CN113047335B - Method for determining wall top displacement control standard of railway shoulder retaining wall - Google Patents

Method for determining wall top displacement control standard of railway shoulder retaining wall Download PDF

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CN113047335B
CN113047335B CN202110416881.5A CN202110416881A CN113047335B CN 113047335 B CN113047335 B CN 113047335B CN 202110416881 A CN202110416881 A CN 202110416881A CN 113047335 B CN113047335 B CN 113047335B
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CN113047335A (en
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张东卿
刘菀茹
薛元
肖朝乾
李国栋
李安洪
姚裕春
张硕
付正道
王歆宇
何江
苏维
姜瑞雪
肖杭
张涛
李睿
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China Railway Eryuan Engineering Group Co Ltd CREEC
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Abstract

A method for determining the wall top displacement control standard of a railway shoulder retaining wall comprises the following steps: determining a deformation limit value of a railway roadbed; determining the vertical dynamic deformation of the railway subgrade under the action of train load; determining the limit value of the downward movement deformation of the roadbed surface caused by the horizontal displacement of the top of the road shoulder retaining wall; determining the sinking amount of the road base filler behind the road shoulder retaining wall when the road base downward movement deformation caused by the horizontal displacement of the wall top of the road shoulder retaining wall reaches the limit value; determining the deflection line equation of the wall back of the road shoulder retaining wall which is subjected to deflection deformation under the action of the filler and the deflection line of the wall back which is further subjected to deflection deformation under the action of the train load; calculating the volume of the road shoulder retaining wall after horizontal deflection under the action of the wall back filler and the wall back sliding wedge; seventhly, calculating the volume of the road shoulder retaining wall after the road shoulder retaining wall continuously deflects horizontally under the action of the load of the train and sliding the wedge body behind the road shoulder retaining wall; solving the deflection increasing coefficient; ninthly, obtaining the wall top displacement control standard of the road shoulder retaining wall.

Description

Method for determining wall top displacement control standard of railway shoulder retaining wall
Technical Field
The invention relates to the technical field of railway subgrades, in particular to a method for determining a wall top displacement control standard of a railway shoulder retaining wall.
Background
When the railway roadbed passes through a steep slope section, the roadbed is directly put on a slope and filled to easily slide due to the steep transverse slope of the ground, so that a road shoulder retaining wall needs to be arranged at the position of a railway road shoulder. Common types of railroad shoulder retaining walls include cantilevered retaining walls and sheet pile walls. Fill out behind the wall under soil and the road base face train load effect, horizontal displacement can take place for the road shoulder retaining wall, will lead to the road base face to sink when the displacement is too big to influence train operation safety, consequently when designing railway road shoulder retaining wall, need regard as an important control standard with the wall crown displacement.
The specification of the design standard of the railway subgrade retaining structure comprises the following steps: the horizontal displacement limit value of the pile top of the pile plate wall can be controlled by 1/100 of the length of the cantilever section, and is not suitable to be larger than 100mm, and the horizontal displacement limit value of the pile plate wall of the high-speed railway shoulder is not suitable to be larger than 60 mm. The flexibility limit value of the reinforced concrete flexural member is referred to in the concrete structure design code, but the flexibility limit value specified in the concrete structure design code is determined based on the specific use requirements of the building structure (the use function, the appearance, the connection with other members and the like of the building structure).
The requirements for the use of railroad beds are quite different from the building structure and therefore direct reference to building codes is not appropriate. One important functional requirement of a railway subgrade is a deformation limit value of a roadbed surface, and the design specification of the railway subgrade provides that: the thickness of the ballasted track is 1mm, and the thickness of the ballastless track is 0.22 mm. In order to ensure the safety and comfort of railway operation, it is necessary to determine the displacement control standard of the retaining wall of the railway shoulder based on the using function of the railway roadbed, namely the deformation limit value of the roadbed surface.
Disclosure of Invention
The invention mainly aims to provide a method for determining a wall top displacement control standard of a railway shoulder retaining wall, and aims to solve the problems that the current wall top displacement control standard of the railway shoulder retaining wall lacks basis and is not matched with the use function of a railway roadbed.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the invention discloses a method for determining a wall top displacement control standard of a railway shoulder retaining wall, which comprises the following steps of:
determining a deformation limit value [ S ] of a railway roadbed;
determining the vertical dynamic deformation S1 of the railway subgrade under the action of the train load;
thirdly, determining a limit value of downward movement deformation of the road base surface caused by horizontal displacement of the top of the road shoulder retaining wall [ S2 ]:
[S2]＝[S]-S1；
determining the subsidence delta h of the road base filler behind the road shoulder retaining wall when the downward deformation of the road base caused by the horizontal displacement of the top of the road shoulder retaining wall reaches the limit value [ S2 ]:
Figure GDA0003609428980000021
h is the height of the road shoulder retaining wall in unit m; d is the edge of a ballastless track base plate or a ballasted track sleeperThe distance in m from the edge to the back of the wall where no horizontal deflection occurs;
Figure GDA0003609428980000022
an inner friction angle is filled behind the road shoulder retaining wall;
determining a deflection line equation w1 of the wall back subjected to deflection deformation under the action of the filler and a deflection line equation w2 of the wall back subjected to further deflection deformation under the action of train load:
Figure GDA0003609428980000031
Figure GDA0003609428980000032
in the formula: w1(x) is the deformation value in mm at each point of the back of the wall which is subjected to flexural deformation under the action of the filler; w2(x) is the deformation value of each point of the wall back after further deflection deformation under the action of train load, and the unit is mm; q. q.s0The unit of soil pressure borne by the wall bottom of the road shoulder retaining wall is kPa; e is the elastic modulus of the road shoulder retaining wall in MPa; i is the wall body section inertia moment of the road shoulder retaining wall in unit m4(ii) a x is the height from the calculation point to the wall bottom in m; mu is a flexibility increasing coefficient to be determined;
soil pressure q born by road shoulder retaining wall bottom0Calculated as follows:
q0＝kaγHa
Figure GDA0003609428980000033
in the formula: k is a radical ofaIs the active soil pressure coefficient; gamma is the filler weight, unit kN/m3(ii) a a is the distance between the pile plates and the piles, the unit m, and the road shoulder retaining wall is a cantilever retaining wall a which is 1 m;
sixthly, calculating the sliding wedge per linear meter thickness behind the road shoulder retaining wall after horizontal deflection occurs under the action of filling behind the wallVolume V of bodyOAB＇：
Figure GDA0003609428980000034
Seventhly, calculating the volume V of the sliding wedge body of each thickness meter after the road shoulder retaining wall continuously deflects under the action of train loadOAC”：
Figure GDA0003609428980000041
Solving the deflection increasing coefficient mu from VOAB＇＝VOAC”Therefore, the following steps are carried out:
Figure GDA0003609428980000042
Figure GDA0003609428980000043
ninthly, substituting mu and H-delta H into an equation of a flexible line w2 to obtain a wall top displacement control standard [ w ] of the road shoulder retaining wall as follows:
Figure GDA0003609428980000044
the method has the advantages that a method for determining the wall top displacement control standard of the railway shoulder retaining wall is established based on the geometric mechanism that the road base surface moves down after the lateral deformation of the road shoulder retaining wall, the wall top displacement control standard of the railway shoulder retaining wall is associated with the use function requirement of the railway roadbed, the conventional method for continuously using the building structure displacement control standard is changed, and a basis is provided for developing the design of the railway shoulder retaining wall.
Drawings
FIG. 1 is a schematic diagram of calculation of a method for determining a standard of wall top displacement control of a retaining wall of a railway shoulder.
The symbols and their meanings in the figures: the base plate comprises a ballastless track base plate 1, a railway roadbed 2, a wall rear sliding wedge body 3, a wall back 4 which is not subjected to horizontal deflection, a wall back 5 which is subjected to deflection deformation under the action of a filler, a wall back 6 which is further subjected to deflection deformation under the action of a train load, a fracture surface 7 and a wall rear roadbed filler 8.
Detailed Description
The present invention will be described in further detail with reference to specific embodiments.
The invention discloses a method for determining a wall top displacement control standard of a railway shoulder retaining wall, which comprises the following steps of:
firstly, determining a deformation limit value [ s ] of a railway roadbed. The deformation of the railway roadbed 2 refers to roadbed deformation at the edge of a ballastless track base plate 1 for a ballastless track and roadbed deformation at the edge of a sleeper for a ballasted track.
The railway roadbed deformation comprises two parts: and vertical dynamic deformation S1 generated under the action of train load and road base surface downward movement deformation S2 caused by horizontal displacement of the top of the road shoulder retaining wall. The deformation limit value [ S ] of the railway subgrade surface is related to the type of railway tracks, and according to the provisions of railway subgrade design specifications, the ballasted tracks [ S ] are 1mm, and the ballastless tracks [ S ] are 0.22 mm.
And determining the vertical dynamic deformation S1 of the railway roadbed under the action of the train load. The vertical dynamic deformation S1 generated under the action of the train load can be determined according to experience and can also be calculated and determined according to the railway roadbed design specification.
And thirdly, determining the limit value of the downward movement deformation of the road base surface caused by the horizontal displacement of the top of the road shoulder retaining wall [ S2 ]. Namely, the downward movement deformation of the roadbed surface caused by the horizontal displacement of the top of the retaining wall of the road shoulder cannot exceed the limit value [ S2], and the normal use of the railway roadbed is influenced if the downward movement deformation exceeds the limit value. [ S2] the calculation formula is:
[S2]＝[S]-S1。
determining the subsidence delta h of the road shoulder retaining wall rear road base filler 8 when the road base surface downward deformation caused by the horizontal displacement of the road shoulder retaining wall top reaches the limit value [ S2], and according to the geometrical relationship in the figure 1, knowing that:
Figure GDA0003609428980000061
h is the height of the road shoulder retaining wall in unit m; d is the distance from the edge of the ballastless track base plate 1 or the edge of the ballasted track sleeper to the wall back 4 which is not horizontally deflected, and the unit is m;
Figure GDA0003609428980000062
an inner friction angle is filled behind the road shoulder retaining wall;
determining the deflection line equation w1 of the wall back 5 which is subjected to deflection deformation under the action of the filler and the deflection line equation w2 of the wall back 6 which is further subjected to deflection deformation under the action of the train load.
Referring to fig. 1, the shoulder retaining wall is horizontally deflected under the action of filling soil behind the wall, the wall back 4, which is not horizontally deflected, is changed into a wall back 5, which is deflected and deformed under the action of filling soil, when a train passes through the track, the shoulder retaining wall is further horizontally deflected, and the shape of the wall back is changed into a wall back 6, which is further deflected and deformed under the action of train load.
The deflection line equation w1 for wall back 5 undergoing flexural deformation under the action of filler and the deflection line equation w2 for wall back 6 after further flexural deformation under the action of train load can be expressed as follows:
Figure GDA0003609428980000063
Figure GDA0003609428980000064
in the formula: w1(x) is the deformation value in mm at each point of the wall back 5 which is subjected to flexural deformation under the action of the filler; w2(x) is the deformation value of each point of the wall back 6 after further deflection deformation under the action of train load, and the unit is mm; q. q.s0The unit of soil pressure borne by the wall bottom of the road shoulder retaining wall is kPa; e is the modulus of elasticity of the road shoulder retaining wall,the unit MPa; i is the wall body section inertia moment of the road shoulder retaining wall in unit m4(ii) a x is the height from the calculation point to the wall bottom in m; mu is a flexibility increasing coefficient to be determined;
horizontal soil pressure q born by road shoulder retaining wall bottom0Calculated as follows:
q0＝kaγHa
Figure GDA0003609428980000071
in the formula: k is a radical of formulaaIs the active soil pressure coefficient; gamma is the filler weight, unit kN/m3(ii) a and a is the distance between the pile and the slab wall, the unit m is m, and when the shoulder retaining wall is a cantilever retaining wall, a is 1 m.
Sixthly, calculating the volume V of the sliding wedge body 3 per linear meter of thickness of the wall after the road shoulder retaining wall is horizontally deflected under the action of the filling material behind the wallOAB＇。
Referring to fig. 1, the wall back is deformed from OB to OB' by the back wall filler, and the back wall sliding wedge 3 is formed of a fracture surface 7, a railway road surface 2, and a contour of the wall back 5 which is subjected to flexural deformation by the filler. The volume of the sliding wedge per linear meter of thickness behind the wall is calculated according to the following formula:
VOAB＇＝VOAB+VOBB’
VOABvolume per linear meter thickness of the OAB region in FIG. 1, VOBB’The volume per linear meter of thickness of the OBB' region in fig. 1.
Figure GDA0003609428980000072
Seventhly, calculating the volume V of the wedge body 3 which slides after the road shoulder retaining wall continuously deflects horizontally under the action of the load of the train and per meter of thickness of the wallOAC”。
Referring to fig. 1, after the train load is applied, the wall back profile continues to be deformed from OB' to OB ". The sliding wedge 3 is formed by the profile of the fracture surface 7, the railway roadbed surface 2 and the wall back 6 which is further deflected and deformed under the action of train load. The volume of the sliding wedge after each linear meter of the thickness wall is calculated according to the following formula:
VOAC”＝VOAC+VOCC＂
VOACvolume per linear meter thickness of the OAC region in FIG. 1, VOCC＂The volume per linear meter of thickness of the OCC "zone in fig. 1.
Figure GDA0003609428980000081
And solving the deflection increasing coefficient mu.
The total volume of the front and rear wall rear sliding wedges is not changed according to the load action of the train, namely VOAB＇＝VOAC”’Thus, it can be seen that:
Figure GDA0003609428980000082
Figure GDA0003609428980000083
ninthly, substituting mu and H-delta H into an equation of a flexible line w2 to obtain a wall top displacement control standard [ w ] of the road shoulder retaining wall as follows:
Figure GDA0003609428980000084
the distance between the point C 'and the point C' in figure 1 is the standard [ w ] for controlling the displacement of the wall top of the retaining wall of the road shoulder.
Example 1:
1. design parameters
A cantilever type road shoulder retaining wall of a high-speed railway with a ballast track has the wall height H of 6m and the wall thickness of 0.4m, the wall body is poured by C35 reinforced concrete, and the distance d from the edge of a ballast track sleeper to the wall back 4 which is not bent horizontally is 2.6 m. The gravity of the filler after the wall is 20kN/m3Inner friction angle of back filler of road shoulder retaining wall
Figure GDA0003609428980000091
And the elastic modulus E of the road shoulder retaining wall body is 31500 MPa.
2. Design process
Firstly, determining a deformation limit value [ S ] of a railway roadbed. According to the provisions of railway roadbed design specifications: the deformation of the ballast track high-speed railway roadbed is not more than 1mm, so that [ S ] is 1 mm.
And determining the vertical dynamic deformation S1 of the railway roadbed under the action of the train load. According to experience, the vertical dynamic deformation S1 of the ballast track subgrade under the load action of the train is about 0.5 mm.
And thirdly, determining the limit value of the downward movement deformation of the road base surface caused by the horizontal displacement of the top of the road shoulder retaining wall [ S2 ]. [ S2] ═ S ] -S1 ═ 1-0.5 ═ 0.5 mm.
And fourthly, determining the subgrade filler sinking amount delta h at the road shoulder retaining wall when the downward movement deformation of the road base surface caused by the horizontal displacement of the top of the road shoulder retaining wall reaches the limit value S2.
Figure GDA0003609428980000092
Determining a deflection line equation w1 of the wall back 5 subjected to deflection deformation under the action of the filler and a deflection line equation w2 of the wall back 6 subjected to further deflection deformation under the action of the train load:
Figure GDA0003609428980000093
Figure GDA0003609428980000094
wherein, the soil pressure that the road shoulder retaining wall bottom born calculates as follows:
Figure GDA0003609428980000101
road shoulder soil retaining deviceWall body section inertia moment I is 5.33 multiplied by 10-3(m4)。
Sixthly, calculating the volume V of the sliding wedge body 3 per linear meter of thickness behind the wall after the horizontal deflection of the road shoulder retaining wall is generated under the action of the filling behind the wallOAB＇。
Figure GDA0003609428980000102
Seventhly, calculating the volume V of the wedge body 3 which slides after the road shoulder retaining wall continuously deflects horizontally under the action of the load of the train and per meter of thickness of the wallOAC”。
Figure GDA0003609428980000103
And solving the deflection increase coefficient mu according to the fact that the total volume of the front wall and the rear wall sliding wedges is unchanged under the action of train load.
Figure GDA0003609428980000104
Mu is determined to be 1.196.
Ninthly, substituting mu and H-delta H into the equation of the flexible line w2 to obtain the standard [ 2] for controlling the wall top displacement of the road shoulder retaining wallw]。
Figure GDA0003609428980000105
Namely, under the action of train load, the displacement of the top of the retaining wall of the road shoulder of the ballast track high-speed railway cannot exceed 2 mm.
Example 2
1. Design parameters
The high-speed railway curb retaining wall of a certain ballastless track is the pile slab wall, and wall height H is 8m, and the stake cross-section is 1.5m 2m, and the vertical stake interval 6m of line, wall body adopt C35 reinforced concrete to pour, and the distance d of ballastless track sleeper edge to the curb retaining wall back of the wall is 2.6 m. The gravity of the filler behind the wall is 20kN/m3Inner friction angle of back filler of road shoulder retaining wall
Figure GDA0003609428980000111
And the elastic modulus E of the road shoulder retaining wall body is 31500 MPa.
2. Design process
Firstly, determining a deformation limit value [ S ] of a railway roadbed surface. According to the provisions of railway roadbed design specifications: the deformation of the high-speed railway roadbed of the ballastless track is not more than 0.22mm, so that [ S ] is 0.22 (mm).
And determining the vertical dynamic deformation S1 of the railway roadbed under the action of the train load. According to experience, the vertical dynamic deformation S1 of the ballastless track subgrade under the action of train load is about 0.1 (mm).
And thirdly, determining the limit value of the downward movement deformation of the road base surface caused by the horizontal displacement of the top of the road shoulder retaining wall [ S2 ]. [ S2] - [ S ] -S1-0.22-0.1-0.12 (mm).
And fourthly, determining the subgrade filler sinking amount delta h at the road shoulder retaining wall when the downward movement deformation of the road base surface caused by the horizontal displacement of the top of the road shoulder retaining wall reaches the limit value S2.
Figure GDA0003609428980000112
Determining the deflection line equation w1 of the wall back 5 which is subjected to deflection deformation under the action of the filler and the deflection line equation w2 of the wall back 6 which is further subjected to deflection deformation under the action of the train load.
Figure GDA0003609428980000113
Figure GDA0003609428980000121
Wherein, the soil pressure that the road shoulder retaining wall bottom born calculates as follows:
Figure GDA0003609428980000122
road shoulder retaining wall body section inertia moment I is 1 (m)4)。
Sixthly, calculating the volume V of the sliding wedge body 3 per linear meter of thickness behind the wall after the road shoulder retaining wall horizontally bends under the action of the filling behind the wallOAB’。
Figure GDA0003609428980000123
Seventhly, calculating the volume V of the sliding wedge body 3 per extended meter of thickness behind the rear wall when the road shoulder retaining wall continuously deflects under the action of train loadOAC”。
Figure GDA0003609428980000124
And solving the deflection increasing coefficient mu according to the fact that the volume of the front wall sliding wedge body and the rear wall sliding wedge body is unchanged under the action of train load.
Figure GDA0003609428980000125
Determine μ as 1.17
And ninthly, substituting mu and H-delta H into an equation of a flexible line w2 to obtain a wall top displacement control standard [ w ] of the road shoulder retaining wall.
Figure GDA0003609428980000126
Namely, under the action of train load, the top displacement of the retaining wall of the road shoulder of the ballastless track high-speed railway cannot exceed 0.2 mm.
The method is based on the geometric mechanism that the road base surface moves downwards after the road shoulder retaining wall deforms laterally, the method for determining the wall top displacement control standard of the railway road shoulder retaining wall is established, the wall top displacement control standard of the railway road shoulder retaining wall is associated with the use function requirements of the railway roadbed, the method for using the building structure displacement control standard in the past is changed, and a basis is provided for developing the design of the railway road shoulder retaining wall.

Claims (2)

1. A method for determining the wall top displacement control standard of a railway shoulder retaining wall comprises the following steps:
determining a deformation limit value [ S ] of a railway roadbed;
determining the vertical dynamic deformation S1 of the railway subgrade under the action of the train load;
thirdly, determining a limit value of downward movement deformation of the road base surface caused by horizontal displacement of the top of the road shoulder retaining wall [ S2 ]:
[S2]＝[S]-S1
determining the subsidence delta h of the road shoulder retaining wall rear road base filler (8) when the road base surface downward deformation caused by the horizontal displacement of the road shoulder retaining wall top reaches the limit value [ S2 ]:
Figure FDA0003609428970000011
h is the height of the road shoulder retaining wall in unit m; d is the distance from the edge of a ballastless track base plate (1) or the edge of a ballast track sleeper to a wall back (4) which is not subjected to horizontal deflection, and the unit is m;
Figure FDA0003609428970000012
an inner friction angle is filled behind the road shoulder retaining wall;
determining a deflection line equation w1 of the wall back (5) subjected to deflection deformation under the action of the filler and a deflection line equation w2 of the wall back (6) subjected to further deflection deformation under the action of train load:
Figure FDA0003609428970000013
Figure FDA0003609428970000014
in the formula: w1(x) is the deformation value of each point of the road shoulder retaining wall under the action of the wall rear filling material, and the unit is mm; w2(x) is the deformation value of the road shoulder retaining wall under the action of train load, and the unit is mm; q. q.s0The unit of soil pressure borne by the wall bottom of the road shoulder retaining wall is kPa; e is the elastic modulus of the wall body of the road shoulder retaining wall in unit MPa; i is the wall body section inertia moment of the road shoulder retaining wall in unit m4(ii) a x is the height from the calculation point to the wall bottom in m; mu is a flexibility increasing coefficient to be determined;
soil pressure q born by road shoulder retaining wall bottom0Calculated as follows:
q0＝kaγHa
Figure FDA0003609428970000021
in the formula: k is a radical ofaIs the active soil pressure coefficient; gamma is the filler weight, unit kN/m3(ii) a a is the distance between the pile plates and the piles, the unit m, and the road shoulder retaining wall is a cantilever retaining wall a which is 1 m;
sixthly, calculating the volume V of the sliding wedge body (3) per linear meter thickness behind the rear wall when the road shoulder retaining wall horizontally deflects under the action of the rear wall fillerOAB＇：
Figure FDA0003609428970000022
Seventhly, calculating the volume V of the sliding wedge body (3) per extended meter of thickness behind the rear wall when the road shoulder retaining wall continuously deflects under the action of train loadOAC”：
Figure FDA0003609428970000023
Solving the deflection increasing coefficient mu from VOAB＇＝VOAC”Therefore, the following steps are carried out:
Figure FDA0003609428970000024
Figure FDA0003609428970000025
ninthly, substituting mu and H-delta H into an equation of a flexible line w2 to obtain a wall top displacement control standard [ w ] of the road shoulder retaining wall as follows:
Figure FDA0003609428970000031
2. the method of determining the wall top displacement control standard of a railroad shoulder retaining wall according to claim 1, wherein: in the step I, deformation of a railway subgrade surface (2) refers to deformation of the subgrade surface at the edge of a ballastless track base plate (1) for a ballastless track, the deformation limit value [ S ] of the railway subgrade surface is related to the type of the railway track, the ballasted track [ S ] is 1mm, and the ballastless track [ S ] is 0.22mm according to the provisions of railway subgrade design specifications.
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