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客运专线的建设需要高度平顺和稳定的轨下基础,控制变形是客运专线路基设计的关键。在保证路基本体施工可靠性的前提下,客运专线的沉降变形主要由地基沉降确定。地基沉降的计算方法有很多种,相关理论计算方法主要区别在于计算土体的应力—应变关系不同,即压缩性指标不同,而压缩性指标主要指土体模量。针对常规计算统一选定室内试验100～200 kPa应力间变形所得出的压缩模量,其前提明显偏离实际情况,相对来说,具有其不合理之处。通过对比分析室内土工试验及现场原位试验,最终建议采用室内固结试验拟合结论进行沉降计算。
The construction of Passenger Dedicated Line needs a highly smooth and stable rail-based foundation, and control deformation is the key to the design of subgrade for passenger dedicated lines. Under the premise of ensuring the reliability of roadbed construction, the settlement deformation of passenger dedicated line is mainly determined by the foundation settlement. There are many kinds of calculation methods for foundation settlement. The main difference between the related theoretical calculation methods lies in the different stress-strain relationship of the calculated soil, that is, the compressibility index is different, while the compressibility index mainly refers to the soil modulus. Comparing with the conventional calculation, the compressive modulus obtained from the deformation test of 100 ~ 200 kPa in the indoor test is obviously deviated from the actual situation, and has its unreasonable position. Through comparative analysis of indoor geotechnical test and in-situ test in the field, it is suggested that settlement calculation should be based on the conclusion of indoor consolidation test.