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主要介绍了现场实测得到的列车交会对融土路基的振动影响。铁道机车车辆的活动可能引起轨道上部结构的振动,并以噪声和振动的形式表现出来。列车荷载和速度的增加将会导致路基动态振动效应的显著增长。由于这种接触引起的铁路轨道不均匀残余变形累积强度的增加,不仅会影响路基,也会对建筑及构筑物结构产生影响。采用土工合成材料设计轨道上部结构的目的是为了减少振动的消极影响。根据现场研究的结果和分析研究,可以得到以下结论:在长列车通过期间,铁路路基土体的振动过程具有复杂的随机性,并在其全部3个组件中伴随有很强的低谐波和中谐波;交会列车在垂直平面上引起解冻路基的优先振动;与夏季相比,路基内部正融层和边界处湿度的存在导致了振动幅值平均增大1.5~2倍,在路基承载能力计算时,必须注意这部分显著增长的振动影响;与融化的土体相比,路基内部和外部的振动分布通过一个衰减不太激烈的相关性指数δ2进行描述;在距离轨道轴线5~7m的位置,振动幅值的阻尼在水平横向上的发生率为72%~84%;该研究首次发现,路堤处路基振动幅值的阻尼小于路堑处。
This paper mainly introduces the influence of train rendezvous on the vibration of subgrade when it is measured on site. Railway rolling stock activities may cause the vibration of the superstructure of the track, and in the form of noise and vibration manifested. The increase of train load and speed will lead to significant increase of dynamic vibration effect of subgrade. As a result of this contact, the accumulation of uneven residual deformation of railway tracks will not only affect the subgrade but also affect the structure of buildings and structures. The purpose of using geosynthetics to design the superstructure of the orbit is to reduce the negative effects of vibration. According to the results of field research and analysis, the following conclusions can be drawn: during the passing of a long train, the vibration process of railway subgrade soil is complicated with randomness and accompanied by strong low harmonics in all three components In the vertical plane, the preferential vibration of thawing subgrade was caused. Compared with the summer, the existence of humidity in the subgrade and the boundary layer caused the vibration amplitude to increase 1.5 ~ 2 times on average, In the calculation, attention must be paid to the significant increase of vibration in this part. Compared with the thawed soil, the vibration distribution inside and outside the subgrade is described by a less attenuated correlation exponent δ2. At the distance of 5 ~ 7m from the orbit axis The damping of the position and vibration amplitude is 72% -84% horizontally. The study for the first time found that the damping of the subgrade vibration amplitude at the embankment is smaller than that at the cutting site.