高速铁路湿陷性黄土地基处理试验研究
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摘要
大厚度自重湿陷性黄土场地，泛指湿陷性黄土层厚度大于15m、自重湿陷性强烈的黄土场区。近些年来，随着我国湿陷性黄土地区基本建设事业的发展，建设用地日趋紧张，许多大型工程建设项目（郑西高速铁路是其中之一）不得不建在大厚度自重湿陷性黄土场地上。郑西高速铁路沿线长区段内连续分布的大厚度自重湿陷性黄土层、地层特征和物理力学性质与既有的认识有一定差距，地基的湿陷性危害极为严重，体现了我国湿陷性黄土分布的复杂性，给高速铁路建设带来很大的困难。现有成熟的湿陷性黄土地基处理方法一般只能消除基底下10~15m地基土的湿陷性，为使处理后的地基技术先进、经济合理，尚应研究行之有效的处理大厚度自重湿陷性黄土地基的新方法。
处理后的湿陷性黄土地基是一种典型的非饱和土。与饱和土相比，非饱和土工程特性更为复杂，但理论体系尚不十分完善，工程应用也有很大的局限性。尤其是受到试验条件的限制，我国对非饱和土的研究还处于起步阶段。非饱和土研究包括固结理论和强度理论两个重要组成部分，分别对应岩土体的变形和稳定。高速铁路的设计和施工，以沉降变形控制为先导，同时满足系统的强度和稳定性要求。为保证线路的安全性和平顺度，既有规范已经对高速铁路工后沉降做出了严格规定。因此对于处理后的湿陷性黄土地基非饱和土，根据自身特点建立合理的固结理论和适用可靠的计算方法非常重要。
孔内深层强夯法是在土桩挤密法和强夯技术的基础上演化而来的一种新型深层地基处理方法，在建筑基础、大型油罐基础等领域均有成功应用的先例，但对其理论研究远远落后于工程实践，特别是针对高速铁路大厚度自重湿陷性黄土场地的系统应用研究几近空白。
本文基于既有的非饱和土理论，以郑西高速铁路为工程背景，综合运用理论分析、数值仿真、现场试验和数理统计等手段，针对上述问题进行以下研究：
（1）对孔内深层强夯法的加固机理等进行研究，用圆筒扩张理论分析了孔内深层强夯法桩的挤密效应。确定合理的设计参数，经试桩施工及桩间土检测，证明该技术可以有效地消除大厚度自重湿陷性黄土场地的湿陷性，处理深度可达22m。
（2）对孔内深层强夯法的承载和变形特性进行研究，分析应用孔内深层强夯法处理高速铁路大厚度湿陷性黄土场地的可行性。试验研究结果表明：大厚度自重湿陷性黄土场地采用孔内深层强夯法加固后地基承载力大幅度提高，满足高速铁路路基地基承载力设计要求；当达到单桩复合地基基本承载力时，地基沉降量平均值、最大值远小于“高速铁路路基工后沉降量不超过15mm”的要求。
（3）对国内外具有代表性的非饱和土固结理论进行了深入分析，考虑到空气的扩散性和不易量测的难点，本文提出简化的非饱和土固结方程。
（4）运用简化的非饱和土固结方程进行非饱和土地基沉降计算分析。结合我国高速铁路路基工程的特点及存在的问题，研究非饱和土物理力学特性，重点对非饱和土的水土特征和变形特性进行研究；运用ABAQUS计算软件对孔内深层强夯法复合地基沉降变形和路基坡脚浸水进行数值分析，得出了与长期沉降和浸润观测相近的规律；概括既有的非饱和土研究成果，提出适用于孔内深层强夯法处理后的高速铁路大厚度自重湿陷性黄土地基沉降计算和分析的新思路，为优化设计参数提供了理论基础和计算方法。
（5）通过长期路基变形监测和侧方浸水试验研究，分析应用孔内深层强夯法处理大厚度自重湿陷性黄土复合地基的变形特性，验证非饱和土地基沉降计算方法和工后沉降预测方法的正确性，检验地基加固效果。
长期沉降观测试验结果表明：路堤的沉降主要体现为地基沉降，而地基沉降主要体现为下卧层沉降。恒载预压258天后路堤总沉降量、地基处理深度处的沉降量已趋于稳定，工后沉降为0.2mm，满足高速铁路路基工后沉降不大于15mm的要求。
三点法能较好的反映沉降变形的发展趋势，曲线回归相关系数较高，预测误差较小，对数据异常变化的敏感性强，能及时发现沉降变形趋势存在问题的断面，建议对于高速铁路路基沉降变形预测而言，作为最优方法予以推荐采用；在此基础上，提出了采用三点法为主、双曲线法对比验证分析、Asoaka法作为辅助方法的高速铁路沉降变形预测建议分析操作程序。
浸水试验结果表明：湿陷性黄土地基经孔内深层强夯法加固处理后，其加固范围内的黄土湿陷性已消除，受水的浸润影响小，长期浸水后地基的增湿变形将发生在加固深度范围以下。路基外侧未加固区浸水后浸润角为38。~42。，距路基坡脚20m范围内不宜建鱼塘、水池等永久性积水设施；路基坡脚附近降雨或其它原因形成积水的时间不应大于20d。
（6）对水泥改良黄土加固机理进行研究。研究结果表明：随击实延迟时间的增长水泥改良黄土最大干密度降低而最优含水率增加；建议施工过程中应提高施工效率，尽可能在水泥初凝前碾压完；根据现场碾压延迟时间，确定室内击实延迟时间，用相应的最大干密度去控制压实标准，较为科学合理。此项研究成果已为修订《铁路工程土工试验规程》（TB10102-2004）“化学改良土试验”部分条款提供了试验及理论依据。
The big thickness dead weight collapsible loess refers to loess worksite with thicknessover15m and heavy dead weight collapsibility. In recent years, the capital constructions oncollapsible loess area are developing and lots of large engineering construction projects haveto be built on thick dead weight collapsible loess worksite, which makes the foundationtreatment getting more and more difficult. The mature foundation treatment of collapsibleloess can only eliminate the collapsibility of foundation soil under foundation bottom with10-15m in depth. The new foundation treatment method of thick dead weight collapsible loessshould be studied so as to get technically advanced and cost-effective foundation treatment.
The collapsible loess that has been treated is typical unsaturated soil. Compared to thesaturated soil, the unsaturated soil has more complicated engineering properties. However, thetheoretical system is not complete that limits the engineering application in practice. Thestudy on unsaturated soil is on initial stage due to restriction on test conditions. The study onunsaturated soil consists of consolidation theory and strength theory that relate to deformationand stability of rock respectively.
In the design and construction of passenger-dedicated railway line, control of settlementdeformation is the dominate factor and it should meet strength and stability requirements. Inorder to ensure safety and smoothness of line, post-construction settlement is strictlyprescribed in the specification, so it is important to establish rational consolidation theory andapplicable calculation method for collapsible loess foundation after being treated.
The Down-hole Dynamic Compaction is a new foundation treatment method based onpile compaction method and dynamic compaction technology. This method is appliedsuccessfully in construction foundation and large oil tank foundation. However, the theorystudy of the down-hole dynamic compaction is behind of engineering application, especiallyin the application of big thickness dead weight collapsible loess.
Based on existing theory of unsaturated soil, this paper cites the Zhengzhou-Xi’anpassenger dedicated line as the engineering example to conduct the following studies bymeans of theory analysis, numerical simulation, site test and mathematical statistics:
(1) Study on consolidation mechanism of down-hole dynamic compaction. The cylinderexpansion theory is used to analyze compaction effect of down-hole dynamic compaction.The design parameters are defined and construction of test pile and inspection of soil betweenpiles showed that the technology can eliminate effectively the collapsibility of big thickness dead weight collapsible loess with the depth of22m.
(2) Study on load bearing and deformation properties of down-hole dynamic compactionand analyze the possibility to treat passenger-dedicated line on big thickness dead weightcollapsible loess by down-hole dynamic compaction. The test results turned out that the loadbearing of big thickness dead weight collapsible loess foundation treated by down-holedynamic compaction is improved substantially and meets the design requirement of loadbearing of foundation for passenger-dedicated line. When basic load bearing of singlecomposite foundation is reached, the average value and maximum value of foundationsettlement is smaller than the requirement of “post-construction settlement ofpassenger-dedicated line subgrade not exceeding15mm”.
(3) Analyze the foreign compaction theory of typical unsaturated soil. Considering of airdiffusion and difficulty in measuring, this paper put forward the simplified unsaturatedcompaction formula.
(4) Calculate the unsaturated soil foundation settlement by simplified unsaturated soilcompaction formula. In consideration of characteristics and problems in subgrade engineeringof passenger-dedicated line in China, the physical mechanics of unsaturated soil is studied,especially in unsaturated soil and water characteristics and deformation properties. TheABAQUS software is used to make numerical analysis on down-hole dynamic compactioncomposite foundation settlement deformation and soaking in subgrade slope so as to obtainedsimilar rule of long term settlement and soaking observation. This paper summarizes theexisting unsaturated soil study achievements and put forward the foundation settlementcalculation method and new analysis method of big thickness dead weight collapsible loess onpassenger-dedicated line so as to provide the theoretical basis and calculation method foroptimizing design parameters.
(5) Long term supervision and subgrade lateral immersion test have been made so as toanalyze the deformation properties of big thickness dead weight collapsible loess compositefoundation treated by down-hole dynamic compaction method, verify the settlementcalculation method of unsaturated soil foundation and post-construction settlementpredication method and exam the foundation consolidation effect.
The long term settlement observation test turned out that embankment settlement ismainly reflected by subgrade settlement which is reflected by underlying stratum settlement.The total settlement and settlement in depth of foundation treated tend to be stable after258days constant preloading. The post-construction settlement is0.2mm that satisfied therequirement of pos-construction settlement not exceeding15mm for passenger-dedicated line.
Three-points method reflect the development tendency of settlement deformation withhigh correlation coefficient of curve regression, small prediction error and strong sensitivityon abnormal data variation so that the cross-section with the settlement deformation tendencycan be found timely. The aforesaid method is proposed as the optimized method of subgradesettlement deformation predication for passenger-dedicated line. Based on this method, it isproposed take three-point method as priority and use hyperbolic contrast analysis and Asoakaas the auxiliary method to conduct passenger-dedicated line settlement analysis.
The immersion test shows: after being treated by down-hole dynamic compaction, thecollapsibility of collapsible soil foundation at the consolidated area is eliminated. Theimmersion has minor effect on the foundation. The deformation of foundation immersed inlong term is within the consolidation depth. The immersed angle outside the subgrade withoutconsolidation is38~42. Therefore, it should not build permanent water-logged facilities suchas fish pond and water pool within the area20m away from subgrade slope. The time of waterponding at the subgrade slope caused by rain fall or other reasons should not be longer than20days.
(6) Study on consolidation mechanism of cement improved loess. The study shows: thelonger of compaction delay, the maximum dry density of cement improved loess, the more ofoptimum water content ratio is increasing. It is suggested that the construction efficiencyshould be improved and complete the rolling compaction before initial setting of cement. Theindoor compaction delay time is defined according to rolling compaction delay time onworksite. It is rational to control compaction standard through the maximum dry density. Thestudy results will provide test and theoretical basis for complete “Geotechnique Test Code ofRailway Engineering”(TB10102-2004).
处理后的湿陷性黄土地基是一种典型的非饱和土。与饱和土相比，非饱和土工程特性更为复杂，但理论体系尚不十分完善，工程应用也有很大的局限性。尤其是受到试验条件的限制，我国对非饱和土的研究还处于起步阶段。非饱和土研究包括固结理论和强度理论两个重要组成部分，分别对应岩土体的变形和稳定。高速铁路的设计和施工，以沉降变形控制为先导，同时满足系统的强度和稳定性要求。为保证线路的安全性和平顺度，既有规范已经对高速铁路工后沉降做出了严格规定。因此对于处理后的湿陷性黄土地基非饱和土，根据自身特点建立合理的固结理论和适用可靠的计算方法非常重要。
孔内深层强夯法是在土桩挤密法和强夯技术的基础上演化而来的一种新型深层地基处理方法，在建筑基础、大型油罐基础等领域均有成功应用的先例，但对其理论研究远远落后于工程实践，特别是针对高速铁路大厚度自重湿陷性黄土场地的系统应用研究几近空白。
本文基于既有的非饱和土理论，以郑西高速铁路为工程背景，综合运用理论分析、数值仿真、现场试验和数理统计等手段，针对上述问题进行以下研究：
（1）对孔内深层强夯法的加固机理等进行研究，用圆筒扩张理论分析了孔内深层强夯法桩的挤密效应。确定合理的设计参数，经试桩施工及桩间土检测，证明该技术可以有效地消除大厚度自重湿陷性黄土场地的湿陷性，处理深度可达22m。
（2）对孔内深层强夯法的承载和变形特性进行研究，分析应用孔内深层强夯法处理高速铁路大厚度湿陷性黄土场地的可行性。试验研究结果表明：大厚度自重湿陷性黄土场地采用孔内深层强夯法加固后地基承载力大幅度提高，满足高速铁路路基地基承载力设计要求；当达到单桩复合地基基本承载力时，地基沉降量平均值、最大值远小于“高速铁路路基工后沉降量不超过15mm”的要求。
（3）对国内外具有代表性的非饱和土固结理论进行了深入分析，考虑到空气的扩散性和不易量测的难点，本文提出简化的非饱和土固结方程。
（4）运用简化的非饱和土固结方程进行非饱和土地基沉降计算分析。结合我国高速铁路路基工程的特点及存在的问题，研究非饱和土物理力学特性，重点对非饱和土的水土特征和变形特性进行研究；运用ABAQUS计算软件对孔内深层强夯法复合地基沉降变形和路基坡脚浸水进行数值分析，得出了与长期沉降和浸润观测相近的规律；概括既有的非饱和土研究成果，提出适用于孔内深层强夯法处理后的高速铁路大厚度自重湿陷性黄土地基沉降计算和分析的新思路，为优化设计参数提供了理论基础和计算方法。
（5）通过长期路基变形监测和侧方浸水试验研究，分析应用孔内深层强夯法处理大厚度自重湿陷性黄土复合地基的变形特性，验证非饱和土地基沉降计算方法和工后沉降预测方法的正确性，检验地基加固效果。
长期沉降观测试验结果表明：路堤的沉降主要体现为地基沉降，而地基沉降主要体现为下卧层沉降。恒载预压258天后路堤总沉降量、地基处理深度处的沉降量已趋于稳定，工后沉降为0.2mm，满足高速铁路路基工后沉降不大于15mm的要求。
三点法能较好的反映沉降变形的发展趋势，曲线回归相关系数较高，预测误差较小，对数据异常变化的敏感性强，能及时发现沉降变形趋势存在问题的断面，建议对于高速铁路路基沉降变形预测而言，作为最优方法予以推荐采用；在此基础上，提出了采用三点法为主、双曲线法对比验证分析、Asoaka法作为辅助方法的高速铁路沉降变形预测建议分析操作程序。
浸水试验结果表明：湿陷性黄土地基经孔内深层强夯法加固处理后，其加固范围内的黄土湿陷性已消除，受水的浸润影响小，长期浸水后地基的增湿变形将发生在加固深度范围以下。路基外侧未加固区浸水后浸润角为38。~42。，距路基坡脚20m范围内不宜建鱼塘、水池等永久性积水设施；路基坡脚附近降雨或其它原因形成积水的时间不应大于20d。
（6）对水泥改良黄土加固机理进行研究。研究结果表明：随击实延迟时间的增长水泥改良黄土最大干密度降低而最优含水率增加；建议施工过程中应提高施工效率，尽可能在水泥初凝前碾压完；根据现场碾压延迟时间，确定室内击实延迟时间，用相应的最大干密度去控制压实标准，较为科学合理。此项研究成果已为修订《铁路工程土工试验规程》（TB10102-2004）“化学改良土试验”部分条款提供了试验及理论依据。
The big thickness dead weight collapsible loess refers to loess worksite with thicknessover15m and heavy dead weight collapsibility. In recent years, the capital constructions oncollapsible loess area are developing and lots of large engineering construction projects haveto be built on thick dead weight collapsible loess worksite, which makes the foundationtreatment getting more and more difficult. The mature foundation treatment of collapsibleloess can only eliminate the collapsibility of foundation soil under foundation bottom with10-15m in depth. The new foundation treatment method of thick dead weight collapsible loessshould be studied so as to get technically advanced and cost-effective foundation treatment.
The collapsible loess that has been treated is typical unsaturated soil. Compared to thesaturated soil, the unsaturated soil has more complicated engineering properties. However, thetheoretical system is not complete that limits the engineering application in practice. Thestudy on unsaturated soil is on initial stage due to restriction on test conditions. The study onunsaturated soil consists of consolidation theory and strength theory that relate to deformationand stability of rock respectively.
In the design and construction of passenger-dedicated railway line, control of settlementdeformation is the dominate factor and it should meet strength and stability requirements. Inorder to ensure safety and smoothness of line, post-construction settlement is strictlyprescribed in the specification, so it is important to establish rational consolidation theory andapplicable calculation method for collapsible loess foundation after being treated.
The Down-hole Dynamic Compaction is a new foundation treatment method based onpile compaction method and dynamic compaction technology. This method is appliedsuccessfully in construction foundation and large oil tank foundation. However, the theorystudy of the down-hole dynamic compaction is behind of engineering application, especiallyin the application of big thickness dead weight collapsible loess.
Based on existing theory of unsaturated soil, this paper cites the Zhengzhou-Xi’anpassenger dedicated line as the engineering example to conduct the following studies bymeans of theory analysis, numerical simulation, site test and mathematical statistics:
(1) Study on consolidation mechanism of down-hole dynamic compaction. The cylinderexpansion theory is used to analyze compaction effect of down-hole dynamic compaction.The design parameters are defined and construction of test pile and inspection of soil betweenpiles showed that the technology can eliminate effectively the collapsibility of big thickness dead weight collapsible loess with the depth of22m.
(2) Study on load bearing and deformation properties of down-hole dynamic compactionand analyze the possibility to treat passenger-dedicated line on big thickness dead weightcollapsible loess by down-hole dynamic compaction. The test results turned out that the loadbearing of big thickness dead weight collapsible loess foundation treated by down-holedynamic compaction is improved substantially and meets the design requirement of loadbearing of foundation for passenger-dedicated line. When basic load bearing of singlecomposite foundation is reached, the average value and maximum value of foundationsettlement is smaller than the requirement of “post-construction settlement ofpassenger-dedicated line subgrade not exceeding15mm”.
(3) Analyze the foreign compaction theory of typical unsaturated soil. Considering of airdiffusion and difficulty in measuring, this paper put forward the simplified unsaturatedcompaction formula.
(4) Calculate the unsaturated soil foundation settlement by simplified unsaturated soilcompaction formula. In consideration of characteristics and problems in subgrade engineeringof passenger-dedicated line in China, the physical mechanics of unsaturated soil is studied,especially in unsaturated soil and water characteristics and deformation properties. TheABAQUS software is used to make numerical analysis on down-hole dynamic compactioncomposite foundation settlement deformation and soaking in subgrade slope so as to obtainedsimilar rule of long term settlement and soaking observation. This paper summarizes theexisting unsaturated soil study achievements and put forward the foundation settlementcalculation method and new analysis method of big thickness dead weight collapsible loess onpassenger-dedicated line so as to provide the theoretical basis and calculation method foroptimizing design parameters.
(5) Long term supervision and subgrade lateral immersion test have been made so as toanalyze the deformation properties of big thickness dead weight collapsible loess compositefoundation treated by down-hole dynamic compaction method, verify the settlementcalculation method of unsaturated soil foundation and post-construction settlementpredication method and exam the foundation consolidation effect.
The long term settlement observation test turned out that embankment settlement ismainly reflected by subgrade settlement which is reflected by underlying stratum settlement.The total settlement and settlement in depth of foundation treated tend to be stable after258days constant preloading. The post-construction settlement is0.2mm that satisfied therequirement of pos-construction settlement not exceeding15mm for passenger-dedicated line.
Three-points method reflect the development tendency of settlement deformation withhigh correlation coefficient of curve regression, small prediction error and strong sensitivityon abnormal data variation so that the cross-section with the settlement deformation tendencycan be found timely. The aforesaid method is proposed as the optimized method of subgradesettlement deformation predication for passenger-dedicated line. Based on this method, it isproposed take three-point method as priority and use hyperbolic contrast analysis and Asoakaas the auxiliary method to conduct passenger-dedicated line settlement analysis.
The immersion test shows: after being treated by down-hole dynamic compaction, thecollapsibility of collapsible soil foundation at the consolidated area is eliminated. Theimmersion has minor effect on the foundation. The deformation of foundation immersed inlong term is within the consolidation depth. The immersed angle outside the subgrade withoutconsolidation is38~42. Therefore, it should not build permanent water-logged facilities suchas fish pond and water pool within the area20m away from subgrade slope. The time of waterponding at the subgrade slope caused by rain fall or other reasons should not be longer than20days.
(6) Study on consolidation mechanism of cement improved loess. The study shows: thelonger of compaction delay, the maximum dry density of cement improved loess, the more ofoptimum water content ratio is increasing. It is suggested that the construction efficiencyshould be improved and complete the rolling compaction before initial setting of cement. Theindoor compaction delay time is defined according to rolling compaction delay time onworksite. It is rational to control compaction standard through the maximum dry density. Thestudy results will provide test and theoretical basis for complete “Geotechnique Test Code ofRailway Engineering”(TB10102-2004).
引文
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