Cooling effect of ripped-stone embankments on Qing-Tibet railway under climatic warming

The heat convection in ballast mass and ripped-stone mass in railway embankments is the problem of heat convection in porous media. In order to calculate the temperature distribution of Qing-Tibet railway embankment, from the governing equations used to study forced convec-tion for incompressible fluids porous media, the finite ele-ment formulae for heat convection in porous media are de-rived by using Galerkin抯 method. The temperature fields of the traditional ballast embankment and the ripped-stone mass embankment, constructed on July 15, have been ana-lyzed and compared under the case that the air temperature in Qinghai-Tibetan Plateau will be warmed up by 2.0℃ in the future 50 years. The calculated results indicate that, the permafrost 5 m below the traditional ballast embankment will be thawed in the regions in which the air yearly-average temperature is larger than -3.5℃ or the yearly-average temperature at the native surface is larger than -1℃. The embankment will cause large thawing settlement. The rail-way embankment will be damaged by permafrost degrada-tion. The ripped-stone mass embankment can not only resist the effect of climatic warm up on it but also provide cool energy for the permafrost under it. It can assure permafrost stability and not subjected to thawing. Therefore, it is highly recommended that the ripped-stone mass embankment be taken as the Qing-Tibet railway embankment structure in high-temperature permafrost regions so that permafrost embankment can be protected as possible as we could.     

青藏铁路多年冻土区典型结构路基振动响应特性

在青藏高原的寒季和暖季条件下,对青藏铁路北麓河段的块石路基和素土路基进行了强震动测试,运用二维等价线性时程响应动分析法对2种典型结构路基进行了动力响应的数值计算.结果表明,从路肩到坡脚的机车荷载传递具有明显的衰减效应,并且暖季衰减大于寒季.在路基中心的原地表处,块石路基的振动衰减效应大于素土路基.     

Mechanism of evolution on winter-time natural convection cooling effect of fractured-rock embankment in permafrost regions

Recent researches indicate that the global climate really shows a warming trend[1―5]. The Intergovernment Panel on Climate Change (IPCC) predicts a 1.4℃―5.8℃ rise in the global surface temperature between 1990 and 2100 using the climate change forecast model[5]. During the same times, the climate in the Qinghai-Tibet Plateau will also bring about relevant changes. Recent predictions show that the air temperature of the Qinghai- Tibet Plateau will be a rise of 2.2℃―2.6℃ by 2050. Th…     

青藏铁路运营期间冻土路基裂缝问题研究

运营期青藏铁路冻土区路基工程最值得关注的变化是不同部位裂缝的发生和发展以及对线路安全运行的影响.通过对不同时期青藏铁路多年冻土区路基工程裂缝发生发展影响因素的分析,认为冻土区路基工程基底地温场的不对称以及基底土体冻融过程不同步是路基工程变形裂缝发生的主要原因,路基坡脚和周围冻土水热环境变化是裂缝发展的拉动力,路基填料性质也是不容忽略的因素;根据运营期间冻土路基热状态和工程状态分析,对运营期青藏铁路冻土路基工程状态进行了初步评价,并提出了减少或消除地温场的不对称及保护路基坡脚冻土环境,从而抑制冻土路基裂缝的工程对策.     

Experimental Study on Riprap Air-Cooled Roadbed of Qinghai-Tibet Railway

The riprap air-cooled roadbed and common roadbed experimental project were designed and carried on in Qingshuihe test filed, an area of warm permafrost category with the fine frozen soil along Qinghai-Tibet Railway, to decide the temperature field of the roadbed after railway construction. Based on ground temperature variation of natural hole, left and fight shoulder＇ s hole, the maximum thawing depth, and the deformation in these two kinds of roadbed were analysed comparatively. It showed that the riprap air-cooled roadbed had better effect of lowering ground temperature, lifting the maximum frozen-thawing depth obviously and decreasing deformation than that of the common roadbed. Therefore, the riprap air-cooled roadbed was a positive frozen soil protection measure for it effectively decreased ground temperature and protected permafrost.     

青藏铁路清水河地区路堤最小设计高度的计算

在青藏铁路多年冻土区路基的设计中,临界高度和最小设计高度是两个关键指标.本文针对青藏铁路清水河试验段特定条件下的试验路堤进行了研究,分析了路堤高度与上限上升高度的关系,并根据试验所得的路堤临界高度值,计算得到了该地区特定条件下路堤的最小设计高度值.研究表明:①青藏高原清水河地区铁路路堤存在临界高度;②清水河地区铁路路堤的临界高度为0.65 m;③清水河地区铁路路堤的最小设计高度为1.63 m.     

Heat transfer process of roadway embankments with different type and width of road surface in permafrost regions

The stability of roadbed in permafrost areas has become a big concern with rapid development and construction of throughways, highways and railways in these areas under the current climate change since it is governed by the thermal condition, or in other words, the heat transfer process in the embankment. We carried out a finite element analysis to analyze the effects of different types of road surface and the effect of breadth of embankment on the embankment heat transfer process. The results indicated that the mean annual heat transfer rate at the bottom of the roadway embankment with asphalt surfaces is 3 times that with sandy gravel surfaces. This means annual heat transfer rate increased by 60% when the breadth of asphalt surface was doubled. The increased heat transfer rate was mainly located at the bottom of the embankment and resulted in the effect of thermal concentration,. leading to degradation of the permafrost by as much as 1.6 times. It was also found that increasing embankment height would not reduce these increases of the heat transfer rate. Therefore both asphalt road surface and increased embankment breadth can lead to an intensified heat transfer rate in roadway embankment, consequently degradating the underlying permafrost and embankment instability.     

Heat transfer process of roadway embankments with different type and width of road surface in permafrost regions

The stability of roadbed in permafrost areas has become a big concern with rapid development and construction of throughways, highways and railways in these areas under the current climate change since it is governed by the thermal condition, or in other words, the heat transfer process in the embankment. We carried out a finite element analysis to analyze the effects of different types of road surface and the effect of breadth of embankment on the embankment heat transfer process. The results indicated that the mean annual heat transfer rate at the bottom of the roadway embankment with asphalt surfaces is 3 times that with sandy gravel surfaces. This means annual heat transfer rate increased by 60% when the breadth of asphalt surface was doubled. The increased heat transfer rate was mainly located at the bottom of the embankment and resulted in the effect of thermal concentration,. leading to degradation of the permafrost by as much as 1.6 times. It was also found that increasing embankment height would not reduce these increases of the heat transfer rate. Therefore both asphalt road surface and increased embankment breadth can lead to an intensified heat transfer rate in roadway embankment, consequently degradating the underlying permafrost and embankment instability.     

青藏高原多年冻土区路基温度场数值模拟

根据青藏公路沿线近30年的气象资料，考虑太阳辐射、气温、风速、风向、蒸发等第二类、第三类边界条件，结合路线走向、路基高度、路面类型状况，对青藏公路五道梁地区路基温度场进行有限元分析。经验证，计算结果与路基温度场实测资料基本一致。有限元分析表明，在年周期内路基边界处的温度仍然可按正弦曲线较好地加以拟合；路线走向对冻土路基温度场的对称性有着重要影响，东西走向路基阴阳坡效应最为显著，南北走向路基的温度场基本对称；当路基存在坡向差异时，其阴阳坡效应的强弱与季节密切相关，夏季较弱，冬季较强。     

保护冻土的保温原理

在多年冻土地区修筑路堤、设置保温层是保护路堤下多年冻土上限不变甚至上升的隔热保温方法，其保温效果取决于隔热层对下部多年冻土年平均地温和温度较差的改变状况，作者阐述了保温方法的工作原理，并依据该原理探讨了最小路堤高度和最大路堤高度存在的可能性及其适用范围，北麓河试验场的观测资料较好地验证了理论探讨。     

路基宽度对多年冻土区站场路基温度场的影响

青藏铁路路基的热稳定性受到气温升高的影响.站场路堤比普通路堤宽度大,受气温升高影响更大.以清水河站场试验点为工程背景,对站场和普通路基3个冻融周期的现场测试温度进行分析比较.参照前人对气温预测计算公式,作为青藏铁路站场路基进行热分析的边界条件,运用数值计算方法近似求解计算站场路基20 a后的热状况,同时与普通宽度的路基作比较.结果表明,站场路堤的多年冻土的人为上限比普通路堤高,最大融深比普通路堤大,说明路基的宽度是加速冻土破坏的一个重要影响因素.     

Permafrost changes and engineering stability in Qinghai-Xizang Plateau

Climate change and engineering activities are the leading causes of permafrost temperature increase,active layer thickening,and ground-ice thaw,which trigger changes in the engineering stability of embankments.Based on the important research advances on permafrost changes and frozen soil engineering in Qinghai-Xizang Plateau,the changes in permafrost temperature and active layer thickness,their relationships with climate factors,the response process of engineering activities on permafrost,dynamic change of engineering stability of Qinghai-Xizang Railway,and the cooling mechanism and process of crushed-rock layers are discussed using the monitoring data of permafrost and embankment deformation.Finally,solutions to the key scientific problems of frozen soil engineering under climate change are proposed.     

多年冻土区聚苯乙烯隔热公路路基温度场数值分析

为了研究随外界环境条件改变聚苯乙烯(EPS)冻土路基温度场变化特征,运用ABAQUS有限元分析方法,对多年冻土区EPS隔热路基的温度场进行了数值模拟.计算时采用改变EPS铺设位置,模拟路面下多年冻土季节最大融深在路基修筑完工后8a内随时间的变化.通过对计算结果分析得出,在多年冻土区路基中铺设保温材料对路面下多年冻土具有明显的保护作用.当EPS铺设在路堤底部时,路堤温度场分布比较均匀,路堤内部都为正温,在EPS板下,路基温度都为负温,说明EPS有效阻止了边坡和路面传入的热量.因此,如果要修筑EPS隔热路基,应将EPS板铺设于路堤底部.     

青藏铁路路基工程可靠性分析思路浅析

青藏铁路沿线多年冻土具有强烈的时空变异性，多年冻土变异性受到了许多不确定因素的影响。气候变化不确定性、工程影响本身的不确定性、冻土工程性质变化的不确定性以及多年冻土变化的不确定性等，必须依靠不确定性的研究方法来实现，因此，必须引进可靠性评价的思路来分析路基稳定性变化。主要分析了青藏铁路多年冻土空间变异性和多年冻土工程性质变异性，论述了工程可靠性分析在青藏铁路冻土路基工程稳定性分析中应用的必要性；结合冻土路基工程稳定性特点给出了冻土路基工程可能的失效模式；结合多年冻土区路基设计原则，对冻土路基工程稳定性进行了可靠性设计和评价。     

New discoveries on the effects of desertification on the ground temperature of permafrost and its significance to the Qinghai-Tibet Plateau

The desert and permafrost conditions of the Qinghai-Tibet Plateau are unique.However,the effects of desertification on the ground temperature of permafrost are currently unclear.Recently,understanding this problem has become more urgent because of increasing desertification on the plateau.For this reason,an observational field experiment was undertaken by the authors at Honglianghe on the Qinghai-Tibet Plateau.Thermistor ground temperature probes were used,and synchronized contrasting observations were made in an open area.Observations of the ground temperature of permafrost below sand layers with a range of thicknesses were made from May 2010 to April 2011.The sand layers were found to play a key role in the protection of the underlying permafrost.The ground temperature below a permafrost table overlain by a thick sand layer was lower than that of the average annual temperature for the natural ground surface,and the temperature drop was roughly constant at 0.2°C.During the warmer part of the year (May to September),the maximum temperature drops over the five months were 3.40,3.72,4.85,3.16,and 1.88°C,respectively.The ground temperature near a permafrost table overlain by a thin sand layer was also lower than that of the average annual temperature for the natural ground surface.However,in this case the average of the annual maximum temperature drop was significantly less,0.71°C.The scientific significance of our preliminary conclusions is not only to present an exploration of the interaction between desertification and permafrost,but also to provide new engineering ideas for protecting the permafrost in regions where construction is required on the Qinghai-Tibet Plateau.     

软土地基路堤工程信息化施工技术

建在软土地基上的路堤工程容易出现侧向滑移破坏，在实践经验之上发展路堤工程的信息化施工技术可以促进路堤的设计和施工水平．信息化施工的关键技术是反分析的优化方法、预测所采用的数值模型和变形控制标准．为此阐述了遗传算法、简化参数的耦合Biot修正剑桥模型和路堤变形控制标准，提出了路堤工程信息化施工技术流程图，结合一个工程算例进行验证，得出的预测结果与实际情况是吻合的．     

青藏铁路路堤纵向裂纹形成与扩展的力学机理

在多年冻土区修建路堤,打破了原来天然地表与外界的热力平衡,引起地下温度场重新分布,使得路堤两侧的天然地表下多年冻土融沉,造成整个路堤应力场局部出现应力集中,导致路堤的两侧出现了大量的纵长宽大裂纹。这些裂纹在上覆荷载作用,尤其是列车动荷载或者地震作用下,有可能发生路堤的突然沉陷,严重危害行车安全。就路堤应力集中现象来讨论裂纹的形成和扩展力学机理,即裂纹扩展主要受拉应力作用,而裂纹的扩展角受剪应力的控制。     

高速公路拓宽路基病害机理及防治

为了分析高速公路拓宽路基病害机理,以京石高速公路拓宽为工程背景,在FLAC环境下利用Fish函数方法建立了高速公路路基拓宽的数值分析模型,研究了地基沉降对拓宽路基内竖向应力、水平应力和剪切应力的影响,结果表明:在路基拓宽中路基顶部拼接处首先出现拉应力,随着地基沉降的发展,路基顶部拼接处的拉应力区不断发展,并引起路基和路面出现纵向开裂;由于拓宽路基填筑高度不同,路基竖向附加应力分布不均,从而使得路基横向出现不均匀沉降;剪应力主要集中在拓宽路基中部,对拓宽路基病害贡献不大.最后提出了拓宽路基病害防治措施.     

Blasting Technology Research in Construction of Fenghuoshan Tunnel in Permafrost

1Introduction TheFenghuoshanTunnelliesinthehinderland ofQinghai TibetPlateau,betweenKunlun MountainandTanggulaMountain,withatotal lengthof1338m.Thealtitudeofthemountainpeakis5075m,whilethetracksurfaceis4905m abovethesealevel.Beingthehighestpermafrost tunnelintheworld,tobeconstructedinaregion ofarcticalpineandextremeoxygendeficiency,FenghuoshanTunneldoesnothaveanyexisting experience,eitherfromChinaorabroad,to follow.Greatlydifferentformothertunnelson loweraltitudes,theconstructionofthispro…     

青藏高速公路路基降温措施有效性模拟分析

为了评价已有的冻土路基工程技术对青藏高原多年冻土区高等级公路宽幅路基的适用性,运用ABAQUS有限元软件及其二次开发平台,建立了多年冻土地区宽幅路基温度场有限元分析模型,并运用该模型对普通路基、碎石路基、EPS隔热层路基以及隔热层-碎石复合路基温度场进行对比分析,对4种宽幅路基融深变化规律进行研究.结果表明,不同降温措施条件下路基温度随时间均呈周期变化,但每年平均温度总体上升,且相同的时间和路基宽度条件下,隔热层-碎石复合路基温度最低、热稳定性最好;普通路基第十年最大融深随路基宽度的增加呈直线上升趋势,碎石路基融深随宽度的增加呈三阶段增长趋势,EPS隔热层路基融深随宽度的增加呈两阶段增长趋势,复合路基融深随着宽度的增加逐渐增加但变化不大;单一的EPS隔热层措施、碎石路基对于多年冻土区宽幅路基降温效果较差,隔热层-碎石复合路基降温效果最优.