Characteristics of the crack tip field in high-speed railway tunnel linings under train-induced aerodynamic shockwaves

• Published in: Underground space (Beijing) 2024-10, Vol.18, p.199-217
• Main Authors: Liu, Yi-Kang, Wang, Yu-Ling, Deng, E, Ni, Yi-Qing, Yang, Wei-Chao, Ao, Wai-Kei
• Format: Article
• Language: English
• Subjects: Aerodynamic shockwave; Boundary conditions; Circumferences; Compression waves; Concrete blocks; Crack propagation; Crack tip field; Crack tips; Falling; Falling concrete blocks; High speed rail; Influence; Intensification effect; Longitudinal waves; Propagation; Railway engineering; Railway tunnels; Shock waves; Stress concentration; Stress intensity factor; Stress intensity factors; Trains; Tunnel lining cracks; Tunnel linings; Velocity
• ISSN: 2467-9674; 2096-2754; 2467-9674
• DOI: 10.1016/j.undsp.2024.01.001

High-speed railway tunnels in various countries have continuously reported accidents of vault falling concrete blocks. Once the concrete block falling occurs, serious consequences follow, and traffic safety may be endangered. The aerodynamic shockwave evolves from the initial compression wave may be an important inducement causing the tunnel lining cracks to grow and form falling concrete blocks. A joint calculation framework is established based on ANSYS Fluent, ABAQUS, and FRANC3D for calculating the crack tip field under the aerodynamic shockwave. The intensification effect of aerodynamic shockwaves in the crack is revealed, and the evolution characteristics of the crack tip field and the influence factors of stress intensity factor (SIF) are analyzed. Results show that (1) the aerodynamic shockwave intensifies after entering the crack, resulting in more significant pressure in the crack than the input pressure. The maximum pressure of the inclined and longitudinal cracks is higher than the corresponding values of the circumferential crack, respectively. (2) The maximum SIF of the circumferential, inclined, and longitudinal crack appears at 0.5, 0.68, and 0.78 times the crack front length. The maximum SIF of the circumferential crack is higher than that of the inclined and longitudinal crack. The possibility of crack growth of the circumferential crack is the highest under aerodynamic shockwaves. (3) The influence of train speed on the SIF of the circumferential crack is more than 40%. When the train speed, crack depth, and crack length change, the change of pressure in the crack is the direct cause of the change of SIF.