Creep analysis of plain fill embankment at permafrost regions along Qinghai-Tibet Railway under train dynamic load

WU Zhi-jian; CHEN Tuo; MA Wei

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Creep analysis of plain fill embankment at permafrost regions along Qinghai-Tibet Railway under train dynamic load

更新时间：2026-06-25

- Creep analysis of plain fill embankment at permafrost regions along Qinghai-Tibet Railway under train dynamic load
- Vol. 32, Issue S2, (2011)
- 作者机构：
  
  1. 中国地震局兰州地震研究所,兰州,730000
  2. 中国地震局黄土地震工程开放实验室,兰州,730000
  3. 甘肃省岩土防灾工程技术研究中心,兰州,730000
  4. 中国科学院寒区旱区环境与工程研究所冻土工程国家重点实验室,兰州,730000
- 作者简介：
- 基金信息：
- DOI：
  CLC： TU435
- Online First：26 August 2011，
  
  Published：2011
- 稿件说明：
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WU Zhi-jian, CHEN Tuo, MA Wei. Creep analysis of plain fill embankment at permafrost regions along Qinghai-Tibet Railway under train dynamic load[J]. 2011, 32(S2).
DOI：

WU Zhi-jian, CHEN Tuo, MA Wei. Creep analysis of plain fill embankment at permafrost regions along Qinghai-Tibet Railway under train dynamic load[J]. 2011, 32(S2). DOI：

摘要

基于青藏铁路北麓河试验段的机车现场实时振动监测，在三轴流变试验的基础上，利用ABAQUS有限元软件中的时间硬化与Druker－Prager屈服破坏准则耦合的蠕变模型，对青藏铁路多年冻土区的普通素土路基在等效机车荷载作用下的蠕变效应进行分析。研究表明，ABAQUS软件中时间硬化与蠕变模型能较好地模拟路基运营过程中的时间效应，素土路基的竖向位移由路基顶部中心位置向路基内部和两侧逐渐减小，一年中的最大位移达14 mm，与该段的年沉降变形观测值一致。路基中心的蠕变应变值大于路基顶面和天然地表的应变值，路基中心受机车荷载的振动影响最大

Abstract

Based on the train dynamic vibration in-situ monitoring at the Beiluhe test section of Qinghai-Tibet Railway and the laboratory triaxial compression creep test

time hardening power function rule and Druker-Prager yield and failure criterion coupled creep model of the ABAQUS FE were utilized to simulate the creep effect of the plain fill embankment at the permafrost area of Qinghai-Tibet Railway. The results show that the time hardening power function rule and creep model simulate the time effect during operation of the railway embankment accurately; vertical displacement decreases gradually from center of embankment top to inside and both sides of the plain fill embankment. The maximal displacement reaches 14 mm in one year; and this value is consistent with the result of deformation observation in-situ. The creep strain value of center is greater than that of top and natural ground of the embankment; and the center of embankment is most influenced by train dynamic vibration.

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