Effect of Groundwater Level Rise on the Critical Velocity of High-Speed Railway
Abstract
:1. Introduction
2. Theoretical Solution Method
2.1. Biot’s Porous Media Theory
2.2. 2.5D Finite Element Solution
2.3. Train-Track-Embankment Coupling
2.4. Model Validation
3. Numerical Modelling
3.1. Introduction of the Model
3.2. Calculated Cases
4. Numerical Analysis
4.1. Critical Velocity
4.2. Dynamic Response in the Foundation
4.3. Displacement Response Spectrum
5. Summary and Conclusions
- (1)
- The critical velocity of the high-speed railway consistently decreases with the groundwater level rise. Moreover, the rise of the groundwater level within the embankment exerts a more pronounced influence on the system’s critical velocity compared to the rise in groundwater level within the foundation. This underscores the significance of effective embankment waterproofing in controlling track vibrations;
- (2)
- Train operations can induce deformation in both the embankment and foundation, with deformation significantly increasing as the groundwater level rises. In particular, when the groundwater level ascends from the foundation bottom to the subgrade surface, the deformation of the subgrade surface escalates by approximately 55%;
- (3)
- The frequency spectrum of ground vibration increases significantly in the high-frequency region with the rising groundwater levels, and this increase affects a wider frequency range as the water level rises;
- (4)
- This study indicates that the increase in groundwater level not only amplifies vibrations but also contributes to the extended propagation of high-frequency vibrations. Consequently, a more comprehensive analysis of the correlation between vibration propagation mechanisms and rising groundwater levels is imperative for future research;
- (5)
- A limitation of this study is that the materials in the model are simulated using isotropic linear elastic properties. Future research could explore the anisotropic nature of materials and the polyphase composition of the media for a more comprehensive understanding.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
References
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Soil Layer | Biot’s Constant α | Biot’s Constant M (MPa) | Young’s Modulus E (MPa) | Poisson’s Ratio v | Density of Soil Particles (kg/m3) | Liquid Density (kg/m3) | Soil Damping D0 | Porosity n | Permeability Coefficient kD (m/s) |
---|---|---|---|---|---|---|---|---|---|
Roadbed | 0.001 | 0.001 | 240 | 0.25 | 2500 | 0.001 | 0.05 | 0.001 | 10−20 |
Subgrade | 0.001 | 0.001 | 140 | 0.3 | 2200 | 0.001 | 0.05 | 0.001 | 10−20 |
Soil layer 1 | 0.001 | 0.001 | 113 | 0.35 | 2700 | 0.001 | 0.05 | 0.001 | 10−20 |
Soil layer 2 | 0.001 | 0.001 | 113 | 0.35 | 2700 | 0.001 | 0.05 | 0.001 | 10−20 |
Soil layer 3 | 0.001 | 0.001 | 135 | 0.35 | 2700 | 0.001 | 0.05 | 0.001 | 10−20 |
Soil Layer | Biot’s Constant α | Biot’s Constant M (MPa) | Young’s Modulus E (MPa) | Poisson’s Ratio v | Density of Soil Particles (kg/m3) | Liquid Density (kg/m3) | Soil Damping D0 | Porosity n | Permeability Coefficient kD (m/s) |
---|---|---|---|---|---|---|---|---|---|
Roadbed | 0.001 | 0.001 | 240 | 0.25 | 2500 | 1000 | 0.05 | 0.001 | 1 |
Subgrade | 1.000 | 6400 | 80 | 0.3 | 2700 | 1000 | 0.05 | 0.3 | 10−6 |
Soil layer 1 | 1.000 | 3520 | 45 | 0.35 | 2700 | 1000 | 0.05 | 0.6 | 10−6 |
Soil layer 2 | 1.000 | 3520 | 45 | 0.35 | 2700 | 1000 | 0.05 | 0.6 | 10−8 |
Soil layer 3 | 1.000 | 3520 | 60 | 0.35 | 2700 | 1000 | 0.05 | 0.6 | 10−6 |
Rail Mass per Linear Meter (kg/m) | Rail Bending Stiffness (MNm2) | Slab Bending Stiffness (MNm2) | Mass per Linear Meter of Slab (kg/m) | Stiffness of CA Mortar Layer (MN/m/m) |
---|---|---|---|---|
60.64 | 6.625 | 40 | 950 | 100 |
Damping of CA mortar layer (Ns/m/m) | Bending stiffness of the concrete base (MNm2) | Mass per linear meter of the concrete base (kg/m) | Fastener stiffness (MN/m/m) | Fastener damping (Ns/m/m) |
2 × 105 | 190 | 1800 | 28.5 | 5 × 104 |
Parameter Name | Value |
---|---|
Carriage mass/kg | 45,000 |
Bogie mass/kg | 3600 |
Wheelset quality/kg | 1700 |
Carriage length/m | 24.8 |
Centre-to-centre distance of adjacent bogies/m | 14.9 |
Bogie length/m | 2.5 |
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Hu, J.; Jin, L.; Wu, S.; Zheng, B.; Tang, Y.; Wu, X. Effect of Groundwater Level Rise on the Critical Velocity of High-Speed Railway. Water 2023, 15, 3764. https://doi.org/10.3390/w15213764
Hu J, Jin L, Wu S, Zheng B, Tang Y, Wu X. Effect of Groundwater Level Rise on the Critical Velocity of High-Speed Railway. Water. 2023; 15(21):3764. https://doi.org/10.3390/w15213764
Chicago/Turabian StyleHu, Jing, Linlian Jin, Shujing Wu, Bin Zheng, Yue Tang, and Xuezheng Wu. 2023. "Effect of Groundwater Level Rise on the Critical Velocity of High-Speed Railway" Water 15, no. 21: 3764. https://doi.org/10.3390/w15213764
APA StyleHu, J., Jin, L., Wu, S., Zheng, B., Tang, Y., & Wu, X. (2023). Effect of Groundwater Level Rise on the Critical Velocity of High-Speed Railway. Water, 15(21), 3764. https://doi.org/10.3390/w15213764