CN215492328U

CN215492328U - Subway tunnel ballast bed peeling test device

Info

Publication number: CN215492328U
Application number: CN202121470952.1U
Authority: CN
Inventors: 何剑; 彭玥锴; 沈明炜; 王安成; 段绍和; 韩惠军; 俞丰平; 崔忠东
Original assignee: China Railway City Development and Investment Group Co Ltd
Current assignee: China Railway City Development and Investment Group Co Ltd
Priority date: 2021-06-30
Filing date: 2021-06-30
Publication date: 2022-01-11
Anticipated expiration: 2031-06-30

Abstract

The utility model provides a subway tunnel ballast bed peel test device, a plurality of sections of jurisdiction are laid to mold box internal face, the bolt is connected a plurality of ring canal pieces and is become section of jurisdiction overall structure, two ballast beds are installed side by side on ring section of jurisdiction overall structure, the horizontal segment of reaction frame runs through whole mold box along being on a parallel with mold box axis direction, two vertical sections of reaction frame are fixed outside the mold box, the vibration exciter of exerting power load in two ballast bed seam departments is installed on the reaction frame, install position sensor on ballast bed and the section of jurisdiction overall structure respectively. The exciting force and the frequency applied by the vibration exciter are respectively determined according to the similarity ratio of 1000:1 and 0.316:1 of the prototype model. The device accurately reflects the change condition of stripping of the subway track bed under different train loads by adjusting the relevant parameters of the vibration exciter so as to research the stripping mechanism and regularity of the track bed.

Description

Subway tunnel ballast bed peeling test device

Technical Field

The utility model belongs to the technical field of tunnel engineering, and particularly relates to a stripping test device for a subway tunnel track bed.

Background

Interpretation of terms: subway tunnel track bed: the ballast bed is an important component of the track and is the foundation of the track frame. The main function is to support the sleeper, to uniformly transmit the huge pressure on the upper part of the sleeper to the roadbed, to fix the position of the sleeper, to reduce the deformation of the roadbed and to alleviate the impact of the locomotive on the steel rail. The subway tunnel ballast bed is formed by integrally pouring concrete on the upper parts of the shield segments after the shield segments are paved.

Stripping the ballast bed: in the subway tunnel operation process, under the long-term action of train vibration load, cracks are generated on the whole track bed structure and the tunnel segment structure, and the cracks are gradually expanded along with the increase of operation time, so that the track bed and the segments are peeled off, and the train operation safety is influenced;

and (3) model test: according to the similarity principle, a model which is similar to the prototype but has a reduced scale is manufactured for experimental research, and the research result is applied to the prototype. Because the occurrence position of the stripping of the track bed is hidden, the mechanism of the stripping problem can not be researched on site in order to ensure the operation safety of the subway, and a model test method is utilized to research the mechanism of the stripping problem.

Urban rail transit in China is in a period of high-speed development and is the largest rail transit market in the world at present. Along with the rapid development of urban rail transit, the research on the mechanism of related diseases has great significance on later-stage operation safety. The phenomenon that the tunnel bed is stripped from the shield segment occurs in subway operation in some cities in China. In the area of the 1-line Huanghai south road station-civil wide field station of Shanghai subway, the contact part between the tunnel and the ballast bed is cracked, a through crack is generated, and the phenomena of water leakage, slurry turning and mud pumping are also generated at partial positions; similar diseases occur in the region of Guangzhou subway No. 1 line east mountain mouth station-sports western station shortly after traffic operation; stripping diseases of different degrees also appear in No. 3 line areas of the Chengdu subway after operation. In this context, in order to ensure the safety of subway operations, it is necessary to study the mechanism of the track bed peeling disease in detail.

When the tunnel disease mechanism is researched, theoretical research, numerical simulation and indoor model test are needed:

1) in a thesis of analysis of deformation of a whole track bed and interlayer void caused by shield tunnel settlement (Penghua, Beacon, Chua Minicai, Marvinui. analysis of deformation of a whole track bed and interlayer void caused by shield tunnel settlement [ J ] A journal of railway engineering, 2018,35(01):95-99+105), a track-whole track bed-segment lining spatial coupling finite element model is established by using ABAQUS, and mechanical characteristics of the whole track bed caused by shield tunnel segment settlement are analyzed by means of segment settlement monitoring data of a Beijing airport field line. The method relies on-site monitoring data to establish a numerical model to analyze the mechanical characteristics of the deformation and the voiding of the ballast bed, but has certain defects: 1. because the simulation work is carried out according to the tunnel after deformation and void, only the mechanical characteristics of the track bed after deformation can be analyzed, but the development process of the track bed void cannot be analyzed, 2, the deformation mechanism is analyzed only by a theoretical research and numerical simulation method, but is not verified by an indoor model test, and certain defects exist.

2) The patent right person is the university of science and technology of the xi' an building, Chinese patent application numbers CN202021797653.4 and 202010864769.3, and introduces a test device for simulating the operation vibration of a subway tunnel train, wherein the test device comprises a model box, a tunnel model, load loading equipment, a sensor group and a dynamic signal test analysis system. The dynamic signal testing and analyzing system comprises a model box, a tunnel model, a load loading device, a sensor group and a dynamic signal testing and analyzing system, wherein the model box is filled with soil, the tunnel model is embedded in a soil layer in the model box, the load loading device is used for applying train shock excitation load, the sensor group is embedded in the soil layer in the model box and on the tunnel model, and the dynamic signal testing and analyzing system is arranged outside the model box. The dynamic response of the tunnel and the surrounding stratum caused by train operation under different tunnel burial depths and different stratum water contents can be simulated, but the following defects still exist: 1. the method mainly aims at the study of environmental vibration and tunnel settlement characteristics induced by train vibration, does not specifically study the segment structure and the track bed structure in the tunnel structure, does not consider deformation characteristics of hidden positions such as contact surfaces of the track bed structure and the segment structure, and cannot be used for the study of a disease stripping mechanism; 2. the influence of the position of the moving load on the vibration frequency of the train is not researched, and the influence of the vibration load is not enough to be researched.

3) The patent right is China patent application No. CN202020903506.4, China institute of electrical engineering, China east reconnaissance and design, Inc., and introduces a model test device for parallel downward penetration of existing tunnels of subway shield tunnels in soft soil areas. The device has a model box, one end of which is provided with a row of starting holes and the other end is provided with a row of receiving holes; soft soil is filled in the box, a tunnel model I is arranged in the soft soil to simulate an existing tunnel, and a displacement meter is arranged on the model I; a tunnel model II is arranged below the model I, and the model II is provided with a driving mechanism to simulate tunnel construction; the influence of the construction of the lower tunnel on the existing tunnel is researched through the data of the displacement meter. The research can simulate the simulation of the engineering condition of passing the existing tunnel during the construction of the shield tunnel, but has the following defects: 1. the model test device only considers the influence of the construction of a newly repaired tunnel on the existing tunnel segment, but does not design the internal structure of the tunnel and does not consider the ballast bed structure; 2. the model is suitable for the research of tunnel construction, and does not consider the action of train vibration during operation, so the model is not suitable for the research of a ballast bed stripping disease mechanism.

At present, the research aiming at the mechanism of the ballast bed peeling disease is less, and the following defects exist in the research: 1) the existing research on the track bed peeling disease mainly depends on theoretical analysis and numerical simulation means, has no verification of an indoor model test, and cannot deeply know the disease mechanism; 2) the existing subway model test device ignores a track bed structure in a tunnel, and cannot effectively measure the stripping deformation of a hidden position, namely a track bed-segment contact surface, so that the development process of the stripping deformation cannot be researched; 3) the stripping damage occurs during train operation, the vibration load of the train inevitably affects stripping, the influence on the vibration load in the existing model test is not considered, and the specific influence of the vibration load of the train on stripping deformation during operation cannot be analyzed.

In conclusion, the research on the track bed peeling diseases in China is still in the initial stage, the existing research mainly focuses on the theoretical analysis and numerical simulation of the track bed peeling and emptying diseases, and model tests for the track bed peeling diseases are still few. Meanwhile, the existing subway tunnel model test is mainly suitable for researching the deformation conditions of tunnel segments and strata and the influence conditions of construction, changes of a track bed structure inside a tunnel in an operation stage are ignored, and the stripping disease mechanism cannot be effectively analyzed. Therefore, it is necessary to provide a testing apparatus and a testing method suitable for the mechanism research of the stripping damage of the subway tunnel ballast bed.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a stripping test device for a subway tunnel track bed, which aims to truly reflect the position deformation development condition of a track bed structure-segment structure contact surface in a tunnel under the action of train vibration load during operation and provide accurate and reliable test data for the stripping disease mechanism research.

The utility model aims to realize the stripping test device for the subway tunnel ballast bed. The bolt penetrates through a bolt hole reserved in a duct piece and connects a plurality of duct pieces into a duct piece integral structure, two ballast beds are installed on the duct piece integral structure side by side, the horizontal section of the door-shaped reaction frame penetrates through the whole model box along the direction parallel to the axis of the model box, two vertical sections of the reaction frame are fixed outside the model box, power load is applied and acts on vibration exciters at the joint of the two ballast beds, the vibration exciters are installed on the horizontal section of the reaction frame, and position sensors are installed on the ballast beds and the duct piece integral structure respectively.

The utility model provides a subway tunnel railway roadbed peeling test device, mold box and section of jurisdiction and railway roadbed all according to the prototype: model similarity ratio 10:1, preparation: the length of the model box is 2500mm, the inner diameter is 620mm, the outer diameter is 650mm, the inner diameter of the pipe piece is 540mm, the outer diameter is 600mm, the width is 150mm, and 16 pipe pieces are totally arranged; the length of each ballast bed is 1200mm, the width is 280mm, and foam materials are filled in gaps between the model boxes and the pipe pieces; the exciting force and the frequency of the dynamic load applied by the vibration exciter are respectively according to the prototype: the model similarity ratios 1000:1 and 0.316:1 determined an excitation force of 100N and a frequency of about 6.329 HZ.

The reaction frame is made of I-shaped steel, the height of two vertical sections of the reaction frame is 1100mm, and the length of a horizontal section of the reaction frame is 2800 mm.

The elastic modulus of the duct piece and the track bed is as follows: the model similarity ratio is 10:1, and the gypsum-based materials with the elastic modulus of 3450MPa and 3150MPa are respectively adopted.

The gypsum-based material of the duct piece comprises the following components in percentage by mass: gypsum: 1, diatomite: 1.4: 0.1; the gypsum-based material of the ballast bed comprises the following components in percentage by mass: gypsum: 1, diatomite: 1.2: 0.1.

the integral structure of the duct piece is directly connected with the track bed through an adhesive, and the adhesive is determined to be 45kPa according to 1/10 of the bonding strength of the direct actual contact surface of the C50 concrete precast block and the C35 concrete precast block.

Compared with the prior art, the device has the beneficial effects that:

1. the track bed structure is arranged in the tunnel of the model test device, the operation condition of the subway is more consistent, and the displacement sensor is arranged, so that the influence of train operation on the stripping deformation of the track bed can be analyzed.

2. The utility model considers the contact relation between the track bed and the segment structure, carries out simulation according to the actual materials and construction method of the engineering, and measures the actual adhesion condition of the contact surface between the track bed and the segment structure.

3. The simulation of the contact surface similar material (namely the adhesive) is carried out according to the actual adhesion condition, and the analysis simulation for researching the peeling of the track bed is more consistent with the actual condition.

4. The vibration exciter is adopted in the tunnel to simulate the dynamic load of the train, and the vibration exciter is arranged at the joint position between the track beds according to the distance between the wheels of the train.

5. The utility model can reasonably reduce the scale according to the sizes of different tunnels, and can still reflect the change condition of the track bed peeling after the adjustment and the test according to the test device.

6. The device can adjust the relevant parameters of the vibration exciter according to different subway tunnel train loads, and can still reflect the change condition of the stripping of the track bed after the adjustment and the test according to the device.

In the subway operation process, under the long-term effect of train load, the railway roadbed structure can produce the crack with the shield segment structure, and the crack progressively expands along with the operation time growth, leads to the railway roadbed to peel off with the section of jurisdiction, influences train operation safety. To solve this problem, studies on the mechanism and law of the ballast bed peeling are required. Because the occurrence position of the stripping of the track bed is hidden, the mechanism of the stripping problem can not be researched on site in order to ensure the operation safety of the subway, and a model test method is utilized to research the mechanism of the stripping problem. The device can simulate the field actual situation according to a certain similarity ratio, directly and truly reflect the track bed peeling mechanism and the development process under the long-term action of the train load, and record the change situation of the track bed peeling under the action of the train load. And finally, carrying out development analysis on data obtained by a model test, knowing a specific mechanism of the track bed stripping and providing a prevention and treatment measure according to the specific mechanism.

Drawings

Fig. 1a and 1b are a perspective view and a front view of a track bed peeling model test apparatus, respectively.

Fig. 2 is a schematic view of the adhesion test mold (C35 and C50 blocks have a steel bar of phi 20 embedded therein for lifting the blocks).

FIG. 3a is a schematic cross-sectional view of the track bed and FIG. 3b is a schematic view of the load application position (in the figure, both the lower portion of the track bed and the tube sheets should be curved).

Fig. 4a and 4b are schematic views of a mold box and a reaction frame, respectively.

Detailed Description

In the figure, a model box 1, a (tunnel) duct piece 2, a reaction frame 3,

vibration exciters

4a and 4b, a ballast bed 6 (two), a contact surface similar material (namely, an adhesive) 7 and an expansion joint 8 (the position of the contact surface of the two ballast beds) are shown.

Referring to fig. 1 and 4, a mold box 1 is an organic glass cylinder, and a plurality of pipe pieces 2 are laid on the inner wall surface of the mold box. The bolt penetrates the bolt hole that the section of jurisdiction was reserved and connect a plurality of sections of jurisdiction into section of jurisdiction overall structure, two ballast beds 6 are installed side by side on section of jurisdiction overall structure, the horizontal segment of the reaction frame of door font runs through whole mold box along being on a parallel with mold box axis direction, two vertical sections of reaction frame 3 are fixed in mold box 1 outside, exert power load and act on the vibration exciter of two ballast bed seam crossing, install on the horizontal segment of reaction frame 3, install position sensor on ballast bed and the section of jurisdiction overall structure respectively.

The specific implementation comprises the following steps:

s1: similar ratios were determined based on prototype dimensions and bench dimensions, as in table 1.

S2: according to the similar proportion in the table 1, the similar material and the proportion of the pipe piece and the similar material of the track bed are determined.

And S3, determining the bonding force of the track bed-pipe piece structure in the subway through a tension test, and determining the bonding strength of the contact surface of the track bed-pipe piece structure according to the similar relation of the stress in the table 1 on the basis.

S4: and determining the dynamic load amplitude and frequency of the tunnel train.

S5: and according to the determined similar materials and the ratio, adopting a high-precision mold to pour the tunnel duct piece and the ballast bed, removing the mold after pouring, and maintaining according to the standard.

S6: and during maintenance of the ballast bed and the duct pieces, determining the material size of the cylindrical model box outside the tunnel according to the size and rigidity requirements, and processing and manufacturing the cylindrical model box.

S7: and designing and manufacturing a reaction frame according to the sizes of the model box, the segment model and the track bed model, and arranging equipment such as a displacement sensor, a vibration exciter and the like.

S8: after the duct pieces and the ballast bed are maintained to reach the standard, the duct pieces are assembled, and the duct pieces are connected through bolts to form an integral structure.

S9: and filling the contact surface similar material between the duct piece and the ballast bed structure according to the determined contact surface similar material proportion, and maintaining according to the standard after filling until the contact surface can stably bond the duct piece structure and the ballast bed structure.

S10: after the cylindrical model box is manufactured, the cylindrical model box is installed at a fixed position, so that the stability of the model box is ensured.

S11: and after the contact surface material is maintained to reach the standard, hoisting is carried out, and the track bed structure and the duct piece structure are integrally hoisted to the model box and then assembled.

S12: after the installation is finished, displacement sensors are arranged at corresponding positions of the duct piece structure and the track bed structure, and the duct piece structure and the track bed structure are connected with data acquisition equipment for debugging after the installation.

S13: and installing a reaction frame, installing a vibration exciter at the top beam position of the reaction frame, enabling the bottom of the vibration exciter to act on the ballast bed structure, simulating the action of dynamic load of the train, and connecting control equipment for debugging after installation.

S14: starting the vibration exciter for loading, and simultaneously recording displacement deformation data.

TABLE 1 table of similar proportions

Example (b):

a subway tunnel ballast bed peeling test device and a test method are provided.

The inner diameter of the subway tunnel is 5.4m, and the outer diameter of the subway tunnel is 6.0 m; c50 concrete prefabricated pipe pieces are adopted as the pipe pieces of the tunnel, the width is 1.5m, and the thickness is 0.3 m; the track bed structure of the tunnel is C35 concrete cast-in-place, and the track bed is 12m in length and 2.8m in width. The length of the field tunnel corresponding to the model test device is 24m, and the field tunnel comprises 16 pipe pieces and 2 track beds.

1. Geometric similarity ratio according to table 1 10: and 1, determining the sizes of all parts of the model. In the model, the inner diameter of the segment is 540mm, the outer diameter is 600mm, the thickness is 30mm, the width is 150mm, and 16 segments are used in total; the length of the track bed is 1200mm, the width is 280mm, and the total number is 2.

2. In actual engineering, the tunnel segments are made of C50 concrete, and the track bed is made of C35 concrete. According to related research, the similar material of the duct piece is made of a gypsum-based material, and according to the similarity relation of the table 1, the similarity relation between the similar material and the concrete is obtained and needs to meet the table 2. The proportion of the similar material of the segment obtained after the proportioning test is water: gypsum: the diatomite is 1:1.4:0.1 (mass ratio), and the similar track bed materials are water: gypsum: the weight ratio of the diatomite is 1:1.2: 0.1.

TABLE 2 prototype-model mechanics parameter table

3. During on-site construction, C35 concrete is poured on the pipe piece in situ after the C50 concrete pipe piece is assembled, and the ballast bed is manufactured. Therefore, in order to meet the similarity of the contact surfaces of the ballast bed and the duct piece, the field condition needs to be simulated, and the simulation of the contact surface material is carried out. Firstly, manufacturing a C50 concrete test block, after standard curing is finished, putting the concrete test block into a special mould, and then pouring C35 concrete in the mould until curing is finished. And (3) after the maintenance is finished, carrying out a drawing test, determining the contact surface adhesive force under the actual condition, and calculating to obtain the adhesive strength of 450kPa, wherein the special die and the test block are shown in figure 2.

4. And after the adhesive force of the contact surface under the actual condition is determined, the adhesive force required by the contact surface of the model is determined according to the similarity ratio. The formulation of the contact surface-like material (i.e. the adhesive) was determined by conducting a formulation test based on the required adhesion of the contact surface of the model, the similarity ratio of the adhesive, i.e. the similarity ratio of the adhesive strength, the unit of the strength being the same as the stress, and thus the actual adhesion strength was 450kPa after the pull-out test, which was determined according to the stress similarity ratio in table 1, i.e. 10, and correspondingly the adhesion strength of the adhesive in the test model was 45 kPa.

5. Determination of the magnitude of the dynamic load: the subway is an A-type vehicle, and the unilateral static load of wheels is 80 kN; the maximum running speed of the train is 80km/h, and the maximum value F of the exciting force of the subway train with the speed of 80km/h is 100kN and the frequency F is 2Hz by referring to relevant documents. After calculation according to the similarity ratio, the excitation force in the model is 100N, and the frequency is 6.329 Hz. The load acting position is as the vibration exciter position in figure 3, and acts on the expansion joint position between the two ballast beds.

6. Adopting shield tunnel segment mould to carry out the section of jurisdiction and pouring, the material ratio is according to gypsum: pouring 16 segments together with diatomite in a mass ratio of 1:1.4: 0.1; adopting a ballast bed mould to pour the duct piece, wherein the material ratio is according to gypsum: and (3) pouring 2 track beds together with diatomite in a mass ratio of 1:1.2: 0.1. And demolding 24 hours after the pouring of the model is finished, putting the mold into a heat preservation box after demolding is finished, and drying the mold at the temperature of 45 ℃ for 72 hours.

7. The length of the cylindrical model box is 2500mm, the cylinder is processed by organic glass, the inner diameter is 620mm, the outer diameter is 650mm, and the thickness of the organic glass is 15 mm. Considering the installation and filling problems, the inner diameter of the cylinder model box is slightly larger than the outer diameter of the tunnel model, and the gap is filled with foam. A schematic view of the mold box is shown in fig. 4. The reaction frame is made of I-shaped steel through welding, the height of the reaction frame is 1100mm, and the length of the reaction frame is 2800 mm.

8. And after the maintenance of the duct piece structure and the track bed structure of the model is finished, assembling work is carried out. And bolts are inserted into the bolt holes reserved in the pipe pieces, and the pipe pieces are connected into an integral structure.

9. The adhesive is prepared according to the proportion of similar materials (namely the adhesive) of the contact surface. And uniformly coating the adhesive on the track bed position inside the assembled duct piece structure, and placing the two track beds above the adhesive to enable the track beds to be tightly adhered with the adhesive and ensure the stability of the structure. The bonded track bed and the pipe pieces are placed in a dry environment for curing for 7 days.

10. After the maintenance is finished, the pipe piece and the track bed structure are hoisted into the model box, and a gap between the model box and the pipe piece is filled with foam, so that the pipe piece structure is ensured to be positioned at the central position of the model box.

11. After the relative positions of the ballast bed, the duct piece and the model box are determined to be correct, the model box is fixed to a specified position, the stability of the model box is ensured, and the model box cannot move due to later-stage vibration.

12. And arranging displacement sensors on the ballast bed and the duct pieces, and connecting data acquisition equipment for debugging after arrangement is finished.

13. And (3) manufacturing a reaction frame, and mounting 2 vibration exciters on a beam of the reaction frame, wherein the vibration exciters are spaced by 250 mm. Ensuring that the counterforce frame is arranged on the axis of the tunnel, and the bottom of the vibration exciter acts on a designated position at the joint of the two ballast beds, such as a load position shown in figure 3. After the position is determined, the reaction frame is fixed, and the reaction frame is ensured not to move due to the action of the vibration exciter.

14. And the vibration exciters are respectively connected with the control equipment and are debugged to ensure normal performance.

15. After the performance is ensured to be normal, loading parameters are set, the exciting force is 100N, and the frequency is 6.329 Hz. Starting the vibration exciter to load and simultaneously starting to record the displacement deformation

16. And (5) data processing, namely analyzing the track bed stripping condition according to the displacement data. And the loading parameters can be adjusted according to the analysis result, and the influence of the frequency, the amplitude and the like of vibration on the track bed stripping can be further analyzed and researched.

4. In the utility model, a vibration exciter is adopted in the tunnel to simulate the dynamic load of the train, and the vibration exciter is arranged at the joint position between the track beds according to the wheel spacing of the train.

5. The key point of the utility model is that reasonable scaling can be carried out according to the sizes of different tunnels, and the change condition of the track bed stripping can still be reflected by testing according to the testing device after adjustment.

It will be understood by those skilled in the art that any modification, equivalent replacement, or improvement made without departing from the spirit of the present invention shall fall within the protection scope of the present invention.

Claims

1. The utility model provides a subway tunnel ballast bed peel test device, a serial communication port, mold box (1) is the organic glass drum, a plurality of sections of jurisdiction (2) are laid to the mold box internal face, the bolt penetrates the bolt hole that the section of jurisdiction was reserved and connects into section of jurisdiction overall structure with a plurality of sections of jurisdiction, two ballast beds (6) are installed side by side on section of jurisdiction overall structure, the horizontal segment of the reaction frame of door font runs through whole mold box along being on a parallel with mold box axis direction, two vertical sections of reaction frame (3) are fixed in mold box (1) outside, apply power load and act on the vibration exciter of two ballast bed seams department and install on the horizontal segment of reaction frame (3), install position sensor on ballast bed and the section of jurisdiction overall structure respectively.

2. A subway tunnel track bed strip test apparatus as claimed in claim 1, wherein said mould box (1) and said duct pieces (2) and track bed (6) are as prototype: model similarity ratio 10:1, preparation: the length of the model box is 2500mm, the inner diameter is 620mm, the outer diameter is 650mm, the inner diameter of the pipe piece is 540mm, the outer diameter is 600mm, the width is 150mm, and 16 pipe pieces are totally arranged; the length of each ballast bed is 1200mm, the width is 280mm, and foam materials are filled in gaps between the model boxes and the pipe pieces; the exciting force and the frequency of the dynamic load applied by the vibration exciter are respectively according to the prototype: the model similarity ratios 1000:1 and 0.316:1 determined that the excitation force was 100N and the frequency was 6.329 HZ.

3. The subway tunnel track bed peeling test device of claim 2, wherein said reaction frame is made of I-steel, the height of two vertical sections of the reaction frame is 1100mm, and the length of the horizontal section of the reaction frame is 2800 mm.

4. The subway tunnel track bed stripping test device as claimed in claim 3, wherein said elastic modulus of said duct pieces and track bed is as prototype: the model similarity ratio is 10:1, and the gypsum-based materials with the elastic modulus of 3450MPa and 3150MPa are respectively adopted.

5. The subway tunnel ballast bed peeling test device as claimed in claim 4, wherein the gypsum-based material of said duct pieces is water: gypsum: 1, diatomite: 1.4: 0.1; the gypsum-based material of the ballast bed comprises the following components in percentage by mass: gypsum: 1, diatomite: 1.2: 0.1.

6. the subway tunnel track bed peel test device of claim 5, wherein said integral structure of said duct pieces is directly connected to the track bed by an adhesive, said adhesive being 45kPa as determined by 1/10 of the actual contact surface adhesive strength between the C50 concrete precast block and the C35 concrete precast block.