Mechanism and influencing factors of mud pumping in railway subgrade

WANG Wei; WU Yu-jian; YANG Cheng-zhong; FENG Qing-song

doi:10.19818/j.cnki.1671-1637.2019.06.006

Volume 19 Issue 6

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WANG Wei, WU Yu-jian, YANG Cheng-zhong, FENG Qing-song. Mechanism and influencing factors of mud pumping in railway subgrade[J]. Journal of Traffic and Transportation Engineering, 2019, 19(6): 54-64. doi: 10.19818/j.cnki.1671-1637.2019.06.006

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WANG Wei, WU Yu-jian, YANG Cheng-zhong, FENG Qing-song. Mechanism and influencing factors of mud pumping in railway subgrade[J]. Journal of Traffic and Transportation Engineering, 2019, 19(6): 54-64. doi: 10.19818/j.cnki.1671-1637.2019.06.006

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Mechanism and influencing factors of mud pumping in railway subgrade

doi: 10.19818/j.cnki.1671-1637.2019.06.006

National Local Joint Engineering Research Center of Safety Guarantee Technology for Operation and Maintenance of Rail Transport Infrastructure, East China Jiaotong University, Nanchang 330013, Jiangxi, China

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Author Bio:
WANG Wei (1987-), male, lecturer, PhD, rebwg05@163.com
Received Date: 2019-05-28
Publish Date: 2019-12-25

Abstract

Abstract

In order to study the mechanism of mud pumping in railway subgrade, many investigations were conducted and two subgrade models that prone to mud pumping in current railways were summarized. A governing differential equation for the description of the increase and dissipation rule of vibration pore-water pressure in subsoil under cyclic train load was established. The growth law of pore-water pressure ratio in subsoil was calculated, which accordingly decided whether the subsoil was liquefied to cause the mud pumping. The effects of different parameters, such as train operation speeds, axle weighings of train, consolidation coefficients of subsoil, consolidation stress ratios and confining pressures on mud pumping, were analyzed for the general-speed and high-speed railways. Analysis result indicates that when the subgrade is under the continuous combined action of train load and water, the pore-water pressure ratio in subsoil grows quickly with the increase of vibration number of train load, but its growth rate continuously decreases and its value stabilize in final. With the increase of the depth, the change pattern of the pore-water pressure ratio in subsoil grows first and then falls. Its value is normally largest at 0.6 m under the surface of subsoil. The faster the train speed is, the quicker the pore-water pressure ratio grows, and the simpler the mud pumping takes place. When the train speed is 200 km·h^-1, the vibration numbers for mud pumping to appear in subsoil under general-speed railway are 19% of that under high-speed railway. The pore-water pressure ratio grows quicker as the axle weighing of train increases. When the axle weighing is 18 t, the vibration number for mud pumping to appear in subsoil under general-speed railway is 24% of that under high-speed railway. Increasing the consolidation coefficient of subsoil can reduce the growth rate of the pore-water pressure ratio, and the subsoil will need more vibration number to liquefy, which makes it more difficult for mud pumping to appear. The subsoil is easier to liquefy under isotropic consolidation than that under anisotropic consolidation, which leads to mud pumping. Increasing the confining pressure can reduce the growth rate of pore-water pressure ratio, which makes it more difficult for subsoil to liquefy and less likely for mud pumping to appear. It is more likely for mud pumping to appear in general-speed railway than in high-speed railway.
- railway engineering,
- mud pumping,
- subgrade model,
- train load,
- vibration pore-water pressure,
- influencing factor

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References(33)

References

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Mechanism and influencing factors of mud pumping in railway subgrade

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