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Article(id=1149741820009169855, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1149741815273800564, articleNumber=1003-3033(2024)01-0187-06, orderNo=null, doi=10.16265/j.cnki.issn1003-3033.2024.01.2363, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1686412800000, receivedDateStr=2023-06-11, revisedDate=1694707200000, revisedDateStr=2023-09-15, acceptedDate=null, acceptedDateStr=null, onlineDate=1752049411059, onlineDateStr=2025-07-09, pubDate=1706371200000, pubDateStr=2024-01-28, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1752049411059, onlineIssueDateStr=2025-07-09, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1752049411059, creator=13701087609, updateTime=1752049411059, updator=13701087609, issue=Issue{id=1149741815273800564, tenantId=1146029695717560320, journalId=1146031787341344770, year='2024', volume='34', issue='1', pageStart='1', pageEnd='252', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1752049409931, creator=13701087609, updateTime=1756468937446, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1168278657316430156, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1149741815273800564, language=EN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1168278657316430157, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1149741815273800564, language=CN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=187, endPage=192, ext={EN=ArticleExt(id=1149741820302771143, articleId=1149741820009169855, tenantId=1146029695717560320, journalId=1146031787341344770, language=EN, title=Research on deformation characteristics and driving safety of upper arch of ballastless track in tunnel, columnId=1149733269173878863, journalTitle=China Safety Science Journal, columnName=Safety engineering technology, runingTitle=null, highlight=null, articleAbstract=

To evaluate the influence of upper arch deformation on the safety of train operation on ballastless track inside high-speed railway tunnels，the upper arch deformation characteristics of different ballastless tracks were obtained based on measured data. Subsequently，a dynamic calculation model of the coupled system of uplift arch filler layer-ballastless track-vehicle was established. The impact of different upper arch deformation characteristics on the dynamic response of the vehicle was determined by using the calculation model，thereby assessing the safety of high-speed train operation. The results show that the measured wavelength is mainly distributed in 3 to 30 m and the amplitude is mainly distributed in 0 to 8 mm，among which the upper arch deformation is the most prominent with a wavelength of 10 m and an amplitude of 2 mm. When the upper arch wavelength is less than 6 m，the peak value of wheel-rail force is larger，and when the upper arch wavelength is about 12 m，the peak value of vertical acceleration of the vehicle is larger. The upper arch，with a wavelength of about 6 m，has a significant impact on high-speed driving safety and has a certain derailment risk，which should be paid more attention.

, correspAuthors=Lushun ZHANG, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Huilai SONG, Jinzhen LIN, Dianyou JIANG, Lushun ZHANG, Lei YU), CN=ArticleExt(id=1149741837595886081, articleId=1149741820009169855, tenantId=1146029695717560320, journalId=1146031787341344770, language=CN, title=隧道内无砟轨道上拱变形特征及行车安全性研究, columnId=1149733269727526997, journalTitle=中国安全科学学报, columnName=安全工程技术, runingTitle=null, highlight=null, articleAbstract=

为评估高铁隧道内无砟轨道上拱变形对行车安全性的影响，基于实测数据获得无砟轨道上拱变形特征，从而建立仰拱填充层-无砟轨道-车辆系统动力学计算模型。利用计算模型获得不同无砟轨道上拱变形特征对车辆动力响应的影响，进而评估高速行车安全性。结果表明：高铁隧道内无砟轨道上拱变形的实测波长主要范围为3~30 m，幅值主要范围为0~8 mm，其中，以波长10 m、 幅值2 mm的上拱变形为主。上拱波长不超过6 m时轮轨力峰值较大，上拱波长在12 m左右时车体垂向加速度峰值较大。波长6 m左右的上拱变形对高速行车安全性的影响显著，具有一定的脱轨风险，应重点关注。

, correspAuthors=张鲁顺, authorNote=null, correspAuthorsNote=
**张鲁顺(1989—)，男，山东青岛人，博士，高级工程师，主要从事轨道工程设计工作。E-mail：。
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宋慧来 (1994—)，男，河北秦皇岛人，博士研究生，研究方向为隧底上拱变形与轨道变形的映射关系。E-mail：。

张鲁顺，工程师

禹雷，正高级工程师

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宋慧来 (1994—)，男，河北秦皇岛人，博士研究生，研究方向为隧底上拱变形与轨道变形的映射关系。E-mail：。

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宋慧来 (1994—)，男，河北秦皇岛人，博士研究生，研究方向为隧底上拱变形与轨道变形的映射关系。E-mail：。

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张鲁顺，工程师

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张鲁顺，工程师

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禹雷，正高级工程师

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禹雷，正高级工程师

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figureFileBig=UisMAXEkXeZMBhusgCW+SA==, tableContent=null), ArticleFig(id=1168122933118509510, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1149741820009169855, language=CN, label=图6, caption=轨道上拱对平稳性指标的影响, figureFileSmall=vj2AD+OPQGKORfLczpz7WQ==, figureFileBig=UisMAXEkXeZMBhusgCW+SA==, tableContent=null), ArticleFig(id=1168122933202395591, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1149741820009169855, language=EN, label=Tab.1, caption=

Statistics on the number of upper arch segments of different mileage segments

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里程段编号 K1 K2 K3 K4 K5
上拱段个数 482 923 397 579 724
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不同里程段的上拱段数量统计

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里程段编号 K1 K2 K3 K4 K5
上拱段个数 482 923 397 579 724
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Parameters of CRTS III slab track and filling layer

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部件 E/GPa ρ/(kg·m-3) υ
钢轨 210 7 800 0.3
轨道板 36.5 2 500 0.2
自密实混凝土层 32.5 2 500 0.2
底座板 32.5 2 500 0.2
填充层 31.5 2 200 0.3
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CRTS III型板式无砟轨道及填充层参数

, figureFileSmall=null, figureFileBig=null, tableContent=
部件 E/GPa ρ/(kg·m-3) υ
钢轨 210 7 800 0.3
轨道板 36.5 2 500 0.2
自密实混凝土层 32.5 2 500 0.2
底座板 32.5 2 500 0.2
填充层 31.5 2 200 0.3
), ArticleFig(id=1168122933529551307, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1149741820009169855, language=EN, label=Tab.3, caption=

Comparison of calculated results with test data

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轮轨动力响应 计算结果 试验结果
脱轨系数 0.085 0.05~0.39
轮重减载率 0.405 0.08~0.45
轮轴横向力/kN 3.1 0.1~25.7
轮轨横向力/kN 7.1 5.3~20.9
轮轨垂向力/kN 114 62.3~99.9
), ArticleFig(id=1168122933588271564, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1149741820009169855, language=CN, label=表3, caption=

计算结果与实车测试结果对比

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轮轨动力响应 计算结果 试验结果
脱轨系数 0.085 0.05~0.39
轮重减载率 0.405 0.08~0.45
轮轴横向力/kN 3.1 0.1~25.7
轮轨横向力/kN 7.1 5.3~20.9
轮轨垂向力/kN 114 62.3~99.9
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隧道内无砟轨道上拱变形特征及行车安全性研究
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宋慧来 1 , 林锦镇 1 , 蒋典佑 1 , 张鲁顺 2, ** , 禹雷 2
中国安全科学学报 | 安全工程技术 2024,34(1): 187-192
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中国安全科学学报 | 安全工程技术 2024, 34(1): 187-192
隧道内无砟轨道上拱变形特征及行车安全性研究
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宋慧来1 , 林锦镇1, 蒋典佑1, 张鲁顺2, ** , 禹雷2
作者信息
  • 1 西南交通大学 土木工程学院，四川 成都 610031
  • 2 中铁工程设计咨询集团有限公司，北京 100055

    • 宋慧来 (1994—)，男，河北秦皇岛人，博士研究生，研究方向为隧底上拱变形与轨道变形的映射关系。E-mail：。

    张鲁顺，工程师

    禹雷，正高级工程师

通讯作者:

**张鲁顺(1989—)，男，山东青岛人，博士，高级工程师，主要从事轨道工程设计工作。E-mail：。
Research on deformation characteristics and driving safety of upper arch of ballastless track in tunnel
Huilai SONG1 , Jinzhen LIN1, Dianyou JIANG1, Lushun ZHANG2, ** , Lei YU2
Affiliations
  • 1 School of Civil Engineering，Southwest Jiaotong University，Chengdu Sichuan 610031，China
  • 2 China Railway Engineering Design and Consulting Group Co.，Ltd.，Beijing 100055，China
出版时间: 2024-01-28 doi: 10.16265/j.cnki.issn1003-3033.2024.01.2363
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摘要
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为评估高铁隧道内无砟轨道上拱变形对行车安全性的影响，基于实测数据获得无砟轨道上拱变形特征，从而建立仰拱填充层-无砟轨道-车辆系统动力学计算模型。利用计算模型获得不同无砟轨道上拱变形特征对车辆动力响应的影响，进而评估高速行车安全性。结果表明：高铁隧道内无砟轨道上拱变形的实测波长主要范围为3~30 m，幅值主要范围为0~8 mm，其中，以波长10 m、 幅值2 mm的上拱变形为主。上拱波长不超过6 m时轮轨力峰值较大，上拱波长在12 m左右时车体垂向加速度峰值较大。波长6 m左右的上拱变形对高速行车安全性的影响显著，具有一定的脱轨风险，应重点关注。

高铁隧道  /  无砟轨道  /  上拱变形  /  行车安全性  /  动力响应

To evaluate the influence of upper arch deformation on the safety of train operation on ballastless track inside high-speed railway tunnels，the upper arch deformation characteristics of different ballastless tracks were obtained based on measured data. Subsequently，a dynamic calculation model of the coupled system of uplift arch filler layer-ballastless track-vehicle was established. The impact of different upper arch deformation characteristics on the dynamic response of the vehicle was determined by using the calculation model，thereby assessing the safety of high-speed train operation. The results show that the measured wavelength is mainly distributed in 3 to 30 m and the amplitude is mainly distributed in 0 to 8 mm，among which the upper arch deformation is the most prominent with a wavelength of 10 m and an amplitude of 2 mm. When the upper arch wavelength is less than 6 m，the peak value of wheel-rail force is larger，and when the upper arch wavelength is about 12 m，the peak value of vertical acceleration of the vehicle is larger. The upper arch，with a wavelength of about 6 m，has a significant impact on high-speed driving safety and has a certain derailment risk，which should be paid more attention.

high-speed railway tunnel  /  ballastless track  /  upper arch deformation  /  security of driving  /  dynamic response
宋慧来, 林锦镇, 蒋典佑, 张鲁顺, 禹雷. 隧道内无砟轨道上拱变形特征及行车安全性研究. 中国安全科学学报, 2024 , 34 (1) : 187 -192 . DOI: 10.16265/j.cnki.issn1003-3033.2024.01.2363
Huilai SONG, Jinzhen LIN, Dianyou JIANG, Lushun ZHANG, Lei YU. Research on deformation characteristics and driving safety of upper arch of ballastless track in tunnel[J]. China Safety Science Journal, 2024 , 34 (1) : 187 -192 . DOI: 10.16265/j.cnki.issn1003-3033.2024.01.2363
正文
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0 引言
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截至2021年底，我国高速铁路运营里程已达4万km[1]，其中，设计速度达到300km/h或长度超过1km的隧道线路均采用无砟轨道[2]。然而，近年来在高速铁路隧道内频繁发生无砟轨道上拱病害，轨道上拱变形量远超过扣件调整量，导致高速列车大幅降速运行[3-4]。鉴于高铁隧道内无砟轨道上拱变形对列车运行的不利影响，分析无砟轨道上拱变形特征及其对行车安全性的影响具有重大的理论价值和工程意义。
掌握隧道内无砟轨道上拱变形特征是研究行车安全性的前提。根据隧底结构破坏的典型表现形式，将隧底上拱变形划分为直线型、折曲型和弧状型[5]。进一步考虑围岩静载的分布情况，根据隧道底部受力占优、侧面受力占优、底部和侧面受力同时占优的3类围岩静载方向，将隧底结构变形特征分为W型、LJ型和H型[6]。通过高速铁路隧底上拱病害段的长期监测发现，上拱变形沿线路纵向呈明显的不均匀特征[7]。一些学者在表征无砟轨道不均匀上拱时，常采用余弦曲线[8-9]，这也是目前我国最常见的轨道不平顺形式[10]。轨道不平顺直接影响高速列车运行的动力响应。既有研究主要关注轮轨力、车体加速度等在轨道变形区域的变化特征，并通过轮重减载率、脱轨系数、车体加速度和平稳性指标等判断高速行车的安全性[11⇓-13]，进而根据判断指标的超限值，确定轨道变形限值[14-15]。然而，高铁隧道内无砟轨道上拱变形源自隧道基础变形，变形量远大于既有研究中普遍采用的轨道不平顺限值，变形特征尚未明确，故隧道内无砟轨道上拱变形对高速行车安全性的影响尚需进一步探索。
鉴于此，笔者基于现场实测的轨道上拱变形数据，获得高铁隧道内无砟轨道上拱变形典型特征，建立仰拱填充层-无砟轨道-车辆系统动力学计算模型，分析不同上拱变形特征对轮轨力和车体加速度的影响，进而计算出轮重减载率和平稳性指标，获得不同上拱变形特征对行车安全性的影响，以期为高铁隧道内无砟轨道上拱变形管理标准提供一定参考。
1 隧道内无砟轨道上拱变形特征
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相对于路基和桥梁，隧道段地质条件、结构条件更为复杂，膨胀性围岩、高地应力和高水压等运营场景多样[7，16-17]，是无砟轨道上拱病害的典型孕育环境。以A隧道为例，基于实测数据，分析高铁隧道内无砟轨道上拱变形特征。
A隧道为双线高速铁路隧道，设计速度为300km/h。在运营初期，A隧道出现2处无砟轨道上拱病害段。A隧道上拱病害段的平均埋深约为130m，围岩主要为弱风化白云岩，属IV级围岩。现场调查发现，轨面明显上拱处的仰拱混凝土裂缝和岩溶裂隙水发育明显，地下水易通过裂缝进入仰拱与填充层之间，并在高速列车循环动荷载的作用下反复抽吸地下水，导致裂缝逐渐扩展，泥沙被吸入裂缝中无法排出，最终导致轨道上拱。
随后，在A隧道运营的2年中，对A隧道的上拱病害段持续进行轨道高程测量，测量长度达301m。隧道内无砟轨道上拱变形可用余弦曲线表征[8-9]，表达式为：
f ( x ) = A R 2 1 - c o s 2 π x L R
式中：x为沿线路纵向的位置，m;AR为轨面幅值，mm;LR为轨面波长，m。
以60m为一个里程段，统计A隧道不同区段内的上拱段数量，结果见表1。由表1可知：A隧道内的上拱段在K2和K4区段分布最多，而在其余各区段分布较为平均。
进一步针对各上拱段的波长和幅值特征，统计不同变形特征下的上拱段数量占比，统计结果如图1所示。由图1可知：轨道上拱波长主要在3~30m范围内分布，短于路基段轨道上拱变形区实测的6~43m范围[18];轨道上拱波长在10m左右的分布数量最多，这与路基段实测的轨道上拱波长特征类似[19]。轨道上拱幅值主要分布在0~8mm，最大值不超过20mm，低于路基冻胀区实测的30mm变形峰值[18]。综合分析隧道内无砟轨道上拱变形特征，波长10m、幅值2mm左右的上拱段数量最多。
2 计算模型及参数
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采用ABAQUS软件建立仰拱填充层-无砟轨道-车辆系统动力学计算模型，模型整体图如图2所示。车辆模型选取CRH380B列车为原型进行建模，主要由1个整车模型、2个转向架模型和4个轮对模型组成，共31个自由度。车体和轮对采用离散刚体模拟，转向架采用解析刚体模拟。刚体之间采用悬挂系统连接，悬挂系统采用具有刚度和阻尼的弹簧单元模拟。轮轨间的法向作用力由赫兹非线性弹性接触理论确定，切向蠕滑力由蠕滑理论确定，动力学参数取值见文献[20]。
CRTS III型板式无砟轨道模型总长101.99m，由上到下依次为钢轨、扣件、轨道板、自密实混凝土层和底座板。扣件采用弹簧单元模拟，其余部件均采用实体单元模拟。一块底座板上铺设3块轨道板，板缝为70 mm。轨道板的长度、宽度和厚度分别为5 600、2 500和210 mm，底座板长度、宽度和厚度分别为16 940、3 100和300 mm。轨道板和底座板间灌注厚度为100mm的自密实混凝土，自密实混凝土层的长度和宽度与轨道板相同。仰拱填充层位于轨道结构下方。轨道各层及仰拱填充层的弹性模量E、密度ρ和泊松比υ见表2[10]，扣件的刚度、阻尼及临界位移参数等见文献[21]。轨道板与自密实混凝土层采用共节点建模，自密实混凝土层与底座板、底座板与填充层之间采用层间接触模拟，摩擦因数均取0.5[22]。上拱变形以式(1)的形式施加在填充层底部，填充层底部非变形范围完全固定，轨道结构两端采用对称约束。
利用计算模型模拟武广客运专线的实车运行情况[23]，并将各指标峰值计算结果与实测值对比，见表3。由表3可知：文中模型计算所得动力响应均与实车测试结果相差不大。
3 上拱变形对车辆动力响应的影响
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依次选取仰拱填充层上拱变形波长(LS)为3、6、9、12、15、18、21、24、27、30 m，幅值(AS)为2、4、6、8、10、12、14、16、18、20 mm，计算车速为350km/h的车辆动力响应，并提取车内地板上的垂向加速度，以及前轮对与钢轨接触面的轮轨垂向力进行分析。
3.1 上拱变形对轮轨垂向力影响
轮轨垂向力最大值Fmax和轮轨垂向力最小值Fmin随上拱变形波长LS和幅值AS的变化特征如图3所示。由图3可知：对于给定波长的上拱变形，Fmin随着幅值的增大而减小，Fmax随着幅值的增大而增大，且在给定的波长较短时，Fmin的减小和Fmax的增大速度较快。对于给定幅值的上拱变形，Fmin在波长从3m增至6m时略有减小，但随着波长的继续增大，Fmin明显增大，并在波长超过15m左右后增大速度变慢，逐渐趋于稳定；Fmax在波长不超过6m时较大，波长超过6m后，Fmax随着波长的增加迅速减小，并在波长超过24m左右后，减小速度变慢。综合而言，波长较短、幅值较大的上拱变形会对轮轨相互作用产生较大影响，使得车轮的增、减载程度较高，对行车安全性产生不利影响。
3.2 上拱变形对车体垂向加速度的影响
车体垂向加速度最大值amax随不同上拱波长和幅值的变化，如图4所示。由图4可知：对于给定波长的上拱变形，amax随着幅值的增大基本呈线性增大，且在波长12m左右时增大最快。对于给定幅值的上拱变形，amax在波长12m左右最大。表明波长12m左右时，幅值越大的上拱变形对车体振动的影响程度越高。
4 上拱变形对行车安全性的影响
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根据《机车车辆动力学性能评定及试验鉴定规范》[24]，高速行车脱轨风险采用轮重减载率评价，限值为0.8;高速行车平稳性采用平稳性指标评价，分为优、良好、合格3级标准，对应限值分别为2.5、2.75、3.0。
不同波长和幅值的上拱变形作用下轮重减载率变化特征如图5所示。由图5可知：在波长3~9m、幅值达到10mm的上拱变形作用下，轮重减载率出现超限值，其中，上拱波长为6m时轮重减载率最容易超限。另外，在波长较短(3~6m)的上拱变形作用下，轮重减载率随上拱幅值增大而增大的过程中出现突变，轮重减载率的超限具有突然性；而在波长较长(LS≥9m)的上拱变形作用下，轮重减载率随上拱幅值的变化基本呈线性变化，表明较短波长的无砟轨道上拱变形持续发展可能造成车辆突然脱轨，应重点关注。
不同波长和幅值的上拱变形作用下平稳性指标变化特征如图6所示。由图6可知：在波长3~30m、幅值达到12mm的轨道上拱变形作用下，平稳性指标出现I级超限；在波长9~30m、幅值达到18mm的轨道上拱作用下，平稳性指标出现II级超限；未出现III级超限值。表明较长波长的无砟轨道上拱变形持续发展会降低行车平稳性。
5 结论
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1) 隧道内无砟轨道上拱幅值主要在0~8mm的范围内分布，上拱波长主要在3~30m范围内分布。与路基段无砟轨道上拱变形相比，隧道内无砟轨道上拱变形波长主要分布范围较短、幅值主要分布范围较小，但隧道段和路基段的无砟轨道上拱变形波长均在10m左右的分布数量最多。综合分析隧道内无砟轨道上拱变形特征，波长10m、幅值2mm左右的上拱段数量最多。
2) 无砟轨道上拱变形波长和幅值的变化对轮轨垂向力和车体垂向加速度产生显著影响，其中，上拱幅值的影响近似呈线性，而产生显著影响的上拱波长存在特定值。Fmax和Fmin在波长不超过6m左右的上拱变形作用下分别出现较大值和较小值，轮轨相互作用程度较高；amax在波长12m左右的上拱变形作用下较大，车体振动受到较大影响。
3) 综合分析轮重减载率和平稳性指标的变化特征，高脱轨风险在波长不超过9m、幅值不低于10mm的轨道上拱变形作用下出现，较低的舒适性在波长不低于9m、幅值不低于18mm的轨道上拱作用下出现。当轨道上拱变形波长为6m左右时，高速列车易出现脱轨风险，应重点关注。
基金
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  • 中国中铁股份有限公司科技研究开发计划课题(研2020-30(研2020-30)
文献
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2024年第34卷第1期
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doi: 10.16265/j.cnki.issn1003-3033.2024.01.2363
  • 接收时间：2023-06-11
  • 首发时间：2025-07-09
  • 出版时间：2024-01-28
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  • 收稿日期：2023-06-11
  • 修回日期：2023-09-15
基金
中国中铁股份有限公司科技研究开发计划课题(研2020-30(研2020-30)
作者信息
    1 西南交通大学 土木工程学院，四川 成都 610031
    2 中铁工程设计咨询集团有限公司，北京 100055

通讯作者:

**张鲁顺(1989—)，男，山东青岛人，博士，高级工程师，主要从事轨道工程设计工作。E-mail：。
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2种不同金属材料的力学参数
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species		 占总种数比例
Percentage of
total species (%)		 属
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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