基于弹性地基梁理论的冻胀作用下管道应力分析

穿越冻土区的埋地管线在遭遇冻土差异性冻胀时,管道会发生翘曲变形,管线将面临很大的安全隐患。为此,基于弹性地基梁理论建立冻胀条件下的管-土相互作用模型,分析了管道在冻胀及其影响因素作用下的应力分布规律,探讨了冻土地基特性（弹性模量、泊松比及地基系数）与温度的关系,对比了不同地基系数、冻胀量、管径、壁厚、温差以及上覆土厚度等特定条件下的管道应力峰值状况。计算结果表明：管道在过渡段与冻胀段及非冻胀段交界处有最大应力值,各类影响因素对管道交界处的应力影响最显著;地基系数的值越大,差异性冻胀量越大,管径越大,温差越大,管道交界处应力峰值也越大;管壁越厚,在管道交界处的应力峰值越小;管道上覆土层越厚,管道受冻胀作用弯曲应力越小,即加深上覆土层可降低管道由于冻胀抬升所产生的应力,可减缓管道变形。     

Investigation of monitoring system for high-speed railway subgrade frost heave

This paper presents methods for monitoring frost heave, device requirements, testing principals, and data analysis requirements, such as manual leveling observation, automatic monitoring (frost heave, frost depth, and moisture), track dynamic detection, and track status detection. We focused on the requirements of subgrade frost heave monitoring for high speed railways, and the relationship of different monitoring methods during different phases of the railway. The comprehensive monitoring system of high speed railway subgrade frost heave provided the technical support for dynamic design during construction and safe operation of the rail system.     

Numerical analysis of applying special pavements to solve the frost heave diseases of high-speed railway roadbedsin seasonally frozen ground regions

The Haerbin-Dalian Passenger Dedicated Line is the first high-speed railway constructed in the seasonally frozen ground regions of northeastern China. Frost heave diseases occurred in the first winter of its operation(between October 2012 and January 2013), and frost heave was observed mainly in the roadbed fills that were considered not susceptible to frost heave. This paper proposes applying two special pavements — black pavement and insulation-black pavement — to improve the thermal regime of the roadbed. Three numerical models of the roadbed temperature field were built based on the field conditions of the Changchun section(D3K692+840 to D3K692+860). The results show that:(1) Compared with cement pavement, black pavement and insulation-black pavement could reduce the freezing index at the roadbed surface by 37% and 64%, respectively, which could influence the maximum frozen depth;(2) the maximum frozen depths under the black pavement and insulation-black pavement were respectively 1.3–1.4 m and 1 m. Compared with cement pavement, they could reduce the maximum frozen depth by 0.4 m and 0.7–0.8 m, respectively, which would reduce the permitted amount of frost heave by 4 mm and 7–8 mm, which would meet the deformation limit established by the Code for Design on Special Subgrade of Railway;(3) the freezing periods of the black pavement and the insulation-black pavement were, respectively, approximately four months and two months. Compared with cement pavement, they could reduce the freezing period by approximately 19 days and 40 days, respectively, and delay the initial freezing time by 9 days and 18 days; and(4) compared with cement pavement, black pavement and black-insulation pavement could reduce the frozen areas of roadbeds in the cold season, which suggests that these two special pavements could provide better thermal stability for roadbeds.     

Snow cornice dynamics as a control on plateau edge erosion in central Svalbard

Snow cornices grow extensively on leeward edges of plateau mountains in central Svalbard. A dominant wind direction, a snowdrift source area and a sharp slope transition largely control the formation of snow cornices in a barren peri‐glacial landscape. Seasonal snow cornice dynamics control bedrock weathering and erosion in sedimentary bedrock on the Gruvefjellet plateau edge in the valley Longyeardalen. Air, snow and ground temperature sensors, as well as automatic time‐lapse cameras on a leeward facing plateau edge were used to study seasonal cornice dynamics. These techniques allowed for monitoring of cornice accretion, deformation and collapse/melting in great detail. The active layer of the top plateau edge is characterized by high moisture content due to rain before freeze‐up in autumn and cornice meltdown during spring thaw. Thus frost weathering there can be very efficient in this otherwise cold and dry environment. Within the first autumn snowstorms, a vertical fully developed cornice was in place (190 cm thick). The backwall surface beneath the thickest part of the cornice remained in the ice segregation ‘frost cracking window’ for almost nine months. Highly weathered rock material from the plateau edge is thus incorporated into the cornice during cornice accretion. Brittle snow deformation leads to the opening of cornice tension cracks between the cornice mass and the snowpack on the plateau. These cracks are a prerequisite for cornice collapses, and often trigger cornice fall avalanches on the slope beneath. In these open cornice tension cracks, weathered rock debris, plucked from the plateau edge, can be visible, demonstrating the erosional property of the cornices. The cornice will either collapse or melt, resulting in suspended sediment transport downslope by cornice fall avalanche or release as rock fall respectively. Therefore, cornices both promote and trigger high weathering rates on Gruvefjellet, and thus control presently the development of the rockwall free faces and the talus cones. Copyright © 2012 John Wiley & Sons, Ltd.     

Simulation of frozen ground distribution in northeast China based on a surface frost number model

Journal of Geographical Sciences - Against the background of global warming, environmental and ecological problems caused by frozen ground degradation have become a focus of attention for the...     

The decreasing spring frost risks during the flowering period for woody plants in temperate area of eastern China over past 50 years

The temperate monsoon area of China is an important agricultural region but late spring frosts have frequently caused significant damage to plants there. Based on phenological data derived from the Chinese Phenological Observation Network （CPON）, corresponding meteorological data from 12 study sites and phenological modeling, changes in flowering times of multiple woody plants and the frequency of frost occurrence were analyzed. Through these analyses, frost risk during the flowering period at each site was estimated. Results of these estimates suggested that first flowering dates （FFD） in the study area advanced significantly from 1963 to 2009 at an average rate of -1.52 days/decade in North-east China （P〈0.01） and -2.22 days/decade （P〈0.01） in North China. Over the same period, the number of frost days in spring decreased and the last frost days advanced across the study area. Considering both flowering phenology and occurrence of frost, the frost risk index, which measures the percentage of species exposed to frost during the flowering period in spring, exhibited a decreasing trend of -0.37% per decade （insignificant） in Northeast China and -1.80% per decade （P〈0.01） in North China, implying that frost risk has reduced over the past half century. These conclusions provide important information to agriculture and forest managers in devising frost protection schemes in the region.     

Causes, effects and control of seasonal frost action in railways

Seasonally cold climate and resulting frost action set great demands to railway track substructure in order to maintain track geometry. Challenges culminate on high-speed lines, where the tolerances for roughness are the tightest. Problems may result in highly increased track maintenance and need for temporary speed restrictions. The causes of frost action can be associated with subsoil, subballast or ballast. The major concern in frost protection is to avoid the freezing of frost susceptible subsoil by using sufficient thickness of subballast and relying on non-frost-susceptible subballast material. This paper provides an overview of the main research findings on the role of ballast, subballast and subsoil in frost action. In new construction the material specifications, design procedures and construction methods have been developed to ensure adequate performance of track substructures, but special challenges exist in managing existing tracks that were not designed for modern requirements. In order to perform cost-effective and sustainable track maintenance, it is necessary to recognize the problem areas and define the root-causes of problems. For locating the problem sections and defining the causes of defects, a sophisticated analysis based on integration of track geometry and ground penetrating radar (GPR) data has been developed and is summarized in this paper.     

寒冷地区输水渠道冻胀破坏链式分析及减灾研究

寒冷地区输水渠道在运行过程中,由于持续负温的影响,地温逐步下降,引起渠基土体水分分布发生变化导致土体冻胀,致使输水渠道结构破坏,这种作用影响所表现出来的链式效应是冻胀破坏作用的重要特征。为了探明寒冷地区输水渠道冻胀破坏机理,分析渠道的冻胀破坏因素,引入链式破坏理论进行分析。从系统理论出发,分析冻胀破坏系统的链式关系结构,建立冻胀破坏链式效应关系模型。以寒冷地区渠道衬砌结构冻胀破坏为例,分析经过一个冻融周期,渠基土体颗粒、土体成分组成、气温、地温变化规律和土壤水分迁移规律对渠道衬砌结构冻胀破坏的影响。分析渠道衬砌结构冻胀破坏链式机理,是在外部环境气温、水分等条件输入下,地温分布受土体性质及土体水分的影响,土体水分迁移受地温和土体性质的作用,土体产生冻胀是对地温和水分分布作用的响应,以此为依据提出寒区渠道冻胀破坏断链减灾方法。     

青藏粉质黏土单向冻结冷生构造发育及冻胀发展过程试验研究

通过对青藏饱和粉质黏土进行开放条件下的单向冻结试验,并结合土样冻结过程的图像数据,分析土样在单向冻结过程中冷生构造的发育和冻胀变形的发展规律,得到以下结论：试样冻结稳定所需时间为26 h左右,基本不受顶板温度变化的影响,但土样冻结后形成不同冷生构造带的位置及薄厚与土样顶板温度（顶底板温度梯度）密切相关,顶板温度越低,微薄层状和薄层状构造带的厚度越大,最暖端厚层冰透镜体以及未冻土部分整体状构造带的厚度越小。研究结果还表明,土样的冻胀变形经历了快速冻胀、稳定冻胀和线性冻胀3个阶段,其中线性冻胀阶段是冻胀发展最快的阶段,也是冰透镜体生长最快的阶段。研究成果揭示了土样单向冻结过程中冷生构造发育和冻胀发展的动态过程,为冻胀机制的认识以及冻胀模型的建立与验证提供了试验基础。