Research on the Deformation Mechanism of Railway Subgrade under Buried Strike–Slip Fault Dislocation
Abstract
:1. Introduction
2. Model Tests of Fault Dislocation
2.1. Development of Test Modeling Equipment
2.2. Material Selection and Similar Design
2.3. Model Establishment
2.4. Monitoring System Deployment and Testing Process
3. Analysis of Test Results
3.1. The Deformation of Flat Site without Subgrade
3.2. The Deformation of Subgrade
3.2.1. The Deformation Induced by Slight Fault Dislocation
3.2.2. The Deformation Induced by Severe Fault Dislocation
4. Numerical Simulation Calculation of Fault Dislocation
4.1. Establishment of Numerical Simulation Models
4.2. Model Assumptions and Calculation Parameters
5. Analysis of Numerical Simulation Results
5.1. Stress Distribution
5.2. Combined Damage Factor
5.3. The Deformation of Subgrade Top Surface
6. Discussion
6.1. The Deformation Mechanism
6.2. Limitations of This Study
7. Conclusions
- (1)
- When the fault dislocation was slight, the deformation of the subgrade surface was diffuse, with the subgrade showing an S–shaped dislocation along the fault strike. Simultaneously, the soil on the surface of the subgrade and the foundation was thrust to both sides of the fault. This phenomenon adversely affects the sustainability of the subgrade. During a severe fault dislocation, numerous en echelon tension–shear cracks appeared on the surface of the subgrade and foundation, and compression crush zones emerged on the surface of the subgrade slope. Taking the intersection of the centerline of the subgrade top surface and the fault strike as the center, the tension–shear cracks and compression crush zones were roughly distributed in a centrosymmetric manner. Due to the presence of tension–shear cracks and the thrusting effect, the density of the subgrade significantly decreased, leading to cavities and subsidence on the subgrade’s surface.
- (2)
- When the angle between the fault strike and the subgrade strike increased from 22.5° to 157.5°, the range of uneven deformation of the subgrade induced by the fault dislocation decreased and then increased. When the angle was 90°, the range of uneven deformation was the smallest. To minimize the impact of the fault dislocation on the smoothness of railway lines, it is recommended that the angle between the fault strike and the subgrade strike should be 90° or close to 90°.
- (3)
- When the angle between the fault strike and the subgrade strike increased from 22.5° to 157.5°, the angle between the main tension–shear crack on the top surface of the subgrade and the fault strike showed a trend of increasing and then decreasing. The maximum angle was 17.5° when the angle between the fault strike and the subgrade strike was 112.5°. The minimum angle was 6.5° when the angle between the fault strike and the subgrade strike was 22.5°. This conclusion can provide a reference for accurately determining the direction of the main tension–shear crack on the top surface of the subgrade.
- (4)
- When the angle between the fault strike and the subgrade strike increased from 22.5° to 157.5°, the compressive stress along the subgrade strike decreased, while the tensile stress along the subgrade strike gradually increased. Tensile stress was the main cause of tension–shear cracks on the subgrade surface, while compressive stress was the main cause of the compression crush zone on the subgrade slope.
- (5)
- The tension–shear cracks formed in the subgrade and foundation were spiraled. With an increase in the depth of the subgrade and foundation, the angle between the cracks and the fault strike gradually decreased, converging on the strike–slip fault.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
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Parameter | Resemblance Constant |
---|---|
Length | 50 |
Density | 1 |
Cohesive force | 50 |
Internal friction angle | 1 |
Acceleration | 1 |
Element | Volumetric Weight (kN·m−3) | Elastic Modulus (MPa) | Poisson’s Ratio | Internal Friction Angle (°) | Cohesive Force (kPa) | Tensile Strength (kPa) |
---|---|---|---|---|---|---|
Subgrade | 2000 | 120 | 0.25 | 30 | 15 | 3 |
Foundation | 1900 | 10 | 0.275 | 28 | 20 | 10 |
Bedrock | 2500 | 20,000 | 0.2 | 45 | 15,000 | 10,000 |
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Liang, J.; Ye, Y.; Cai, D.; Yan, H.; Yao, J. Research on the Deformation Mechanism of Railway Subgrade under Buried Strike–Slip Fault Dislocation. Appl. Sci. 2024, 14, 5102. https://doi.org/10.3390/app14125102
Liang J, Ye Y, Cai D, Yan H, Yao J. Research on the Deformation Mechanism of Railway Subgrade under Buried Strike–Slip Fault Dislocation. Applied Sciences. 2024; 14(12):5102. https://doi.org/10.3390/app14125102
Chicago/Turabian StyleLiang, Jingwei, Yangsheng Ye, Degou Cai, Hongye Yan, and Junkai Yao. 2024. "Research on the Deformation Mechanism of Railway Subgrade under Buried Strike–Slip Fault Dislocation" Applied Sciences 14, no. 12: 5102. https://doi.org/10.3390/app14125102
APA StyleLiang, J., Ye, Y., Cai, D., Yan, H., & Yao, J. (2024). Research on the Deformation Mechanism of Railway Subgrade under Buried Strike–Slip Fault Dislocation. Applied Sciences, 14(12), 5102. https://doi.org/10.3390/app14125102