Study On The Relationship Between The Damage Of Lining And The Structure Life Of High-speed Railway Tunnel With Lining Cavity

With the rapid development of China’s high-speed rail,high-speed rail in bring convenience to people to travel,even in fundamentally changing the way people live at the same time,the high speed rail during the process of construction and operation have been many challenging problems,especially related to safety operation and disaster prevention and mitigation in the emerging problems.In this paper,based on the national natural science fund project(U1434211),for high-speed trains in service tunnel hole defects existed in the research on high-speed train long after in the process of the high-speed railway tunnel with hole defects,high-speed rail tunnel lining concrete of damage evolution and the relationship between the vibration frequency of train loads,and the vault,arch waist and sidewall of different degree of pavement condition of three kinds of concrete pavement position setting,thus predicting the service life of the lining under the condition of different species and the damage degree.Analysis results for revealing with high iron and hole defect service tunnel lining is structural dynamic characteristic,structure evolution law of fatigue damage accumulation has important reference value,such as operating to provide important basis for high-speed rail safety.Aimed at the importance of the high-speed rail tunnel hole,this article through the analysis to sort out a domestic authority of detection in 5000 railway tunnel in China,and data of hole type and distribution of the overall statistics.At the same time,based on the large general finite element software ABAQUS,the simulation of the high-speed railway tunnel with empty defects was carried out,and the experimental results of the experimental results of the high-speed railway tunnel in guizhou were verified.Finally,the mechanical data with the help of simulation combined with the concrete theory to estimate the fatigue damage cumulative model under different pavement conditions including void defects of high speed rail tunnel lining life of the state of normal use,in order to describe to high-speed rail tunnel lining cavity disease.The main contents and conclusions of this paper are as follows:(1)based on the current domestic and foreign research results and progress of tunnel hole,all kinds of causes of high-speed rail tunnel hole and its potential harm brought by the railroads made detailed in this paper.Based on the analysis and arrangement of large data of the quality inspection of railway tunnel in China,the two types of tunnel cavity are analyzed and sorted out :(a)the secondary lining itself is empty or insufficient;(b)the contact between the surrounding rock and the initial support is not solid or empty.(2)based on the large data research on the detection of the disease in the tunnel of the tunnel by an authoritative organization in China,the distribution of the tunnel cavity defect was analyzed and analyzed by combining some field observation data.By analyzing the monitoring results of the dynamic acceleration data of the high-speed railway tunnel,the basic dynamic response rules of the high-speed railway tunnel are analyzed.(3)the research on the damage mechanism of concrete and the research achievements of concrete fatigue theory are analyzed.In this paper,the concrete damage accumulation model and concrete fatigue equation are selected as the theoretical basis for the deterioration of the tunnel lining.The fatigue life of concrete is combined with the damage variable to describe the damage process and life prediction of the concrete.In this paper,we study the effect of different dislocations on the lining concrete of high-speed railway tunnel.(4)based on the large general finite element software ABAQUS,the finite element simulation was carried out for the uncavitation of three parts of the arch,arch and side wall of the high-speed railway tunnel.Combined with field measured acceleration data and high-speed railway tunnel,the results of finite element model to calculate acceleration data to verify the numerical simulation results and the actual dynamic response data high-speed rail tunnel lining can better match,for later research on different pavement condition of the lining concrete damage and life prediction for data to support.The conclusion is: this section for the dynamic response of tunnel lining cavity disease brings significant effect,and compared with the same cases caused by insufficient thickness of secondary lining concrete pavement types than early contact with the surrounding rock between imperfect pavement type impact is small.The maximum tensile stress peak of the lining is 1.09 Mpa,while the maximum stress peak of the lining is 1.36 Mpa.(5)by combining the prediction life of the fatigue equation of concrete with the damage variable D,the different damage process of the lining of the high-speed railway tunnel is described.By calculating the damage caused by train vibration load to concrete and the frequency of vibration,the service life of lining concrete in different working conditions is predicted.In this chapter the conclusion is: in the second lining concrete pavement after more than 20 cm cannot meet the requirements of the design of the high-speed railway tunnel in China use fixed number of year,10 cm below the second lining of tunnel pavement thickness will not much affect service;Behind at the beginning of the road.the Angle range of more than 20 ° above can’t meet the requirements of the design of the high-speed railway tunnel in China use fixed number of year,pavement under 10 ° Angle range will not much affect on the service of the tunnel.