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Article(id=1268884431071773027, tenantId=1146029695717560320, journalId=1268266580820377661, issueId=1268884383122494171, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1001-4632.2026.02.04, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1760803200000, receivedDateStr=2025-10-19, revisedDate=1768406400000, revisedDateStr=2026-01-15, acceptedDate=null, acceptedDateStr=null, onlineDate=1780455223099, onlineDateStr=2026-06-03, pubDate=1772294400000, pubDateStr=2026-03-01, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1780455223099, onlineIssueDateStr=2026-06-03, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1780455223099, creator=13701087609, updateTime=1780455223099, updator=13701087609, issue=Issue{id=1268884383122494171, tenantId=1146029695717560320, journalId=1268266580820377661, year='2026', volume='47', issue='2', pageStart='1', pageEnd='255', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=1, specialIssue=null, createTime=1780455211667, creator=13701087609, updateTime=1780455310713, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1268884798719300557, tenantId=1146029695717560320, journalId=1268266580820377661, issueId=1268884383122494171, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1268884798723494862, tenantId=1146029695717560320, journalId=1268266580820377661, issueId=1268884383122494171, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=33, endPage=44, ext={EN=ArticleExt(id=1268884431306654053, articleId=1268884431071773027, tenantId=1146029695717560320, journalId=1268266580820377661, language=EN, title=Experimental Study on Uplift Deformation Patterns of Ballastless Track in Railway Tunnels, columnId=null, journalTitle=China Railway Science, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Uplift deformation of railway tunnel invert structures can occur under high groundwater pressure and surrounding rock swelling, inducing track irregularities and affecting the safe and smooth operation of high-speed trains. To investigate the uplift deformation patterns of ballastless track in railway tunnels, a ballastless track-tunnel invert similarity model was established based on similarity principles. The physical model was fabricated using 3D printing, and a customized loading apparatus was used to simulate and control the invert load. Results show that, under the invert load, the surfaces of all structural layers are in tension, with the central drainage channel surface exhibiting the most pronounced tension. The transverse stress is significantly greater than the longitudinal stress, making the structure more prone to longitudinal cracking, which is consistent with the field crack distribution patterns. Regarding deformation, a pronounced extrusion effect occurs at construction joints, and the central drainage channel, and as a weak part, causes the deformation at tunnel centerline to be consistently larger than that at the track bed slab centerline. With increasing invert load, the deformation amplitude increases approximately linearly, and the difference between the two widens. Moreover, insufficient invert thickness and reduced curvature significantly aggravate the occurrence and propagation of uplift deformation; a decrease in invert thickness leads to a power-law increase in uplift amplitude. The findings provide a reference for controlling tunnel invert uplift defects and optimizing structural design.

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铁路隧底结构在高地下水压力与围岩膨胀作用下易产生隆起变形，从而引发轨道不平顺，影响高速列车的安全平稳运行。为探究铁路隧道内无砟轨道上拱变形规律，基于相似准则构建无砟轨道-隧底结构相似模型，并借助3D打印技术制备相应物理模型，采用特制加载工装对隧底荷载进行模拟与控制。结果表明：在隧底荷载作用下，各结构层表面均受拉，且中心水沟表面受拉最为显著；各结构层的横向应力明显大于纵向应力，使得结构更易沿纵向开裂，与现场实际裂纹分布特征相吻合；施工缝处的变形挤出效应显著，中心水沟这一薄弱环节导致隧道中线的变形量整体高于道床板中线，随着隧底荷载的增加，变形幅值基本上呈线性增长，两者差异进一步拉大；仰拱欠厚与曲率减小均显著加剧隆起变形的产生与传递，其中仰拱厚度的减小导致上拱幅值呈幂函数增大。研究结论为隧底结构隆起病害的控制与结构优化设计提供了一定参考。

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宋慧来（1994—），男，河北秦皇岛人，讲师。E-mail：
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赵一馨（1994—），女，安徽淮南人，助理研究员。E-mail：

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赵一馨（1994—），女，安徽淮南人，助理研究员。E-mail：

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赵一馨（1994—），女，安徽淮南人，助理研究员。E-mail：

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articleId=1268884431071773027, language=CN, orderNo=3, keyword=隧底结构隆起), Keyword(id=1268884444153807290, tenantId=1146029695717560320, journalId=1268266580820377661, articleId=1268884431071773027, language=CN, orderNo=4, keyword=3D打印), Keyword(id=1268884444241887675, tenantId=1146029695717560320, journalId=1268266580820377661, articleId=1268884431071773027, language=CN, orderNo=5, keyword=模型试验)], refs=[Reference(id=1268884452294951406, tenantId=1146029695717560320, journalId=1268266580820377661, articleId=1268884431071773027, doi=null, pmid=null, pmcid=null, year=2024, volume=44, issue=2, pageStart=377, pageEnd=392, url=null, language=null, rfNumber=[1], rfOrder=0, authorNames=巩江峰, 王伟, 王芳, journalName=隧道建设：中英文, refType=null, unstructuredReference=巩江峰，王伟，王芳，等.截至2023年底中国铁路隧道情况统计及2023年新开通重点项目隧道情况介绍［J］.隧道建设：中英文，2024，44（2）：377-392., articleTitle=截至2023年底中国铁路隧道情况统计及2023年新开通重点项目隧道情况介绍, refAbstract=null), Reference(id=1268884452378837487, tenantId=1146029695717560320, 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物理量量纲物理量量纲
lLσFL-2
qFL-2εF0L0
ρFL-3EFL-2
sLσfFL-2
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各物理量的量纲

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物理量量纲物理量量纲
lLσFL-2
qFL-2εF0L0
ρFL-3EFL-2
sLσfFL-2
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结构层密度/（103 kg · m-3）弹性模量/GPa抗拉强度/GPa
原型模型原型模型原型模型
道床板2.52.532.51.082.390.080
填充层2.22.225.50.851.540.050
仰拱2.52.531.51.052.010.067
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各结构层原型与模型材料参数设计值

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结构层密度/（103 kg · m-3）弹性模量/GPa抗拉强度/GPa
原型模型原型模型原型模型
道床板2.52.532.51.082.390.080
填充层2.22.225.50.851.540.050
仰拱2.52.531.51.052.010.067
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工况类型具体工况模型数量/个
正常仰拱仰拱厚度为2 cm，曲率1/1 980 cm-12
仰拱厚度不足仰拱厚度为1.7，1.3和1.0 cm3
仰拱曲率不足仰拱曲率减小40%1
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模型工况

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工况类型具体工况模型数量/个
正常仰拱仰拱厚度为2 cm，曲率1/1 980 cm-12
仰拱厚度不足仰拱厚度为1.7，1.3和1.0 cm3
仰拱曲率不足仰拱曲率减小40%1
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结构层石英砂∶硅灰∶粉煤灰∶水泥
道床板50∶23∶43∶2
填充层50∶33∶40∶1.2
仰拱45∶25∶39∶1.8
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模型材料质量配比

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结构层石英砂∶硅灰∶粉煤灰∶水泥
道床板50∶23∶43∶2
填充层50∶33∶40∶1.2
仰拱45∶25∶39∶1.8
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结构层跳桌试验结果/cm针入度试验结果/min
道床板21.3177
填充层19.8216
仰拱21.5189
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材料可打印性试验结果

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结构层跳桌试验结果/cm针入度试验结果/min
道床板21.3177
填充层19.8216
仰拱21.5189
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结构层密度/（103 kg · m-3）弹性模量/GPa抗拉强度/GPa
设计值实测值设计值实测值设计值实测值
道床板2.5002.4801.0801.1900.0800.090
填充层2.2002.2900.8500.8800.0500.060
仰拱2.5002.5301.0501.0400.0670.080
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相似模型材料参数实测值与设计值对比

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结构层密度/（103 kg · m-3）弹性模量/GPa抗拉强度/GPa
设计值实测值设计值实测值设计值实测值
道床板2.5002.4801.0801.1900.0800.090
填充层2.2002.2900.8500.8800.0500.060
仰拱2.5002.5301.0501.0400.0670.080
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铁路隧道内无砟轨道上拱变形规律试验研究
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赵一馨 1 , 宋慧来 2 , 邵亚建 3 , 赵磊 4
中国铁道科学 | 2026,47(2): 33-44
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中国铁道科学 | 2026, 47(2): 33-44
铁路隧道内无砟轨道上拱变形规律试验研究
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赵一馨1 , 宋慧来2 , 邵亚建3, 赵磊4
作者信息
  • 1．中国铁道科学研究院集团有限公司 铁路基础设施检测中心，北京100081
  • 2．华东交通大学 轨道交通基础设施性能监测与保障国家重点实验室，江西南昌330013
  • 3．河北工业大学 土木与交通学院，天津300401
  • 4．中国铁道科学研究院集团有限公司 铁道建筑研究所，北京100081

    • 赵一馨（1994—），女，安徽淮南人，助理研究员。E-mail：

通讯作者:

宋慧来（1994—），男，河北秦皇岛人，讲师。E-mail：
Experimental Study on Uplift Deformation Patterns of Ballastless Track in Railway Tunnels
Yixin ZHAO1 , Huilai SONG2 , Yajian SHAO3, Lei ZHAO4
Affiliations
  • 1.Railway Infrastructure Inspection Center, China Academy of Railway Sciences Corporation Limited, Beijing100081, China
  • 2.State Key Laboratory of Performance Monitoring and Protecting of Rail Transit Infrastructure, East China Jiaotong University,NanchangJiangxi330013, China
  • 3.School of Civil and Transportation Engineering, Hebei University of Technology, Tianjin300401, China
  • 4.Railway Engineering Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing100081, China
出版时间: 2026-03-01 doi: 10.3969/j.issn.1001-4632.2026.02.04
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摘要
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铁路隧底结构在高地下水压力与围岩膨胀作用下易产生隆起变形，从而引发轨道不平顺，影响高速列车的安全平稳运行。为探究铁路隧道内无砟轨道上拱变形规律，基于相似准则构建无砟轨道-隧底结构相似模型，并借助3D打印技术制备相应物理模型，采用特制加载工装对隧底荷载进行模拟与控制。结果表明：在隧底荷载作用下，各结构层表面均受拉，且中心水沟表面受拉最为显著；各结构层的横向应力明显大于纵向应力，使得结构更易沿纵向开裂，与现场实际裂纹分布特征相吻合；施工缝处的变形挤出效应显著，中心水沟这一薄弱环节导致隧道中线的变形量整体高于道床板中线，随着隧底荷载的增加，变形幅值基本上呈线性增长，两者差异进一步拉大；仰拱欠厚与曲率减小均显著加剧隆起变形的产生与传递，其中仰拱厚度的减小导致上拱幅值呈幂函数增大。研究结论为隧底结构隆起病害的控制与结构优化设计提供了一定参考。

高速铁路  /  无砟轨道  /  隧底结构隆起  /  3D打印  /  模型试验

Uplift deformation of railway tunnel invert structures can occur under high groundwater pressure and surrounding rock swelling, inducing track irregularities and affecting the safe and smooth operation of high-speed trains. To investigate the uplift deformation patterns of ballastless track in railway tunnels, a ballastless track-tunnel invert similarity model was established based on similarity principles. The physical model was fabricated using 3D printing, and a customized loading apparatus was used to simulate and control the invert load. Results show that, under the invert load, the surfaces of all structural layers are in tension, with the central drainage channel surface exhibiting the most pronounced tension. The transverse stress is significantly greater than the longitudinal stress, making the structure more prone to longitudinal cracking, which is consistent with the field crack distribution patterns. Regarding deformation, a pronounced extrusion effect occurs at construction joints, and the central drainage channel, and as a weak part, causes the deformation at tunnel centerline to be consistently larger than that at the track bed slab centerline. With increasing invert load, the deformation amplitude increases approximately linearly, and the difference between the two widens. Moreover, insufficient invert thickness and reduced curvature significantly aggravate the occurrence and propagation of uplift deformation; a decrease in invert thickness leads to a power-law increase in uplift amplitude. The findings provide a reference for controlling tunnel invert uplift defects and optimizing structural design.

High-speed railway  /  Ballastless track  /  Tunnel invert uplift  /  3D printing  /  Model test
赵一馨, 宋慧来, 邵亚建, 赵磊. 铁路隧道内无砟轨道上拱变形规律试验研究. 中国铁道科学, 2026 , 47 (2) : 33 -44 . DOI: 10.3969/j.issn.1001-4632.2026.02.04
Yixin ZHAO, Huilai SONG, Yajian SHAO, Lei ZHAO. Experimental Study on Uplift Deformation Patterns of Ballastless Track in Railway Tunnels[J]. China Railway Science, 2026 , 47 (2) : 33 -44 . DOI: 10.3969/j.issn.1001-4632.2026.02.04
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近年来，随着我国铁路建设重点向西部转移，高速铁路隧道往往穿越复杂地质区域，隧址区地质条件恶劣，隧底结构的长期稳定性面临严峻挑战［1］。其中，隧底结构隆起变形作为一种普遍且危害严重的病害现象，是引起轨道不平顺并威胁行车安全的重要因素之一［2-4］。通常情况下，高铁隧道在服役期内围岩应力较为平衡，而高地下水压力和膨胀力则成为导致隧底结构隆起变形的主要驱动力。因此，如何准确、深入地分析高地下水压力和围岩膨胀力对铁路隧道内无砟轨道上拱变形的影响规律，是确保行车安全性的关键前提。
国内外相关研究与工程实践表明，由高地下水压力和围岩膨胀力诱发的隧底结构隆起病害，在奥地利、瑞士、韩国、中国、法国等国家及北美地区均有发生［5-10］。其中，高地下水压力的形成，往往与隧址区复杂的水文地质条件、隧道排水系统性能退化密切相关。在岩溶发育的隧道中，极端降雨可致地下水快速汇集于隧底区域，若排水系统因方解石沉淀、化学侵蚀或机械损坏而失效或堵塞，水压会随之显著升高［5-7］。另一方面，围岩膨胀力主要源于含膨胀土的围岩在地下水环境变化下发生吸水膨胀，从而对隧底结构施加附加应力［11-14］。
在已有研究基础上，学者们主要通过模型试验与数值计算手段，对高地下水压力和围岩膨胀力引发的隧底结构隆起变形进行模拟分析。这些方法通常包括2类：一类是直接模拟水压场和膨胀力场以计算隧底结构隆起变形［11，15-16］；另一类则是将水压与膨胀力等效为荷载［17-19］，基于荷载-结构模型开展变形分析。然而，这2类研究通常从隧道全断面系统的整体视角出发，模型在几何尺寸、边界条件及影响因素方面复杂多样，从而难以突出隧底结构的力学特征。特别是在物理模型试验中，全断面模型的制作、加载与监测均相对复杂，难以对关键参数进行高精度定量研究。为此，赵国堂等［20］提出了铁路隧道内无砟轨道上拱变形计算模型轻量化构建方法，但尚未开展试验研究，无砟轨道上拱变形的实际物理规律还不清晰。
基于上述问题，首先根据相似准则，建立道床板-仰拱系统相似模型，以探究隧底结构的力学行为。在此基础上，利用3D打印技术，针对隧底仰拱厚度不足、曲率不达设计标准等典型缺陷，制作对应的物理模型。通过设计专门的加载工装模拟隧底荷载，并借助分辨率高达0.5 μm的激光位移传感器，实现对物理模型位移变化的高精度监测。同时，结合平面应力传感器和应变片的测量结果，对模型的受力与变形特征进行综合分析。最后，通过分析试验数据阐述铁路隧道内无砟轨道上拱变形的实际物理规律，为隧底上拱病害的控制提供一定参考。
1　相似物理模型的设计及制作
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1.1　相似准则的推导
本试验针对无砟轨道-隧底结构系统，研究其在底部承受局部均布荷载作用下的变形规律。针对这一过程，涉及的物理量有结构的几何尺寸l、结构承受的面荷载q、材料密度ρ、结构的竖向位移s、结构的应力σ、结构的应变ε、材料的弹性模量E和材料的抗拉极限强度σf。假定上述8个物理量的函数关系f为
fl,q,ρ,s,σ,ε,E,σf=0
由于上述物理量不涉及时间量纲，故选取力的量纲F和长度的量纲L作为基本量纲，则上述物理量对应的量纲见表1。
选取l和E作为基本物理量，由π定理可得
Fπ1,π2,π3,π4,π5,π6=0
其中，
π1=qla1Eb1
π2=ρla2Eb2
π3=sla3Eb3
π4=σla4Eb4
π5=εla5Eb5
π6=σfla6Eb6
π1到π6的量纲分别为FL-2La1Fb1L-2b1，FL-3La2Fb2L-2b2，LLa3Fb3L-2b3,FL-2La4Fb4L-2b4,F0L0La5Fb5L-2b5,FL-2La6Fb6L-2b6。解得：a1=0，b1=1；a2=-1，b2=1；a3=1，b3=0；a4=0，b4=1；a5=b5=0；a6=0，b6=1。
将计算结果代入式（2），可以得到模型试验的相似准则为：π1=qE；π2=ρl-1E；π3=sl；π4=σE；π5=ε；π6=σfE。从而可得原型与模型的比例关系式为
qmEm=qpEpρmlm-1Em=ρplp-1Epsmlm=splpσmEm=σpEpεm=εpσfmEm=σfpEp
式中：角标m表示模型，p表示原型。
根据式（3）可知，当将无砟轨道-隧底结构系统原型的E和l均缩小n倍时，相似模型的q，s，σ和σf均缩小n倍，而ρ和ε保持不变。
1.2　相似模型的设计
根据文献［20］提出的铁路隧道内无砟轨道上拱变形计算模型构建方法，可将隧底结构从整个支护体系中分离出来，独立进行分析。针对高速铁路双线隧道，参考既有通用设计图，设计道床板-仰拱系统物理模型，并按1∶30的比例进行缩小，其整体示意图和横断面分别如图1和图2所示。
对于无砟轨道及隧底结构材料，仰拱为C30钢筋混凝土，填充层为C20混凝土，道床板为C40混凝土。材料参数根据推导的相似准则进行确定，见表2。
在仰拱施工缺陷中，厚度不足是常见缺陷之一。根据现场病害点探测结果，以设计厚度0.6 m为对照，仰拱平均欠厚可达0.21 m，最大欠厚达到0.56 m。为此，工况设计中，仰拱厚度取0.3~0.6 m，按1∶30的相似比换算为模型厚度，并同步考虑仰拱曲率不足情况。设计工况见表3。
1.3　基于3D打印技术的模型制作
3D打印技术是指通过连续的物理层叠加，逐层增加材料来实现三维实体的技术，其主要优势在于多材料高精度打印。现有研究表明，3D打印技术在相似模型的制作过程中，能够实现较高的成型精度，通常可达到0.1~0.2 mm［21］。在隧道工程领域，已有大量研究采用不同类型的材料成功制作了隧道模型［22-23］。基于此，通过3D打印技术制作隧底结构物理模型，以提高模型精度，减少试验误差。
1.3.1　模型材料
相似模型主要包括道床板、填充层与仰拱3种结构层。基于对材料力学性能与可打印性能的综合考量，选用石英砂、硅灰、粉煤灰、水泥等材料作为基础原材料，如图3所示。各结构层的具体材料质量配比见表4。其中，石英砂比重为2.67，粒径小于0.42 mm；粉煤灰比重为2.26，粒径小于55 μm；所用硅灰中二氧化硅含量不低于85%。此外，为模拟仰拱中的钢筋，本研究根据屈服强度等效原则，以玻璃纤维网布代替钢筋。
在制备用于3D打印的水泥基材料时，其可打印性是评估材料性能的关键指标，主要由材料的流动度和凝结时间决定。采用跳桌试验对水泥浆液的流动度进行测定，并利用维卡仪针入度试验确定材料的凝结时间，测试结果见表5。由表中数据可知，各材料的扩展直径均处于19~22 cm的范围内，浆体的流动特性满足3D打印工艺要求，且初凝时间最长不超过216 min。
1.3.2　模型制作
为满足模型制备的精度要求，采用增减材协同3D打印系统进行模型制作，如图4所示。该系统由增材机械臂、减材机械臂、增材打印头以及切削减材打印头组成。在制备过程中，增材机械臂搭载增材打印头用于水泥基材料的层叠打印；减材机械臂搭载切削减材打印头用于后续表面精整和几何精度修正。参照表3所列工况参数完成模型打印，打印结果如图5所示。
1.3.3　力学性能试验
为验证3D打印模型的力学性能是否满足设计要求，选用与3D打印材料相同配比的材料制备立方体与圆柱形试样（图6）。随后对制备的试样分别进行单轴压缩试验与劈裂试验，测定材料的弹性模量、抗压强度及抗拉强度，结果汇总成表6。由表中数据可知，试验所得的力学性能指标与设计值基本一致，满足预定的设计要求。
2　无砟轨道上拱变形试验设计
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2.1　加载方案
基于可调式五面挡板试验机，设计了一套适用于隧底结构模型的底部加载专用试验装置。图7展示了隧底结构物理模型箱及其加载系统的总体设计方案，图8则详细呈现了物理模型的实际安装流程。
如图7和图8所示，采用“一体化成型—精准定位—多向约束—局部加载”的工序实现物理模型的安装及加载。首先，利用3D打印技术一次性整体成型无砟轨道-隧底结构物理模型；随后，按定位基准将试件置于模型箱指定位置，并在均匀充填的石英砂上实现紧密接触，为模型提供均匀径向支承。完成定位后，整体吊运模型箱至底部轨道并推入伺服试验机，通过刚性钢架及顶、侧反力架构建顶‑侧联动的封闭约束体系。千斤顶置于可移动板底部，使得荷载通过“液压千斤顶→可移动加载板→石英砂垫层→物理模型”的传递路径，精准施加于隧底结构模型底部，实现对隧底荷载的精确模拟。
加载历程如图9所示。图中：T为加载时间；q0为预加载阶段施加的荷载水平；qc为模型出现宏观开裂时对应的临界荷载。可以看出，整个加载历程分为预加载与匀速加载2个阶段，预加载阶段用于消除装置间隙并检验系统稳定性，匀速加载阶段以恒定速率持续提高底部荷载，直至试件出现宏观开裂。为避免长时间加载导致的应变漂移现象，总加载时间控制在3分钟内。
2.2　监测方案
为精确监测模型在加载过程中的应力、应变及位移变化，在模型各关键部位布设平面压力传感器、应变片和激光位移传感器，布设方案如图10所示。其中，平面压力传感器安装于石英砂表面，用以测量隧底荷载值；应变片选用双向直角应变花，布设于道床板、填充层、仰拱及中心水沟等结构层表面和底面，以获取其力学响应；激光位移传感器则置于模型上方，用于记录道床板中线及隧道中线的位移变化曲线，从而实现对模型整体受力与变形特性的综合监控与分析。
如图11所示，本文配置了2套数据采集设备用于不同类型测量信号的获取。图11（a）为通用型多通道数据采集仪，主要用于采集应变片与平面应力传感器信号，支持多通道同步采集，并通过独立信号调理实现信号的放大、滤波与校正；图11（b）为位移数据记录系统，用于记录激光位移传感器输出，实现多测点位移的连续监测与长期稳定存储。两套系统采集数据均可本地保存并通过USB接口导出，以支撑后续的数据处理与分析。
3　隧底荷载下结构受力及变形特征
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3.1　受力特征
提取道床板、填充层、仰拱和中心水沟的应变数据，并基于隧底荷载2.5 MPa条件对各结构层的受力特征进行计算与分析。为直观分析各结构层的受力特征，将所有数据进行归一化处理，并绘制各结构层的受力直方图，如图12所示。图13为模型开裂后的裂纹分布图。
由图12可知：中心水沟表面、填充层表面及道床板表面均呈受拉状态，而仰拱底面则受压；其中，中心水沟表面受拉应力最大；对比纵向与横向应力后发现，横向应力显著大于纵向应力，该结论与图13中显示的裂纹分布特征相一致。在图13中可见6条明显裂纹，其中5条位于侧面边界附近，表明该区域存在应力集中；第6条纵向裂纹出现在中心水沟表面，这与应力分析结果相吻合。
进一步地，现场裂纹图片（图14）显示裂纹主要分布位置与走向特征与物理模型基本一致，从工程实测角度对试验模型裂纹模式及上述受力分析结论提供了验证支撑。
3.2　变形特征
提取道床板中线和隧道中线的激光位移传感器测量值，分析隧底结构隆起变形的曲线特征。以隧底荷载2.5 MPa的数据为基础，绘制道床板中线和隧道中线的上拱变形曲线，如图15所示。图中：横坐标为沿隧道轴线方向的纵向位置，用于表征各位移测点的相对位置；纵向位置±6和±18 m处为施工缝两侧的成对测点。
从图15中曲线整体特征来看，道床板中线和隧道中线的上拱变形曲线特征基本一致，均表现为板中央下沉、板端上翘，且在中心板与相邻板的接缝位置出现位移突变，这主要与施工缝处的变形挤出效应有关；随着远离板中心，位移显著减小，并在相邻板的板端趋近于0。从整体的变形量值来看，隧道中线的隆起变形量整体高于道床板中线，表明隆起变形在自下而上的传递过程中出现了衰减现象。这主要是由于隧道中线处存在中心水沟这一薄弱环节，使得隧底结构隆起变形较为显著，而道床板中线下方结构的整体刚度较大，从而表现出变形衰减现象。
为验证变形曲线的合理性，进行试验结果与现场实测结果的规律性对比。现场实测结果来自某高铁隧底结构严重隆起变形段，是进行现场维修前的轨道高程测量结果，如图16所示。可以看出，模型试验结果与实测结果的规律性较为一致，均表现出施工缝处出现峰值的变形特征，验证了模型试验的有效性。
4　隧底结构隆起变形幅值影响因素
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进一步提取道床板中线和隧道中线的变形幅值，分析隧底荷载、仰拱厚度及曲率的变化对变形幅值的影响规律。
4.1　荷载的影响
图17为隧道中线和道床板中线上拱变形幅值A随隧底荷载q变化曲线。总体来看，在低荷载（如0.5 MPa）下，隧道中线和道床板中线的上拱幅值差异较小，结构变形较为均匀；随着隧底荷载的增加，隧道中线的变形幅值显著高于道床板中线，二者差距逐渐扩大，反映出高荷载条件下结构变形的不均匀性进一步加剧。此外，拟合结果表明，隧道中线和道床板中线的幅值变化均可用线性函数描述，R2达0.986以上，表明拟合方程在隧底荷载0.5~2.5 MPa范围内具有较高可信度。其中，隧道中线的斜率略大于道床板中线，表明其对隧底荷载更敏感，这可能与隧道中线处受力集中、荷载传递路径较短有关。
4.2　仰拱欠厚的影响
图18为隧道中线和道床板中线上拱变形幅值随仰拱厚度（h）变化曲线。上拱幅值随仰拱厚度增加显著减小，表明增加仰拱厚度能有效抑制隆起变形。拟合结果显示，幅值变化可用幂函数描述，R²均超过0.947。从拟合式看，隧道中线的指数较大，表明仰拱欠厚对其幅值影响更显著；道床板中线的指数较小，受影响相对较弱。当仰拱厚度达到设计值0.6 m时，两者幅值接近，表明设计厚度能在一定程度上协调无砟轨道与隧底结构的变形分布。在仰拱欠厚条件下，隧道中线幅值始终明显高于道床板中线，且差距随厚度减小而扩大，反映欠厚加剧变形不均，这可能与隧道中线受力集中有关。
4.3　仰拱曲率的影响
图19比较了正常物理模型与仰拱曲率不足模型在不同隧底荷载下的隆起变形幅值。总体来看，仰拱曲率不足在不同隧底荷载条件下显著增大了隆起变形幅值。其中，道床板中线的平均增大百分比约为17.29%，隧道中线的平均增大百分比约为25.26%。这一现象表明，仰拱曲率的减小使得仰拱的承载能力明显降低，加剧了隧底结构隆起变形向轨道传递。
5 结　论
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基于相似准则，建立无砟轨道-隧底结构相似模型，并采用3D打印制作物理模型。通过设计的试验工装，模拟高地下水压力和围岩膨胀力导致的无砟轨道上拱变形。通过分析试验数据，得到主要结论如下。
（1）在隧底荷载作用下，中心水沟、填充层及道床板表面均受拉，其中，中心水沟表面受拉程度最大；横向应力显著大于纵向应力，结构更易沿纵向开裂。裂纹分布特征与应力分析结果及现场调研结果相吻合，主要分布于两侧边界及中心水沟表面，且主要沿线路纵向分布。
（2）施工缝处的变形挤出效应是道床板中线与隧道中线变形的显著特征，这使得加载范围的上拱变形曲线表现为板中央下沉、板端上翘。隧道中线上拱变形整体值高于道床板中线，表明自下而上的变形传递过程中发生衰减。这主要是由于隧道中线存在中心水沟这一薄弱环节，使得隧底上拱更加显著。随着隧底荷载的增加，上拱幅值基本呈线性函数增加，且隧道和道床板中线的上拱幅值差异加剧。
（3）仰拱厚度与曲率对隧底结构隆起变形的产生及传递影响显著。仰拱欠厚使得上拱幅值按幂函数形式显著增加，并使隧道中线与道床板中线的变形幅值差异增大，加剧结构变形的不均匀性；仰拱曲率的减小显著降低了仰拱的承载性能，导致隧底结构隆起变形更易向上传递，进而加剧轨道不平顺，降低了无砟轨道与隧底结构体系的整体稳定性与耐久性。试验结果可为采用通用设计图且混凝土材料性能满足现行工程规范规定取值的无砟轨道-隧底结构体系提供参考。
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2026年第47卷第2期
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doi: 10.3969/j.issn.1001-4632.2026.02.04
  • 接收时间：2025-10-19
  • 首发时间：2026-06-03
  • 出版时间：2026-03-01
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  • 收稿日期：2025-10-19
  • 修回日期：2026-01-15
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    1．中国铁道科学研究院集团有限公司 铁路基础设施检测中心，北京100081
    2．华东交通大学 轨道交通基础设施性能监测与保障国家重点实验室，江西南昌330013
    3．河北工业大学 土木与交通学院，天津300401
    4．中国铁道科学研究院集团有限公司 铁道建筑研究所，北京100081

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宋慧来（1994—），男，河北秦皇岛人，讲师。E-mail：
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
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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