水泥改良膨胀土重载铁路路基填料的可靠性研究
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摘要
重载铁路路基相比普通铁路和高速铁路路基承受更大的动力荷载,对填料要求更为严格。新建蒙西至华中地区铁路煤运通道(简称蒙—华重载铁路)三荆段(三门峡—荆门)沿线分布大量膨胀土,拟采用水泥改良膨胀土作为该区段路基填料。鉴于目前中国尚无在膨胀土地区修建重载铁路的实践与案例,针对重载铁路水泥改良膨胀土路基填料可靠性研究相对偏弱。为此,首先结合室内动三轴试验,系统探索重载铁路基床底层及以下路堤结构范围内水泥掺量3%和5%改良膨胀土的临界动应力;然后借助现场试验测试路基实际动应力水平,对水泥掺量3%和5%改良膨胀土填料的可靠性进行评估。研究结果表明:基床底层水泥掺量5%改良膨胀土填料临界动应力范围148.8～233.1 kPa,大于该范围实测路基动应力水平<71.45 kPa;基床底层以下路堤掺量3%改良膨胀土填料临界动应力范围142.5～249.7 kPa,大于该范围实测路基动应力水平<25.25 kPa,说明水泥改良膨胀土用作蒙-华重载铁路路基填料动力可靠性满足要求。研究结果对探索重载铁路基床范围内动力水平及水泥掺量3%～5%改良膨胀土填料的可靠性评估具有重要理论意义。
The heavy-haul railway subgrade is subjected to greater dynamic loads than the ordinary railway and the high-speed railway, and the requirements for the packing are more stringent. A large amount of expansive soil is distributed along the Sanjing section(Sanmenxia-Jingmen) of the newly-built Mengxi-Huazhong Railway Coal Transportation Channel(referred to as the Meng-Hua Heavy-Haul Technologies), and cement-modified expansive soil is proposed as the subgrade filler for this section. In view of the fact that there is no practice or case of building heavy-haul railway in expansive soil areas in China, the reliability research on the modified subgrade filler for heavy haul technologies cement is relatively weak. To this end, firstly, combined with the indoor dynamic triaxial test, the system explores the critical dynamic stress of 3% and 5% modified expansive soil in the structure of the heavy-haul railway bed and below embankment structure; then test the subgrade by means of field vibration test. The actual dynamic stress level was evaluated for the reliability of the 3% and 5% modified expansive soil filler. The results show that the critical dynamic stress range of the 5% modified expansive soil filler is 148.8～233.1 kPa, which is greater than the range of the measured subgrade dynamic stress level <71.45 kPa; the embankment content below the bed bottom layer is 3% modified expansive soil filler. The critical dynamic stress range is 142.5～249.7 kPa, which is greater than the measured dynamic stress level of the roadbed <25.25 kPa, which indicates that the cement modified expansive soil is used as the dynamic reliability of the Meng-Hua Heavy Haul Technologies subgrade filler. The research results have important theoretical significance for exploring the dynamic level of the heavy-haul railway bed and the reliability of the expansive soil filler with 3%～5% cement content.
The heavy-haul railway subgrade is subjected to greater dynamic loads than the ordinary railway and the high-speed railway, and the requirements for the packing are more stringent. A large amount of expansive soil is distributed along the Sanjing section(Sanmenxia-Jingmen) of the newly-built Mengxi-Huazhong Railway Coal Transportation Channel(referred to as the Meng-Hua Heavy-Haul Technologies), and cement-modified expansive soil is proposed as the subgrade filler for this section. In view of the fact that there is no practice or case of building heavy-haul railway in expansive soil areas in China, the reliability research on the modified subgrade filler for heavy haul technologies cement is relatively weak. To this end, firstly, combined with the indoor dynamic triaxial test, the system explores the critical dynamic stress of 3% and 5% modified expansive soil in the structure of the heavy-haul railway bed and below embankment structure; then test the subgrade by means of field vibration test. The actual dynamic stress level was evaluated for the reliability of the 3% and 5% modified expansive soil filler. The results show that the critical dynamic stress range of the 5% modified expansive soil filler is 148.8～233.1 kPa, which is greater than the range of the measured subgrade dynamic stress level <71.45 kPa; the embankment content below the bed bottom layer is 3% modified expansive soil filler. The critical dynamic stress range is 142.5～249.7 kPa, which is greater than the measured dynamic stress level of the roadbed <25.25 kPa, which indicates that the cement modified expansive soil is used as the dynamic reliability of the Meng-Hua Heavy Haul Technologies subgrade filler. The research results have important theoretical significance for exploring the dynamic level of the heavy-haul railway bed and the reliability of the expansive soil filler with 3%～5% cement content.
引文
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[2] 张璇.基于全寿命周期的重载铁路建养一体化研究—以朔黄重载铁路建设养护为例[D].西安:长安大学,2015.
[3] 尹紫红,赵丰年,高雪.大轴重双线铁路路基结构动力学分析[J].铁道标准设计,2018,62(2):39-43.
[4] 邓伟.重载铁路路基动力响应及其参数影响研究[D].天津:河北工业大学,2015.
[5] 张驰易.重载铁路隧道内无砟轨道结构力学分析[D].成都:西南交通大学,2012.
[6] 董亮,张千里,蔡德钩,等.高速重载有砟轨道路基动变形特性的数值分析[J].中国铁道科学,2010(2):6-11.
[7] 曹刚,马云东.重载铁路路基基床结构动力分析[J].大连交通大学学报,2013(4):77-80.
[8] 王聪.巴准重载铁路高路堤行车振动反应与长期沉降分析[D].哈尔滨:哈尔滨工业大学,2013.
[9] 孙东泽,曾宪明.重载铁路路基基床动应力分布特征研究[J].铁道标准设计,2016,60(12):1-4.
[10] 刘晓红,杨果林,方薇.武广高铁无砟轨道路堑基床长期动力稳定性评价[J].中南大学学报(自然科学版),2011,42(5):1393-1398.
[11] 蒋关鲁,房立凤,王智猛,等.红层泥岩路基填料动强度和累积变形特性试验研究[J].岩土工程学报,2010,32(1):124-129.
[12] 冷伍明,刘文劼,周文权.振动荷载作用下重载铁路路基粗颗粒土填料临界动应力试验研究[J].振动与冲击,2015,34(16):25-30.
[13] 唐益群,黄雨,叶为民,等.地铁列车荷载作用下隧道周围土体的临界动应力比和动应变分析[J].岩石力学与工程学报,2003,22(9):1566-1570.
[14] 孙明智.改良土的临界动应力及动静比[J].路基工程,2004(2):30-32.
[15] 刘晓红.高速铁路无砟轨道红黏土路基动力稳定性研究[D].长沙:中南大学,2011.
[16] 吕文强.大轴重重载铁路路基基床结构设计方法及技术标准研究[D].成都:西南交通大学,2015.
[17] 肖世伟,雷长顺.重载铁路路基荷载特征和路基动力响应分析[J].铁道工程学报,2014(4):51-56.
[18] 聂如松,冷伍明,张家生,等.轨道-路基动力试验系统的研制与应用[J].铁道学报,2016,38(8):96-101.
[19] 陈乐求,陈俊桦,张家生.水泥改良泥质板岩土路基模型动力响应试验[J].中南大学学报(自然科学版),2017(8):2203-2209.
[20] 屈畅姿.高速铁路相邻过渡段路基动响应及长期动力稳定性研究[D].长沙:中南大学,2013.
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