CAJ | 학술논문

哈尔滨至大连客运专线是我国在中-深季节冻土地区设计、建造和运营的第一条高速铁路，其独特的工程地质条件以及在低温环境下线路的苛刻要求引发的工程需求对寒区路基的稳定性问题提出了新的严峻挑战。通过在不同冻深区选择典型性路基断面，以用来监测路基的稳定性和冻结特征。并通过对运营后第1个冻融期内的监测数据分析发现，路基的结构型式对寒区高铁路基的冻结特征有着显著的差别性影响和制约作用。结果表明：对比路堑段的中部及其临近路堑进出口处的路堤段，路堤段存续有较长时间和较厚的冻结夹层，其堑-堤地温差值也随着纬度的增加而增加。同时发现在4月份的路基中存在有一定厚度的高温冻结夹层。而同一区域内，路堑的最大冻结深度要较路堤的冻结深度浅20～50 cm，但相反的是，路堑的最大变形却较路堤的要大2～5 mm，这种差值越向北越明显。同时在春融期内，路堑段的冻深变化速率在0上下剧烈波动，此时变形产生了突变式上升，而路堤段的冻深变化速率却在负值区内变化，变形并未发生明显的突变。
합이빈지대련객운전선시아국재중-심계절동토지구설계、건조화운영적제일조고속철로，기독특적공정지질조건이급재저온배경하선로적가각요구인발적공정수구대한구로기적은정성문제제출료신적엄준도전。통과재불동동심구선택전형성로기단면，이용래감측로기적은정성화동결특정。병통과대운영후제1개동융기내적감측수거분석발현，로기적결구형식대한구고철로기적동결특정유착현저적차별성영향화제약작용。결과표명：대비로참단적중부급기림근로참진출구처적로제단，로제단존속유교장시간화교후적동결협층，기참-제지온차치야수착위도적증가이증가。동시발현재4월빈적로기중존재유일정후도적고온동결협층。이동일구역내，로참적최대동결심도요교로제적동결심도천20～50 cm，단상반적시，로참적최대변형각교로제적요대2～5 mm，저충차치월향북월명현。동시재춘융기내，로참단적동심변화속솔재0상하극렬파동，차시변형산생료돌변식상승，이로제단적동심변화속솔각재부치구내변화，변형병미발생명현적돌변。
The Harbin to Dalian Passenger Dedicated Line (HDPDL) is the first high-speed railway designed, constructed and operated in cold regions in China. The unique engineering geological condition along the HDPDL and the stringent engineering requirements pose severe challenges to the stability of subgrade in cold regions. In order to monitor the stability and freezing characteristics of the subgrade, the typical subgrade sections are selected in different freezing zones. The structure style of subgrade has a remarkable disparate impact and restriction on the freezing characteristics of high-speed railway subgrade in cold areas through analyzing the monitoring data of the first freezing and thawing period after operation. By comparing the middle section of cutting with the embankment near the entrance and exit of cutting, it is found that in this embankment section, there exists thicker frozen interlayers for a long time. The temperature difference between the cutting and the embankment increases with the increase of latitude. It is also found that there is a certain thickness of high-temperature frozen soil in embankment in April every year. In the same region, the maximum freezing depth of embankment is 20 to 50 cm deeper than that of cutting. However, the maximum deformation of cutting is 2 to 5 mm larger than that of embankment, and this difference becomes larger as latitude increases in spring thawing period, the change rate of frozen depth of cutting section fluctuates dramatically around 0;at this moment, the deformation exhibits a rise in mutation manner while the freezing depth change rate of embankment is located in the range of negative, and the obvious mutation in deformation of embankment is not be observed.