基于离心模型试验的路桥变形耦合特性数值模拟研究
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摘要
桥梁、隧道、涵洞和路基共同组成了线路的整体。当路基与刚性结构物接续时,因柔性路基填方与刚性结构物的刚度差异和两者在变形特性存在明显的不同,列车通过时极易产生线路不平顺性问题,尤其与路基和桥台连接处出现的病害最为严重和复杂,是整个线路最薄弱的环节,如何做好两者之间沉降均匀过渡一直是工程建设的难题。通过调研我们发现,以往进行过渡段问题的研究时多将路和桥两种不同的结构物分开来研究,并未对路、桥的整体性能进行综合的评价。因此,过渡段设计时缺乏统一的参数控制标准,导致了路桥间的“不连续”。本文在高速铁路不同结构物均匀过渡段技术措施的试验研究项目的支持下开展了松软土地基路桥过渡段离心模型试验。基于离心模型试验的成果进行了路桥变形耦合特性的三维数值仿真分析,主要得出以下结论：
(1)过渡段路基沉降与时间的关系曲线可以用S型成长的Weibull2模型预测。本文所建立的三维仿真模型来分析两种不同结构物相互作用特性的技术路线是可行的；
(2)饱和松软土地基强度较低,荷载加载时会产生很大的瞬时沉降,台顶会朝填土方向发生明显倾斜。在实际工程中针对松软土地基宜采取堆载预压等手段进行排水固结,待地基强度有所提高后再进行桥台施工和过渡段路基填筑,以减小地基的瞬时沉降量,以及台后路基填筑对桥台变形产生的不利影响；
(3)随地基处理程度的加强,距离台背不同位置处路基面沉降逐渐减小,但各断面敏感程度不同。离台背距离越近,路基面的沉降坡度越大。因此,建议过渡段地基处理宜采用变桩距或者变桩长法设计,重点加强近台背范围内的沉降控制；
(4)路桥交界处会存在差异沉降(台背错台),且差异沉降值随着过渡段地基桩间距的增大而增大,高速铁路对线路的平顺性要求较高,因此,有必要在桥头设置搭板将路桥交界处的台阶式跳跃沉降变成连续斜坡式沉降,达到消除或减弱桥头跳车的危害；
(5)过大的路基差异变形会影响线路结构刚度(路基后期刚度)的合理匹配问题；另一方面,桥台转角、倾斜方向和水平位移均与过渡段路基收敛沉降值大小有直接关联；综合考虑,建议台后过渡段路基的设计应增加收敛沉降值这一控制指标；
(6)为了协调过渡段路基和桥台的差异变形,在桥台沉降和承载力允许界限内,当桥台桩长在一定范围时,可以适当的加大桥台的沉降,达到减小桥面转角,以及路基面的坡差,从而经济合理的对路桥过渡段进行设计。
Subgrade, bridges, tunnels, culverts and other structures are linked together to form a whole line. When the train runs between the rigid bridge and soil embankment, it will easily cause the ride comfort problems because of stiffness and deformation properties differences between these two kinds of structures. The diseases occurred at the embankment and bridge connection are the most serious and complicated, it is the weakest link in the line. How to make the settlement between the bridge and embankment transit uniformly has been the most difficult railway construction problem. Through literature reviewing, we find that in the past bridge and approach would be considered as two different separate structures, the study focused on one aspect, and the overall performance of bridge and approach was not evaluated comprehensively. Therefore, road and bridge is discontinuous because of lacking of a unified design control parameter standards. In view of this, under the support of the transition technical measures project of the different structures in high-speed rail, the centrifuge model tests of bridge-approach were conducted. Based on the results of centrifuge model tests, numerical simulation of centrifuge model test on coupling characteristics of bridge-approach was completed. The conclusions are followed:
(1)The approach settlement versus time curve can be predicted by s-shaped growth Weibull2model. The created three-dimensional simulation model to analyze the interaction of two different structures characteristic of technology route is feasible;
(2)Because of low strength, great instantaneous settlement will be generated with abutment tilting toward the backfill. In soft ground for the actual project should take preloading consolidation and other means of drainage, after improving the foundation strength, the abutment and approach are constructed to reduce the instantaneous settlement of the foundation and abutments gradient.
(3)The bridge-approach settlement increases gradually with the increase of the center to center spacing of the piles. Farther away from abutment, smaller the approach settlement slope is. Therefore, transition section of the pile foundation treatment should adopt the design method of changing pile spacing or pile length, focus on strengthening settlement control close to the back of abutment;
(4)In the differential center to center spacing of the piles, there exists differential settlement at the abutment back, so the placement of approach slab is essential to transform the stepped settlement into continuous sloped deformation;
(5) Large differential deformation of embankment will affect the reasonable structural stiffness (the late subgrade stiffness) matching problem of the line; on the other hand, the abutment angle and tilt direction, the horizontal displacement are directly related to convergence settlement value of the transition sections subgrade; The convergent settlement of embankment at the distance of20meters from abutment is proposed;
(6)In order to coordinate the transition section differences in deformation of embankment and abutment, in the allowed range of abutment settlement, you can increase the bridge settlement appropriately, to reduce the slope of the bridge and subgrade surface slope, and make the design economic and reasonable.
(1)过渡段路基沉降与时间的关系曲线可以用S型成长的Weibull2模型预测。本文所建立的三维仿真模型来分析两种不同结构物相互作用特性的技术路线是可行的；
(2)饱和松软土地基强度较低,荷载加载时会产生很大的瞬时沉降,台顶会朝填土方向发生明显倾斜。在实际工程中针对松软土地基宜采取堆载预压等手段进行排水固结,待地基强度有所提高后再进行桥台施工和过渡段路基填筑,以减小地基的瞬时沉降量,以及台后路基填筑对桥台变形产生的不利影响；
(3)随地基处理程度的加强,距离台背不同位置处路基面沉降逐渐减小,但各断面敏感程度不同。离台背距离越近,路基面的沉降坡度越大。因此,建议过渡段地基处理宜采用变桩距或者变桩长法设计,重点加强近台背范围内的沉降控制；
(4)路桥交界处会存在差异沉降(台背错台),且差异沉降值随着过渡段地基桩间距的增大而增大,高速铁路对线路的平顺性要求较高,因此,有必要在桥头设置搭板将路桥交界处的台阶式跳跃沉降变成连续斜坡式沉降,达到消除或减弱桥头跳车的危害；
(5)过大的路基差异变形会影响线路结构刚度(路基后期刚度)的合理匹配问题；另一方面,桥台转角、倾斜方向和水平位移均与过渡段路基收敛沉降值大小有直接关联；综合考虑,建议台后过渡段路基的设计应增加收敛沉降值这一控制指标；
(6)为了协调过渡段路基和桥台的差异变形,在桥台沉降和承载力允许界限内,当桥台桩长在一定范围时,可以适当的加大桥台的沉降,达到减小桥面转角,以及路基面的坡差,从而经济合理的对路桥过渡段进行设计。
Subgrade, bridges, tunnels, culverts and other structures are linked together to form a whole line. When the train runs between the rigid bridge and soil embankment, it will easily cause the ride comfort problems because of stiffness and deformation properties differences between these two kinds of structures. The diseases occurred at the embankment and bridge connection are the most serious and complicated, it is the weakest link in the line. How to make the settlement between the bridge and embankment transit uniformly has been the most difficult railway construction problem. Through literature reviewing, we find that in the past bridge and approach would be considered as two different separate structures, the study focused on one aspect, and the overall performance of bridge and approach was not evaluated comprehensively. Therefore, road and bridge is discontinuous because of lacking of a unified design control parameter standards. In view of this, under the support of the transition technical measures project of the different structures in high-speed rail, the centrifuge model tests of bridge-approach were conducted. Based on the results of centrifuge model tests, numerical simulation of centrifuge model test on coupling characteristics of bridge-approach was completed. The conclusions are followed:
(1)The approach settlement versus time curve can be predicted by s-shaped growth Weibull2model. The created three-dimensional simulation model to analyze the interaction of two different structures characteristic of technology route is feasible;
(2)Because of low strength, great instantaneous settlement will be generated with abutment tilting toward the backfill. In soft ground for the actual project should take preloading consolidation and other means of drainage, after improving the foundation strength, the abutment and approach are constructed to reduce the instantaneous settlement of the foundation and abutments gradient.
(3)The bridge-approach settlement increases gradually with the increase of the center to center spacing of the piles. Farther away from abutment, smaller the approach settlement slope is. Therefore, transition section of the pile foundation treatment should adopt the design method of changing pile spacing or pile length, focus on strengthening settlement control close to the back of abutment;
(4)In the differential center to center spacing of the piles, there exists differential settlement at the abutment back, so the placement of approach slab is essential to transform the stepped settlement into continuous sloped deformation;
(5) Large differential deformation of embankment will affect the reasonable structural stiffness (the late subgrade stiffness) matching problem of the line; on the other hand, the abutment angle and tilt direction, the horizontal displacement are directly related to convergence settlement value of the transition sections subgrade; The convergent settlement of embankment at the distance of20meters from abutment is proposed;
(6)In order to coordinate the transition section differences in deformation of embankment and abutment, in the allowed range of abutment settlement, you can increase the bridge settlement appropriately, to reduce the slope of the bridge and subgrade surface slope, and make the design economic and reasonable.
引文
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