真空—堆载联合预压加固软土地基理论与试验研究
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摘要
自2004年以来,我国高速铁路的建设进入高峰期,全国同时开工兴建了多条高速铁路。这些高速铁路设计时速一般在250km/h以上,对路基要求高,然而有相当数量的高速铁路分布在软土含量较高的地区,尤其是东南沿海地区,软土所占的比例更加高。为了提高软土地区铁路的承载力及运行的稳定性、安全性,这些软土需要进行特别处理。真空预压法和真空-堆载联合预压法由于在造价、效果、环保,特别是工期等方面比传统的软土路基处理方法具有更大的优越性,因此被广泛应用于港口、码头、民用建筑、机场跑道、高速铁路和高速公路等工程建设中。由于目前对于真空-堆载联合预压的机理认识不足,还亟需进一步的工作以探明机理,提高设计和施工水平。
本文在前人的工作基础上,依托某高速铁路路基的真空-堆载联合预压的试验段,通过对室内试验和现场试验数据进行理论及数值的分析,针对目前真空-堆载联合预压中的部分问题进行了研究讨论：
(1)开发研制了一种新型的(W-1型)渗透系数测试仪(发明专利号：ZL200510031317.21,这种仪器能够反映真空负压对土的渗透系数的影响,并利用这种仪器,对现场不同的原状土进行了渗透系数的测量试验,发现了抽真空和压缩量对渗透系数影响的规律并分析其机理。试验中发现渗透系数随着压缩量的增大而逐渐减小,最后趋于稳定,利用Flac5.0软件计算得出,沉降速率随着历时的延长而受到渗透系数的影响逐渐增大,当固结相同沉降量所对应的变渗透系数固结用时大约是不变渗透系数固结用时的1.5倍时,沉降速率变化达到最大,随后沉降速率受渗透系数变化的影响又逐渐变小。
(2)通过某试验段的现场试验,统计了沉降速率、沉降分布、孔隙水压力分布等数据,发现沉降速率达到52.2mm/d,远大于规定的10mm/d,没有出现失稳问题；真空预压和堆载联合预压时沿路基横断面的沉降的表现形式是不同的,真空预压时路基呈均匀沉降,真空-堆载联合预压时路基呈盆状；孔隙水压力等压线的分布基本符合抽水井的原理,呈漏斗形,随着地下水的抽出,加固区外离坡脚22.3m处地下水位下降了5.2m；虽然塑料排水板的深度有约18.5m,但塑料排水板深度范围内的土层都有显著的压缩。
(3)利用非饱和土理论,分析真空-堆载联合预压加固地基地下水位变化规律,发现在其加固过程中零压线是下降的,而地下水位则依据不同的因素既有可能下降,也有可能上升或是不变；利用灰色理论基于现场试验数据进行了现场地基沉降的沿深度方向分布的预测,发现土的分层的情况对灰色理论的预测精度有影响。
(4)利用ABAQUS有限元软件建立了真空-堆载联合预压模型,进行了土体本构关系比选,分析发现采用修正剑桥模型的计算结果与实际情况较为符合,特别是整体沉降的结果一致性较高,孔隙水压力随加载阶段的变化趋势与实测是基本一致的。
Since 2004, high-speed railways were developing rapidly in China, about a few high-speed railways were constructing and these design speed all above 250km/h, so subgrade should bearing more loads and be steadier than conventional railways'subgrade. However, considerable number of high-speed railways were located in where had many soft soil particularly in southeast of China the distribution ratio was higher. In order to ensure bearing capacity and stability of railway which roadbed constructed on soft soil foundation, it should been reinforced. Because of more superiority than other foundation treatment methods in the areas of cost, effects, environmental and duration, vacuum preloading method and vacuum combined surcharge preloading method have widely used in construction of port, terminal, civil, runway, high-speed railway and highway and so on. Further work should been done to clarify mechanism of vacuum combined surcharge preloading method, so that will improve design and construction level.
In this paper, based on previous works, and relying the test section on a high-speed railway embankment, studies and analyses were conducted on mechanism of vacuum combined surcharge preloading method according to laboratory test, in-site test, theory analysis and numerical analysis. Main works in this paper were:
(1) A kind of new equipment was developed to measure permeability coefficient under load of vacuum. According to many permeability tests in laboratory by permeability coefficient measuring instrument developed by our self, laws about influence on permeability by vacuum and soil compression were analyzed. It was discovered that permeability permeability change with soil compression and eventually stabilized. Change of permeability coefficient had observably decrease with settlement velocity which proved by computation of Flac5.0, and consolidation time with constant permeability coefficient is 1.5 times to that with changed permeability coefficient at the same consolidation magnitude, after that the influence of settlement velocity reduced with change of permeability coefficient.
(2)According to in-site test, laws of settlement rate, settlement distribution, pore water pressure distribution etc. were analyzed. More significant phenomenons were:Although settlement rate reach to 52.2mm/d that was greater than lOmm/d in specification, but instability was not appearing. The settlement forms was different between vacuum preloading and vacuum combined surcharge preloading, under vacuum preloading settlement was uniform but under vacuum combined surcharge preloading settlement form was like bottom of pot. Distribution of pore water pressure isobar was like a funnel and it broadly in line with the principle of pumping wells, groundwater level dropped by 5.2m in where was 22.3m from bottom of slope as the groundwater has been drawn. Although depth of PVD was 18.5m, but in the range soil layer was all significantly compression.
(3)Using unsaturated soil mechanics, changes of groundwater level was analyzed in vacuum combined surcharge preloading method, zero line of pore water pressure was descend,but groundwater level could descend, ascend or steadness with different factors. Forecast about layer settlement of roadbase was conduct by Grey Relation Analysis. And it was found that delamination configuration of soil had influence on forecast precision.
(4)According to FEM analysis with ABAQUS, Constitutive relation for the soil was compared, it was discovered that using modified Cambridge model, plastic deformation could satisfied with compuding needs. The settlement results closed to in-site test, and change of pore water pressure basically fitted the distribution as in-site test.
本文在前人的工作基础上,依托某高速铁路路基的真空-堆载联合预压的试验段,通过对室内试验和现场试验数据进行理论及数值的分析,针对目前真空-堆载联合预压中的部分问题进行了研究讨论：
(1)开发研制了一种新型的(W-1型)渗透系数测试仪(发明专利号：ZL200510031317.21,这种仪器能够反映真空负压对土的渗透系数的影响,并利用这种仪器,对现场不同的原状土进行了渗透系数的测量试验,发现了抽真空和压缩量对渗透系数影响的规律并分析其机理。试验中发现渗透系数随着压缩量的增大而逐渐减小,最后趋于稳定,利用Flac5.0软件计算得出,沉降速率随着历时的延长而受到渗透系数的影响逐渐增大,当固结相同沉降量所对应的变渗透系数固结用时大约是不变渗透系数固结用时的1.5倍时,沉降速率变化达到最大,随后沉降速率受渗透系数变化的影响又逐渐变小。
(2)通过某试验段的现场试验,统计了沉降速率、沉降分布、孔隙水压力分布等数据,发现沉降速率达到52.2mm/d,远大于规定的10mm/d,没有出现失稳问题；真空预压和堆载联合预压时沿路基横断面的沉降的表现形式是不同的,真空预压时路基呈均匀沉降,真空-堆载联合预压时路基呈盆状；孔隙水压力等压线的分布基本符合抽水井的原理,呈漏斗形,随着地下水的抽出,加固区外离坡脚22.3m处地下水位下降了5.2m；虽然塑料排水板的深度有约18.5m,但塑料排水板深度范围内的土层都有显著的压缩。
(3)利用非饱和土理论,分析真空-堆载联合预压加固地基地下水位变化规律,发现在其加固过程中零压线是下降的,而地下水位则依据不同的因素既有可能下降,也有可能上升或是不变；利用灰色理论基于现场试验数据进行了现场地基沉降的沿深度方向分布的预测,发现土的分层的情况对灰色理论的预测精度有影响。
(4)利用ABAQUS有限元软件建立了真空-堆载联合预压模型,进行了土体本构关系比选,分析发现采用修正剑桥模型的计算结果与实际情况较为符合,特别是整体沉降的结果一致性较高,孔隙水压力随加载阶段的变化趋势与实测是基本一致的。
Since 2004, high-speed railways were developing rapidly in China, about a few high-speed railways were constructing and these design speed all above 250km/h, so subgrade should bearing more loads and be steadier than conventional railways'subgrade. However, considerable number of high-speed railways were located in where had many soft soil particularly in southeast of China the distribution ratio was higher. In order to ensure bearing capacity and stability of railway which roadbed constructed on soft soil foundation, it should been reinforced. Because of more superiority than other foundation treatment methods in the areas of cost, effects, environmental and duration, vacuum preloading method and vacuum combined surcharge preloading method have widely used in construction of port, terminal, civil, runway, high-speed railway and highway and so on. Further work should been done to clarify mechanism of vacuum combined surcharge preloading method, so that will improve design and construction level.
In this paper, based on previous works, and relying the test section on a high-speed railway embankment, studies and analyses were conducted on mechanism of vacuum combined surcharge preloading method according to laboratory test, in-site test, theory analysis and numerical analysis. Main works in this paper were:
(1) A kind of new equipment was developed to measure permeability coefficient under load of vacuum. According to many permeability tests in laboratory by permeability coefficient measuring instrument developed by our self, laws about influence on permeability by vacuum and soil compression were analyzed. It was discovered that permeability permeability change with soil compression and eventually stabilized. Change of permeability coefficient had observably decrease with settlement velocity which proved by computation of Flac5.0, and consolidation time with constant permeability coefficient is 1.5 times to that with changed permeability coefficient at the same consolidation magnitude, after that the influence of settlement velocity reduced with change of permeability coefficient.
(2)According to in-site test, laws of settlement rate, settlement distribution, pore water pressure distribution etc. were analyzed. More significant phenomenons were:Although settlement rate reach to 52.2mm/d that was greater than lOmm/d in specification, but instability was not appearing. The settlement forms was different between vacuum preloading and vacuum combined surcharge preloading, under vacuum preloading settlement was uniform but under vacuum combined surcharge preloading settlement form was like bottom of pot. Distribution of pore water pressure isobar was like a funnel and it broadly in line with the principle of pumping wells, groundwater level dropped by 5.2m in where was 22.3m from bottom of slope as the groundwater has been drawn. Although depth of PVD was 18.5m, but in the range soil layer was all significantly compression.
(3)Using unsaturated soil mechanics, changes of groundwater level was analyzed in vacuum combined surcharge preloading method, zero line of pore water pressure was descend,but groundwater level could descend, ascend or steadness with different factors. Forecast about layer settlement of roadbase was conduct by Grey Relation Analysis. And it was found that delamination configuration of soil had influence on forecast precision.
(4)According to FEM analysis with ABAQUS, Constitutive relation for the soil was compared, it was discovered that using modified Cambridge model, plastic deformation could satisfied with compuding needs. The settlement results closed to in-site test, and change of pore water pressure basically fitted the distribution as in-site test.
引文
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