基于TQI与沉降关联性分析的高铁路基服役状态监测机制
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1.中南林业科技大学 土木工程学院;2.中国铁路设计集团有限公司

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国家自然科学基金(No. 41272376;No. 51908562);高速铁路基础研究联合基金(U1134207);铁道部专项项目(No. 2011G017-C)


Service Status Monitoring Mechanism of High-speed Railway Subgrade Based on Correlation Analysis of Track Quality Index (TQI) and Settlement
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1.School of Civil Engineering,Central South University of Forestry and Technology;2.China Railway Design Group Co,Ltd

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    摘要:

    高铁路基状态监测目前多依赖于轨检车,缺陷在于其检测结果轨道质量指数(TQI)由标准差得出,仅具有表明路基轨道几何状态差异的统计学意义,无法反映高铁路基服役状态优劣及病害程度。依托沪宁城际铁路,基于轨道动检常规检测结果,结合现场沉降观测数据,分析TQI异常与工后沉降超限的关联性,并以地质雷达、波速仪等下部结构探查为验证,开展高铁路基服役状态监测机制研究。结果表明:TQI异常与沉降超限无互相包含关系,且极大值区段互不对应;沉降超限与临超限区段的TQI超限率分别为66.67%与46.15%,而TQI超限区段的沉降超限率仅13.64%;对比TQI超限频次与幅度,沉降超限与频次的相关性更大;经地质雷达扫描与波速仪探测,当路基下部存在空洞或水力通道时,在TQI与沉降超限区段有路基病害发育。该研究在以轨检车为常规手段的基础上,形成了“TQI+沉降值+下部扫描”比对筛查机制,比侧重TQI的判定方法更符合工程实际,可为提升路基服役状态监测的有效性及合理判定路基病害提供理论依据。

    Abstract:

    The current subgrade status monitoring for high-speed railway is mainly relied on track inspection car, and its testing data TQI (track quality index) is calculated by standard deviation. However, the flaw of this method is TQI data could only indicate the geometric status differences between the track and subgrade in the statistical scale, which couldn’t reflect the subgrade service status or the severity of the subgrade defects. Thus, supported by Shanghai-Nanjing intercity high-speed railway, on the basis of routine track inspection car, and combined with in-situ settlement observation data, the comparison between TQI and post construction settlement was conducted, aiming at revealing the correlation of their overruns value. Moreover, by verification from the detection of geological radar and wave velocity survey for subgrade defects, the studies on monitoring mechanism of subgrade service status were carried out. The testing data and analysis concluded as follows: there was no inclusion relation between the overruns of TQI and settlement, with no corresponds to respective maximum either. The TQI abnormality ratio in the settlement overrun and critical-overrun sections was 66.67% and 46.15% respectively, while the settlement overrun ratio in the TQI overrun sections was only 13.64%. Compared with the frequency and range of TQI overruns, the settlement overrun is more relevant to the frequency. Through the geological radar scanning and wave velocity detection in the testing sections, the subgrade defects were discovered with the existence of under structural cavities and hydraulic power channels. Beyond conventional track inspection car method, this study is a new approach for the comparison and filtration mechanism by organically aggregating TQI, settlement and under scanning, which is more consistent with the practical engineering status compared to the previous TQI oriented assessment method. This integrated mechanism would effectively facilitate the validity of the high-speed railway subgrade service status monitoring and provide theoretical foundation for the credible judgment of subgrade defects.

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  • 收稿日期:2019-11-04
  • 最后修改日期:2020-04-09
  • 录用日期:2020-04-20
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