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Volume 30 Issue 6
Dec.  2017
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Journal of Southwest Jiaotong University  > 2017  >  30(6): 1121-1129.
HUANG Qiang, YE Bin, HUANG Hongwei, ZHANG Dongmei, ZHANG Feng. Comparison of 2D and 3D Dynamic Responses of Saturated Soft Soil due to Metro Train Load[J]. Journal of Southwest Jiaotong University, 2017, 30(6): 1121-1129. doi: 10.3969/j.issn.0258-2724.2017.06.012
Citation: HUANG Qiang, YE Bin, HUANG Hongwei, ZHANG Dongmei, ZHANG Feng. Comparison of 2D and 3D Dynamic Responses of Saturated Soft Soil due to Metro Train Load[J]. Journal of Southwest Jiaotong University, 2017, 30(6): 1121-1129. doi: 10.3969/j.issn.0258-2724.2017.06.012
shu

Comparison of 2D and 3D Dynamic Responses of Saturated Soft Soil due to Metro Train Load

doi: 10.3969/j.issn.0258-2724.2017.06.012
  • Received Date: 21 Apr 2016
  • Publish Date: 25 Dec 2017
    Abstract
  • As for the common practice that the two-dimensional(2D) model is approximately employed to the three-dimensional(3D) model in numerical calculation of geotechnical engineering, 2D and 3D dynamic responses induced by the metro train vibration were analyzed. Train vibration load on the track bed was determined firstly according to the rail-fastener-tunnel-subgrade longitudinal model, then 2D and 3D dynamic responses of the tunnel and the saturated soft ground were simulated based on the cyclic mobility model and the fully coupled soil-water theory when the metro train moved at an average speed. The results show that:dynamic responses of the ground surface acceleration, displacement and excess pore water pressure (EPWP) around the tunnel in 2D and 3D models are similar but significant differences exist in the quantitative manner.The maximum acceleration and displacement ratios between 2D and 3D models can be as much as ninefold and sixfold, with a maximum acceleration level discrepancy of 15 dB; the ratio of EPWP around the tunnel ranges from 1.5 to 3.5, and the accumulated EPWP in 2D and 3D models reach 4.36 kPa and 1.69 kPa, respectively, the accumulation of EPWP is obvious at the locations of 45° and 135° around the tunnel. Train vibration load, longitudinal soil vibration and consolidation rate are the three reasons accounting for the response discrepancy between 2D and 3D models.

     

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