evaluates the applicability of the roadbed.
Description
Technical Field
The invention relates to the technical field of dynamic evaluation of a high-speed railway ballastless track subgrade, in particular to a dynamic evaluation method of a high-speed railway subgrade.
Background
When the railway is built in early stage in China, the roadbed is not treated as a geotechnical structure in the construction of a new railway when the light railway of a heavy bridge and a heavy railway is downward for a long time, and the selected filling materials are different in performance when the roadbed is built, so that the roadbed is often filled with soil nearby, and the strength of the newly-built roadbed is low and the deformation is large. Along with the development of high-speed railways in China, the safe and high-speed running of trains puts more severe requirements on lines, including high reliability of various aspects of high-speed railway systems and stability and smoothness of the lines. As a foundation of the line, the high-speed railway also puts higher demands on the roadbed: high strength, high rigidity, high stability and durability, and no deformation. Therefore, before the high-speed railway is formally operated, the performance of the roadbed needs to be evaluated to provide stable support for the upper foundation.
In the evaluation standards for the high-speed railway roadbed at home and abroad, in order to avoid cracking of an asphalt concrete layer on the surface of the roadbed, the experience of a highway asphalt pavement is used for reference, the cracking control standard of 0.5mm of elastic deformation of the highway pavement is converted into the condition of railway load through a deflection angle, the elastic deformation control standard of an asphalt concrete reinforced roadbed with the dynamic deformation of the roadbed surface smaller than 2.5mm is obtained, and the thickness of the surface layer of the roadbed is designed. In the early-stage research of the high-speed railway in China, 3.5mm is taken as a control value. Whether the thickness is 2.5mm or 3.5mm, the use requirement of the track structure is not met, and a large number of tests are carried out at home and abroad, including the surface layer of the common soil foundation bed, the dynamic deformation of the roadbed is generally only about 1mm, the dynamic deformation is smaller when the surface layer of the reinforced foundation bed such as graded broken stone is adopted, and if the dynamic deformation is required to be less than 2.5mm, the requirement can be met easily in practice, and the significance of actual control is lacked.
Disclosure of Invention
The roadbed dynamic evaluation parameters are more, such as dynamic load, dynamic deformation, dynamic stress, vibration speed and vibration acceleration, and the parameters are selected to be controlled through a certain control criterion, so that the roadbed stability of the train during high-speed operation is ensured. In order to solve the problems, the invention provides a dynamic evaluation method for a high-speed railway subgrade. The invention controls the dynamic strain of the filling material mainly according to the property of the roadbed filling material by determining the control principle of the high-speed railway roadbed, combining the requirements of the high-speed railway on basic engineering and ensuring that the dynamic strain of different filling materials does not exceed the critical dynamic strain of the soil body. The critical dynamic strain control principle of the high-speed railway ballastless track subgrade filler is that the filler is ensured to work in an elastic range by controlling the strain value in a foundation bed not to exceed the critical strain. And establishing a corresponding relation between the strain in the subgrade bed and the dynamic deformation of the subgrade surface by selecting appropriate parameters and verifying the field measured data based on the dynamic deformation control of the subgrade surface dynamic deformation limit value, thereby obtaining the dynamic deformation limit value.
The invention is realized by adopting the following technical scheme:
a dynamic evaluation method for a high-speed railway roadbed comprises the following steps:
measuring to obtain a measured value of the dynamic load of the roadbed and the dynamic deformation of the roadbed at the detection position;
determining a roadbed dynamic stress measured value and final structure parameters of each layer structure of the roadbed based on the roadbed dynamic load and the roadbed dynamic deformation measured value of the detection position;
obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position according to the roadbed dynamic stress measured value and the final structure parameters of each layer of the roadbed structure;
obtaining the critical dynamic strain of the roadbed according to the final structure parameters;
obtaining the limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain;
obtaining a limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed;
and comparing the roadbed dynamic deformation measured value with the roadbed dynamic deformation limit value to ensure that the roadbed dynamic deformation measured value is not greater than the roadbed dynamic deformation limit value.
Further, the step of determining a roadbed dynamic stress measured value and final structure parameters of each roadbed layer structure based on the roadbed dynamic load and roadbed dynamic deformation measured value at the detection position comprises:
setting initial structure parameters of each layer structure of the roadbed, and obtaining a roadbed dynamic deformation value calculated at the detection position based on the initial structure parameters and the roadbed dynamic load at the detection position;
obtaining a calculated roadbed dynamic stress value of the detection position based on the calculated roadbed dynamic deformation value of the detection position;
if the roadbed dynamic stress value calculated at the detection position is between 0.8 times of the roadbed dynamic stress measured value at the detection position and 1.2 times of the roadbed dynamic stress measured value at the detection position, the initial structure parameter is proved to be set properly, and the initial structure parameter is the final structure parameter;
if the calculated roadbed dynamic stress value of the detection position is more than 1.2 times or less than 0.8 times of the roadbed dynamic stress measured value of the detection position, adjusting the initial structure parameter until the calculated roadbed dynamic stress value of the detection position is between 0.8 times of the roadbed dynamic stress measured value of the detection position and 1.2 times of the roadbed dynamic stress measured value of the detection position, wherein the structure parameter at the moment is the final structure parameter.
Further, the method further comprises: and changing the magnitude of the dynamic load, and obtaining the change rule of the dynamic strain under the dynamic load through finite element analysis.
Further, the step of changing the magnitude of the dynamic load and obtaining the change rule of the dynamic strain under the dynamic load through finite element analysis includes:
(1) establishing a finite element model, and determining the dynamic load and the structural parameters of each layer of the roadbed structure;
(2) calculating the dynamic deformation value and the dynamic strain value of the roadbed under the action of the dynamic load, finding out the position of the maximum strain in the roadbed, and obtaining the maximum strain and the roadbed dynamic deformation value at the edge of the supporting layer;
(3) changing the dynamic load value, and repeating the step (2) to obtain the changed maximum strain and roadbed dynamic deformation value at the edge of the supporting layer;
(4) and finding out the maximum strain under different dynamic loads and the roadbed dynamic deformation value at the edge of the supporting layer by changing the dynamic load value for multiple times, and obtaining the corresponding relation between the maximum strain and the roadbed dynamic deformation value through linear fitting.
Further, the structural parameters include modulus and poisson's ratio.
In conclusion, the invention provides a dynamic evaluation method for a high-speed railway roadbed. Firstly, measured
The measured values of the dynamic load of the roadbed and the dynamic deformation of the roadbed at the detection position; determining a roadbed dynamic stress measured value and final structure parameters of each layer structure of the roadbed based on the roadbed dynamic load and the roadbed dynamic deformation measured value of the detection position; obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position according to the roadbed dynamic stress measured value and the final structure parameters of each layer of the roadbed structure; obtaining the critical dynamic strain of the roadbed according to the final structure parameters; obtaining the limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain; obtaining a limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed; and comparing the roadbed dynamic deformation measured value with the roadbed dynamic deformation limit value to ensure that the roadbed dynamic deformation measured value is not greater than the roadbed dynamic deformation limit value. The method reasonably determines the test position and the parameter standard by combining the on-site actual test conditions on the basis of fully considering the roadbed requirement of the high-speed railway and the roadbed filling property, can quickly and accurately determine the dynamic performance of the roadbed, and evaluates the applicability of the roadbed.
The method determines the strain control criterion in the foundation bed according to the mechanical characteristics and the stress characteristics of the railway roadbed filling, is different from the conventional strength and deformation control criterion, determines a critical strain test method, converts the critical strain into the dynamic deformation and the dynamic stress of the roadbed surface by combining finite element calculation and field actual measurement data, and can directly test and apply the dynamic deformation and the dynamic stress of the roadbed surface.
Compared with the prior art, the invention has the following beneficial technical effects:
aiming at the strict requirement of the ballastless track of the high-speed railway on settlement, the roadbed does not generate accumulated deformation under the action of train load, thereby ensuring the long-term stability of the railway.
And (II) critical strain is obtained by a dynamic triaxial test, and meanwhile, other packing achievements can be referred to under the condition that the packing material is similar.
(III) because the strain in the filler can not be directly tested, the strain, the dynamic deformation and the dynamic stress are utilized
So that the limit values of the dynamic deformation and the dynamic stress are obtained through finite element analysis, and the control method can be applied to practical tests.
(IV) the selection of the site test position is simplified, and the dynamic deformation and the dynamic stress of the position easy to test are realized
The corresponding relation is established with the dynamic strain, so that excavation and backfilling which are required to be carried out when the test is carried out at the position with the maximum dynamic deformation of the roadbed in the past are avoided, and the test efficiency is improved.
Drawings
FIG. 1 is a flow chart of the dynamic evaluation method of the high-speed railway roadbed of the invention;
FIG. 2 is a schematic diagram of a standard cross section of the ballastless track embankment of the present invention;
fig. 3 is a flow chart of the method of the present invention for determining a measured value of the dynamic stress of the roadbed and a final structural parameter of each layer structure of the roadbed based on the measured values of the dynamic load of the roadbed and the dynamic deformation of the roadbed at the detection positions;
FIG. 4 is a waveform diagram of measured and calculated values of the dynamic stress of the ballastless track subgrade of the present invention;
fig. 5 is a graph showing a relationship between the actual measured value of the dynamic deformation of the roadbed and the dynamic strain according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. It should be understood that the description is intended to be exemplary only, and is not intended to limit the scope of the present invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
Technical term interpretation:
confining pressure: confining pressure refers to the pressure exerted on it by the surrounding rock mass of the rock.
Main stress: normal stress when the shear stress is zero at a point in the object on a microarea element with a normal vector n = (n1, n2, n 3). In this case, the direction of n is referred to as the principal direction of stress.
Dynamic deformation: the stress and deformation of a member under dynamic loading are referred to as dynamic stress and dynamic deformation, respectively.
Stress: when an object is deformed by an external factor (stress, humidity, temperature field change, etc.), an internal force is generated between the parts in the object to resist the action of the external factor and try to restore the object from the deformed position to the position before the deformation. The internal force per unit area at a certain point of the section under consideration is called stress. Perpendicular to the cross section is called normal stress or normal stress and tangential to the cross section is called shear stress or shear stress.
The invention provides a dynamic evaluation method for a high-speed railway subgrade, which comprises the following steps as shown in figure 1:
and step S100, measuring to obtain the measured values of the dynamic load of the roadbed and the dynamic deformation of the roadbed at the detection position.
And taking the measured values of the dynamic load of the roadbed surface and the dynamic deformation of the roadbed as the input of finite element analysis and calculation of the roadbed.
The standard transverse section of the ballastless track embankment is shown in figure 2.
And S200, determining a roadbed dynamic stress measured value and final structure parameters of each roadbed layer structure based on the roadbed dynamic load and the roadbed dynamic deformation measured value of the detection position.
Specifically, the method comprises the following steps as shown in fig. 3:
step S210, setting initial structure parameters of each layer structure of the roadbed, and obtaining a roadbed dynamic deformation value calculated by the detection position based on the initial structure parameters and the roadbed surface dynamic load of the detection position;
step S220, obtaining a calculated roadbed dynamic stress value of the detection position based on the calculated roadbed dynamic deformation value of the detection position;
step S230, if the calculated roadbed dynamic stress value at the detection position is between 0.8 times of the roadbed dynamic stress measured value at the detection position and 1.2 times of the roadbed dynamic stress measured value at the detection position, it is proved that the initial structural parameter is set properly, and the initial structural parameter is the final structural parameter;
step S240, if the calculated road base dynamic stress value at the detection position is greater than 1.2 times or less than 0.8 times of the actual road base dynamic stress value at the detection position, adjusting the initial structural parameter until the calculated road base dynamic stress value at the detection position is between 0.8 times and 1.2 times, and the structural parameter is the final structural parameter.
Specifically, as shown in fig. 2, taking a double-block ballastless track as an example, fig. 4 shows a waveform diagram of a measured dynamic stress value and a calculated dynamic stress value of a roadbed of the ballastless track.
Specifically, the structure parameters of each layer structure of the roadbed are shown in table 1.
The structural parameters include modulus and poisson's ratio.
And step S300, obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position according to the roadbed dynamic stress measured value and the final structure parameters of each layer structure of the roadbed, thereby obtaining the relation between the roadbed dynamic deformation measured value and the dynamic strain of the detection position.
Specifically, as shown in fig. 5, the relationship between the actual measured value of the dynamic deformation of the road bed and the dynamic strain is shown.
And S400, obtaining the critical dynamic strain of the roadbed according to the final structure parameters.
Specifically, the critical dynamic strain of the filler in the foundation bed is obtained by adjusting the main stress and confining pressure through a dynamic triaxial test.
Determining the control principle of the high-speed railway subgrade, combining the requirements of the high-speed railway on basic engineering according to the properties of subgrade fillers to mainly control the dynamic strain of the fillers so as to ensure that different fillers are filledThe dynamic strain of the material does not exceed the critical dynamic strain of the soil body, namely,
for the calculated dynamic strain, the maximum dynamic strain is located at the bottom layer of the bed, which is the critical dynamic strain.
And S500, obtaining a limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain.
And S600, obtaining the limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed.
The actual value of the roadbed dynamic stress can be obtained by direct test, so that the actual value of the roadbed dynamic stress is obtained by taking the actual value of the roadbed dynamic deformation corresponding to the critical dynamic strain as the limit value of the roadbed dynamic deformation and the actual value of the roadbed dynamic stress corresponding to the critical dynamic strain as the limit value of the roadbed dynamic stress.
Specifically, as shown in table 2, the dynamic stress, the actual value of the dynamic deformation of the roadbed, and the dynamic strain are shown.
TABLE 2 dynamic stress in bed, actual value of dynamic deformation of roadbed, and dynamic strain in bed
And S700, comparing the roadbed dynamic deformation measured value with the roadbed dynamic deformation limit value to ensure that the roadbed dynamic deformation measured value is not greater than the roadbed dynamic deformation limit value.
The method further comprises the following steps: and changing the magnitude of the dynamic load, and obtaining the change rule of the dynamic strain under the dynamic load through finite element analysis.
The step of changing the magnitude of the dynamic load and obtaining the change rule of the dynamic strain under the dynamic load through finite element analysis comprises the following steps:
(1) establishing a finite element model, and determining the dynamic load and the structural parameters of each layer of the roadbed structure;
(2) calculating the deformation value of the roadbed and the strain value in the roadbed under the action of the dynamic load, finding out the position of the maximum strain in the roadbed, and obtaining the maximum strain and the roadbed dynamic deformation value at the edge of the supporting layer;
(3) changing the dynamic load value, and repeating the step (2) to obtain the changed maximum strain and roadbed dynamic deformation value at the edge of the supporting layer;
(4) and finding out the maximum strain and the roadbed dynamic deformation value under different dynamic load actions by changing the dynamic load value for multiple times, and obtaining the corresponding relation between the maximum strain and the roadbed dynamic deformation value through linear fitting.
In summary, the invention provides a dynamic evaluation method for a high-speed railway roadbed, which comprises the steps of firstly measuring the dynamic load of a roadbed and the dynamic deformation measured value of a detected position; determining a roadbed dynamic stress measured value and final structure parameters of each layer structure of the roadbed based on the roadbed dynamic load and the roadbed dynamic deformation measured value of the detection position; obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position according to the roadbed dynamic stress measured value and the final structure parameters of each layer of the roadbed structure; obtaining the critical dynamic strain of the roadbed according to the final structure parameters; obtaining the limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain; obtaining a limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed; and comparing the roadbed dynamic deformation measured value with the roadbed dynamic deformation limit value to ensure that the roadbed dynamic deformation measured value is not greater than the roadbed dynamic deformation limit value. The method reasonably determines the test position and the parameter standard by combining the on-site actual test conditions on the basis of fully considering the roadbed requirement of the high-speed railway and the roadbed filling property, can quickly and accurately determine the dynamic performance of the roadbed, and evaluates the applicability of the roadbed.
It is to be understood that the above-described embodiments of the present invention are merely illustrative of or explaining the principles of the invention and are not to be construed as limiting the invention. Therefore, any modification, equivalent replacement, improvement and the like made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. Further, it is intended that the appended claims cover all such variations and modifications as fall within the scope and boundaries of the appended claims or the equivalents of such scope and boundaries.
Claims (4)
1. A dynamic evaluation method for a high-speed railway roadbed is characterized by comprising the following steps:
measuring to obtain a measured value of the dynamic load of the roadbed and the dynamic deformation of the roadbed at the detection position;
determining a roadbed dynamic stress measured value and final structure parameters of each layer structure of the roadbed based on the roadbed dynamic load and roadbed dynamic deformation measured value of the detection position: step (1), setting initial structure parameters of each layer structure of the roadbed, and obtaining a roadbed dynamic deformation value calculated at the detection position based on the initial structure parameters and the roadbed surface dynamic load at the detection position; step (2), obtaining a calculated roadbed dynamic stress value of the detection position based on the calculated roadbed dynamic deformation value of the detection position; step (3), if the roadbed dynamic stress value calculated at the detection position is between 0.8 times of the roadbed dynamic stress measured value at the detection position and 1.2 times of the roadbed dynamic stress measured value at the detection position, the initial structure parameter is proved to be set properly, and the initial structure parameter is the final structure parameter; if the calculated roadbed dynamic stress value of the detection position is more than 1.2 times or less than 0.8 times of the roadbed dynamic stress measured value of the detection position, adjusting the initial structure parameter until the calculated roadbed dynamic stress value of the detection position is between 0.8 times of the roadbed dynamic stress measured value of the detection position and 1.2 times of the roadbed dynamic stress measured value of the detection position, wherein the structure parameter at the moment is the final structure parameter;
obtaining the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position according to the roadbed dynamic stress measured value and the final structure parameters of each layer of the roadbed structure;
adjusting main stress and confining pressure through a dynamic triaxial test according to the final structure parameters to obtain the critical dynamic strain of the roadbed;
obtaining the limit value of the roadbed dynamic stress of the detection position according to the relation between the roadbed dynamic stress measured value and the dynamic strain of the detection position and the roadbed critical dynamic strain;
obtaining a limit value of the dynamic deformation of the roadbed based on the limit value of the dynamic stress of the roadbed;
and comparing the roadbed dynamic deformation measured value with the roadbed dynamic deformation limit value to ensure that the roadbed dynamic deformation measured value is not greater than the roadbed dynamic deformation limit value.
2. The method of claim 1, further comprising: and changing the magnitude of the dynamic load, and obtaining the change rule of the dynamic strain under the dynamic load through finite element analysis.
3. The method of claim 2, wherein the step of varying the magnitude of the dynamic load and obtaining the law of change of the dynamic strain under the dynamic load by finite element analysis comprises:
(1) establishing a finite element model, and determining the dynamic load and the structural parameters of each layer of the roadbed structure;
(2) calculating the dynamic deformation value and the dynamic strain value of the roadbed under the action of the dynamic load, finding out the position of the maximum strain in the roadbed, and obtaining the maximum strain and the roadbed dynamic deformation value at the edge of the supporting layer;
(3) changing the dynamic load value, and repeating the step (2) to obtain the changed maximum strain and roadbed dynamic deformation value at the edge of the supporting layer;
(4) and finding out the maximum strain under different dynamic loads and the roadbed dynamic deformation value at the edge of the supporting layer by changing the dynamic load value for multiple times, and obtaining the corresponding relation between the maximum strain and the roadbed dynamic deformation value through linear fitting.
4. The method of claim 3, wherein the structural parameters include modulus and Poisson's ratio.
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| CB03 | Change of inventor or designer information | ||
| CB03 | Change of inventor or designer information |
Inventor after: Ye Yangsheng Inventor after: Dong Liang Inventor after: Cheng Yuanshui Inventor after: Li Zhongguo Inventor after: Guo Liuhui Inventor after: Li Taifeng Inventor after: Deng Nitao Inventor after: Sun Yingchao Inventor after: Li Xiaoguang Inventor after: Jiang Meng Inventor after: Han Zili Inventor after: Zhang Qianli Inventor after: Cai Degou Inventor after: Wang Lijun Inventor after: Chen Feng Inventor after: Cheng Aijun Inventor after: Yan Hongye Inventor after: Yao Jianping Inventor before: Ye Yangsheng Inventor before: Dong Liang Inventor before: Cheng Yuanshui Inventor before: Li Zhongguo Inventor before: Guo Liuhui Inventor before: Li Taifeng Inventor before: Deng Nitao Inventor before: Sun Yingchao Inventor before: Li Xiaoguang Inventor before: Han Zili Inventor before: Zhang Qianli Inventor before: Cai Degou Inventor before: Wang Lijun Inventor before: Chen Feng Inventor before: Cheng Aijun Inventor before: Yan Hongye Inventor before: Yao Jianping |