In deep-buried long tunnels, train derailment accidents pose a serious threat to the stability of the tunnel lining structures and the safety of personnel along the line. To address the impact damage to the secondary lining caused by high-speed train derailments, a three-dimensional nonlinear dynamic analysis model of the Electric Multiple Unit (EMU) − lining − soil system was established. The advantages of this model include: it fully considers the complex streamlined design of the EMU front end, the nonlinearity of lining materials, and the M−C elastic structural model of the soil, allowing for accurate simulation of the contact and deformation between the EMU and the lining. The results indicate that the first 30 ms of the collision process are extremely intense, primarily involving the first three train vehicles. Among these, the head vehicle experiences the greatest reduction in kinetic energy and plastic dissipated energy, resulting in the most severe plastic deformation of the vehicle body. The impact load exhibits a distinct multi-peak characteristic, mainly composed of lateral impact force components. The area of displacement change in the lining expands continuously along the direction of the train, with peak displacements stabilizing after 30 ms. The lining primarily suffers from tensile failure, with multiple tensile cracks appearing in areas distant from the collision, while compressive damage is mainly concentrated at the point of direct impact. As the collision angle increases, the range of compressive damage along the longitudinal direction becomes narrower. The ratio of tensile damage area to compressive damage area is mainly influenced by the collision angle. In the design of tunnel structures for impact resistance, special attention should be paid to the lateral impact resistance and tensile failure capacity of the tunnel structure.

中文翻译：

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高速列车脱轨冲击下隧道衬砌结构的力学行为及损伤演变


在深埋长隧道中，列车脱轨事故对隧道衬砌结构的稳定性和沿线人员的安全构成严重威胁。为解决高速列车脱轨对次级衬砌造成的冲击损伤，建立了电动动车组 （EMU） − 衬砌 − 土系的三维非线性动力学分析模型。该模型的优点包括：它充分考虑了动车组前端复杂的流线型设计、衬砌材料的非线性以及土体的 M−C 弹性结构模型，可以精确模拟动车组与衬砌之间的接触和变形。结果表明，碰撞过程的前 30 ms 非常激烈，主要涉及前三节火车车辆。其中，头部车辆的动能和塑性耗散能降低幅度最大，导致车身塑性变形最严重。冲击载荷表现出明显的多峰值特性，主要由横向冲击力分量组成。衬砌中的位移变化面积沿列车方向不断扩大，峰值位移在 30 ms 后趋于稳定。衬里主要遭受拉伸破坏，在远离碰撞的区域出现多条拉伸裂纹，而压缩损伤主要集中在直接冲击点。随着碰撞角度的增加，沿纵向的压缩损伤范围变得更窄。拉伸损伤面积与压缩损伤面积的比值主要受碰撞角度的影响。 在隧道结构的抗冲击设计中，应特别注意隧道结构的抗侧向冲击和拉伸破坏能力。