三孔框构桥下穿高填方铁路路基变形控制研究

冯百喜; 张海行; 周凯; 江益辉; 徐鑫洋; 李浪

doi:10.20265/j.cnki.issn.1007-2993.2025-0303

三孔框构桥下穿高填方铁路路基变形控制研究

doi: 10.20265/j.cnki.issn.1007-2993.2025-0303

1.
中铁隧道局集团三处有限公司，广东深圳　518051
2.
中铁南方投资集团有限公司，广东深圳　518054
3.
华东交通大学土木建筑学院，江西南昌　330013

基金项目: 江西省自然科学基金（20224BAB214033）

详细信息

作者简介:
冯百喜，男，1993年生，大学本科，工程师，研究方向为城市轨道交通。E-mail：2168793115@qq.com

中图分类号: U213.1；TU433
计量
- 文章访问数: 26
- HTML全文浏览量: 20
- PDF下载量: 3
- 被引次数: 0
出版历程
- 收稿日期: 2025-07-11
- 修回日期: 2025-09-27
- 录用日期: 2026-01-08
- 网络出版日期: 2026-10-08
- 刊出日期: 2026-10-08

Deformation control of a high-fill railway subgrade undercrossed by a three-span frame bridge

1.
China Railway Tunnel Group Third Division Co., Ltd., Shenzhen 518051, Guangdong, China
2.
China Railway South Investment Group Co., Ltd., Shenzhen 518054, Guangdong, China
3.
School of Civil Engineering and Architecture, East China Jiaotong University, Nanchang 330013, Jiangxi, China

摘要

摘要: 下穿既有运营铁路路基建设框构桥会引发既有铁路变形，降低轨道的平顺性，严重时会导致线路运营中断。以深圳市五和站交通疏解道路下穿平南铁路工程为研究背景，建立框构桥下穿既有铁路线路模型，结合现场实测数据分析不同切桩施工顺序下现浇框构桥下穿对上覆既有线的扰动变形，提出了现浇框构箱涵下穿工程的关键控制技术。计算结果表明：在框构桥现浇下穿过程中，各工况对应下的轨道沉降曲线呈对称分布趋势，轨道在支撑桩位置的沉降最小，沉降最大值发生在D梁跨中位置；框构桥跨度的增大导致其范围内铁路轨道水平位移变化增大；进行切桩顺序优化后，SGC10支撑桩位置范围轨道沉降值明显小于原方案轨道沉降值，沉降值减小49%，使得整个下穿范围的既有铁轨沉降及水平位移减小；分阶段切割既有支撑桩，将既有铁路轨道荷载分阶段施加到各框构桥上，进行多次的受力转换，可显著降低既有铁路轨道的沉降，并且提升既有铁路的平顺性。各工况条件下得到的铁路轨道变形与实测结果规律一致，该模型工具可对立交道口下穿过程中既有铁路轨道变形进行预测，并为类似铁路立交道口工程的安全施工提供建设经验。
- 现浇框构桥 /
- 立交道口 /
- 下穿工程 /
- 轨道沉降 /
- 受力转换
Abstract: The construction of a box-frame culvert under an existing operational railway embankment may trigger deformation of the existing railway and compromise track smoothness, potentially resulting in operational disruptions in severe cases. This study takes the traffic diversion road beneath the Pingnan Railway at Wuhe Station in Shenzhen as the engineering background. A numerical model of a frame bridge underpassing an existing railway line was established. Based on field monitoring data, the disturbance-induced deformation of the overlying existing railway during cast-in-situ frame bridge construction was analyzed under different pile-cutting sequences. Key control techniques in cast-in-situ box-frame culvert underpass construction were then proposed. The calculation results show that, during the cast-in-situ underpass construction of the frame bridge, the track settlement curves under various construction conditions exhibit a generally symmetrical distribution. The minimum track settlement occurs at the supporting pile locations, whereas the maximum settlement appears at the mid-span of the D-beam. An increase in the span of the frame bridge leads to more pronounced horizontal displacement of the railway track within the bridge span. After optimization of the pile-cutting sequence, the track settlement within the area of the SGC10 supporting pile is significantly smaller than that obtained using the original scheme, with the settlement reduced by 49%. Consequently, both the settlement and horizontal displacement of the existing railway track within the entire underpass area are reduced. By cutting the existing supporting piles in stages, the railway track load can be progressively transferred to different frame bridges, enabling multiple stages of load redistribution. This staged load-transfer process can significantly reduce track settlement and improve the smoothness of the existing railway. The calculated deformation patterns of the railway track under different construction conditions are consistent with the field monitoring results, indicating that the proposed modeling approach can be used to predict track deformation during railway underpass construction at grade-separated crossings and provide practical construction experience for the safe implementation of similar railway underpass projects.
- cast-in-place frame bridge /
- grade-separated crossing /
- underpass construction /
- track settlement /
- load transfer

HTML全文

图 1 三孔框构桥平面图（单位：m）

Figure 1. Plan of the three-span frame bridge (Unit: m)

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图 2 三孔框构桥立面图（单位：m）

Figure 2. Elevation of the three-span frame bridge (Unit: m)

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图 3 MMC模型在主应力空间中的屈服面

Figure 3. Yield surface of the MMC model in principal stress space

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图 4 MMC模型三轴试验应力应变关系曲线

Figure 4. Stress-strain relationship curve of the MMC model under triaxial test

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图 5 框构桥穿越平南铁路数值计算模型

Figure 5. Numerical calculation model of the frame bridge underpassing Pingnan Railway

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图 6 框构桥穿越平南铁路相对位置

Figure 6. Relative position of the frame bridge when underpassing Pingnan Railway

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图 7 铁路轨道各关键阶段累计附加沉降变形（单位：m）

Figure 7. Cumulative induced settlement deformation of railway track at key stages (Unit： m)

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图 8 铁路轨道各关键阶段累计附加沉降变形

Figure 8. Cumulative additional settlement deformation of the railway track at various key stages

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图 9 各工况下轨道高低平顺性变形曲线

Figure 9. Track profile deformation curves under various working conditions

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图 10 铁路轨道各关键阶段累计附加水平位移

Figure 10. Cumulative additional horizontal displacement of the railway track at various key stages

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图 11 各工况下轨道横向平顺性变形曲线

Figure 11. Track alignment deformation curves under various working conditions

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图 12 切桩方案优化前后框构桥下穿既有铁路沉降云图

Figure 12. Contour maps of settlement induced by the frame bridge underpassing the existing railway before and after pile-cutting scheme optimization

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图 13 方案优化铁路轨道各关键阶段累计附加沉降变形

Figure 13. Cumulative additional settlement deformation of the railway track at various key stages under the optimized scheme

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图 14 方案优化各工况下轨道高低平顺性变形曲线

Figure 14. Track profile deformation curves under various working conditions with the optimized scheme

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图 15 铁路轨道各关键阶段累计附加水平位移

Figure 15. Cumulative additional horizontal displacement of the railway track at various key stages

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图 16 各工况下轨道横向平顺性变形曲线

Figure 16. Track alignment deformation curves under various working conditions

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图 17 实测与数值模拟优化前后最终沉降位移对比

Figure 17. Comparison of final settlement displacement between field measurements and numerical simulations before and after optimization

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表 1 轨道静态几何尺寸容许偏差管理值

Table 1. Allowable deviation management values for track static geometry parameters

项目	作业验收	计划维修	临时补修	限速(45 km·h⁻¹)
高低/mm	4	6	19	22
水平/mm	4	6	17	20
轨矩/mm	+6	+7	+16	+19
轨矩/mm	−2	−4	−8	−9

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表 2 土体物理力学参数指标

Table 2. Physical and mechanical parameters of soil

土层	土层厚度 /m	重度 /(kN·m⁻³)	$ \mathrm{\mathit{E}}_{50}^{\text{ref}} $/MPa	$ \mathit{\mathit{\mathrm{\mathit{E}}}}_{\text{oed}}^{\text{ref}} $/MPa	$ \mathit{\mathrm{\mathit{E}}}_{\text{ur}}^{\text{ref}} $/MPa	黏聚力/kPa	内摩擦角/(°)	渗透系数/(m·d⁻¹)
素填土	3	17.1	2.7	2.7	8.1	12.0	10.0	0.5
砾质黏性土	5.7	17.58	5.0	5.0	15	26.0	24.0	0.8
全风化花岗岩	2.3	17.89	10	10	30	28.0	26.5	0.5
强风化花岗岩	31.8	18.74	15	15	45	32.0	28.5	0.5
微风化花岗岩	43.7	26.50	250.0	250.0	1250	2000	40.0	0.3

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表 3 模型中结构的物理力学参数

Table 3. Physical and mechanical parameters of the structure in the model

项目	重度/(kN·m⁻³)	弹性模量 /MPa	泊松比
框构	25.0	3.25×10⁴	0.2
铁路路基	17.0	2.50×10⁴	0.2
D梁支撑桩	25.0	3.35×10⁴	0.3
防护桩	25.0	3.35×10⁴	0.3
钢材	78.5	2.00×10⁵	0.3

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表 4 施工阶段计算

Table 4. Calculation of construction stages

工序	说明
工序1	初始地应力平衡阶段
工序2	施作D梁支撑桩及路基防护桩
工序3	施作D梁纵向支撑梁
工序4	放坡开挖中间孔框构基坑
工序5	浇筑中间孔框构桥下素混凝土桩及框构桥主体
工序6	放坡开挖两侧孔框构基坑
工序7	浇筑两侧孔框构桥下素混凝土桩及框构桥主体
工序8	框构两侧回填
工序9	对框构顶部进行回填并切除框构桥内支撑桩

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