基于数值模型应力提取的并线高铁沉降计算
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摘要
为研究复杂工况下的既有高铁沉降评估问题,避免数值模型参数难以确定以及理论分析相对简单的缺陷,采用数值仿真模型确定地基附加应力,应用分层总和法实现对既有并线高铁附加沉降的精准评价。研究中,具体分析影响数值仿真模型附加应力分布的多个因素,并基于数值仿真和Boussinesq理论对比,提出高铁路基数值仿真模型建立的一般准则。数值仿真分析中,可不考虑土体本构、模量、泊松比、层状地基等因素的影响,数值模型水平与深度边界应为1.5倍～2.0倍的路基底宽,地下水对附加应力分布影响较大,提取应力过程中统一不考虑地下水。工程验证中,以并行京沪高铁的某高铁站为分析对象,完成并线高铁的数值仿真分析和附加沉降评估,评估结果证明:应用基于数值仿真模型附加应力提取进行既有高铁附加沉降评估,在理论上和工程实践上均可行有效。
In order to evaluate the co-line high-speed railway settlement,and avoid the uncertainty of numerical model parameters as well as the limit of theoretical model,a new method is proposed with the additive stress obtained by numerical model and the settlement obtained by layer-summation theory.In this study,factors which influence the additive stress distribution are analyzed in detail,and the general rule for numerical model establishment is suggested.The soil constitutive model,modulus,Poisson ratio,layered soil and so on can be ignored in the numerical simulation analysis,and the vertical and horizontal model boundary should be 1.5～2.0 times of the railway base width.As the groundwater level influences the additive stress distribution significantly,it is more reasonable to ignore generally the groundwater effect.For engineering verification,a high-speed railway station on Beijing-Shanghai line is chosen,and the additive settlement evaluation is conducted accordingly.The results show that the proposed method is effective practically and theoretically.
In order to evaluate the co-line high-speed railway settlement,and avoid the uncertainty of numerical model parameters as well as the limit of theoretical model,a new method is proposed with the additive stress obtained by numerical model and the settlement obtained by layer-summation theory.In this study,factors which influence the additive stress distribution are analyzed in detail,and the general rule for numerical model establishment is suggested.The soil constitutive model,modulus,Poisson ratio,layered soil and so on can be ignored in the numerical simulation analysis,and the vertical and horizontal model boundary should be 1.5～2.0 times of the railway base width.As the groundwater level influences the additive stress distribution significantly,it is more reasonable to ignore generally the groundwater effect.For engineering verification,a high-speed railway station on Beijing-Shanghai line is chosen,and the additive settlement evaluation is conducted accordingly.The results show that the proposed method is effective practically and theoretically.
引文
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[2]孙宗磊,李悄.石济客专桥梁下穿京沪高铁沉降影响分析[J].铁道工程学报,2013,30(2):53-57.
[3]左珅,徐林荣.高速铁路建设对紧临既有线路基服役状态影响的动力测试分析与对策[J].铁道学报,2013,35(6):82-90.
[4]张万涛.高速铁路路基帮填沉降变形控制及监测技术应用探讨[J].铁道标准设计,2017,61(4):47-50.
[5]吴海刚,王宝军,郑永红,等.大规模采用泡沫轻质土处理软基设计方法探讨[J].铁道工程学报,2016,33(2):28-33.
[6]李国鹏.气泡混合轻质土在铁路软土路基中的应用[J].交通科技,2016(3):137-139.
[7]陈效星,朱洪伟.预应力管桩加固铁路多线路基的研究与实践[J].铁道工程学报,2015,32(10):22-27.
[8]王兴荣.客运专线路基帮宽工程的设计与实践[J].铁道标准设计,2014,58(1):38-41.
[9]胡润乾.某高速铁路路基帮宽段沉降控制方案研究[J].铁道标准设计,2017,61(5):58-61.
[10]阮雷,孙雪兵,申兴柱,等.新建盾构隧道施工对既有铁路路基的影响研究[J].铁道标准设计,2018,62(6):99-104.
[11]刘俊飞.既有铁路外侧堆土对路基沉降影响的估算[J].铁道标准设计,2014,58(S1):126-128.
[12]白楷,宁锐.某铁路路基邻近既有桥梁墩台时处理措施研究[J].铁道标准设计,2014,58(S1):119-121.
[13]马宁.软土地区临近运营高铁路基建筑基坑防护方案研究[J].铁道标准设计,2017,61(4):50-53,63.
[14]王淑敏.软土地区下穿运营高铁通道工程关键技术研究[J].铁道标准设计,2016,60(9):83-88.
[15]朱双厅,沈炜东,刘锦成,等.长沙地铁富水软弱地层盾构下穿京广铁路风险分析与控制研究[J].铁道标准设计,2014,58(6):102-107.
[16]谢淑润,胡明星.商合杭、京九客运专线引入阜阳铁路枢纽的方案探讨[J].铁道标准设计,2014,58(5):15-20.
[17]郭帅杰.基于桩帽尺寸调整的桩网复合地基沉降控制方法研究[J].铁道标准设计,2016,60(11):5-9.
[18]郭帅杰,宋绪国,罗强,等.基于荷载传递理论的刚性桩复合地基沉降计算[J].铁道工程学报,2015,32(10):44-50.
[19]董亮.侧向堆载引起既有铁路桥梁桩基沉降变形的有限元分析[J].铁道建筑,2017(5):7-9.
[20]朱正国,李兵兵,李文江,等.新建铁路隧道下穿既有铁路施工引起的地表沉降控制标准研究[J].中国铁道科学,2011,32(5):78-82.