Comparative analysis on dynamic behavior of two HMA railway substructures

作     者：Mingjing FANG Yanjun QIU Jerry G. ROSE Randy C. WEST Changfa AI 

作者机构：National Center for Asphalt Technology （NCAT） College of Engineering Auburn University Auburn AL 36830-5577 USA School of Civil Engineering Southwest Jiaotong University Chengdu 610031 China College of Engineering Civil Engineering Department University of Kentucky Lexington KY40506-0281 USA 

出 版 物：《Journal of Modern Transportation》 (现代交通学报（英文版）)

年 卷 期：2011年第19卷第1期

页      面：26-34页

学科分类：08[工学] 080203[工学-机械设计及理论] 0802[工学-机械工程] 0814[工学-土木工程] 082301[工学-道路与铁道工程] 0823[工学-交通运输工程] 

基　　金：supported by NSFC project (No.50978222) 

主　　题：high-speed railway HMA railway substructure FEM analysis 

摘      要：A numerical analysis using a finite element program was performed on three structures： hot mix asphalt （HMA） reinforced trackbed （RACS-1）, HMA directly supported trackbed （RACS-2）, and traditional Portland Cement Concrete （PCC） slab track （SlabTrack）. Although the comprehensive dynamic responses of RACS-1 were similar with SlabTrack, HMA layer can positively affect the stress distributions. In particular, the horizontal stresses indicate that the resilience of RACS-1 was improved relative to SlabTrack. In addition, HMA reinforced substructure has the capacity to recover the residual vertical deformation. The effective depth for weakening dynamic loadings is mainly from 0 to 2 m, this being especially true at 0.5 m. The results from the analysis show that HMA is a suitable material for the railway substructure to enhance resilient performance, improve the stress distribution, weaken dynamic loading, and lower the vibration, especially at the effective depth of 2 m. The HMA constructed at the top of the stone subbase layer allows the vertical modulus a smooth transition. In terms of the comprehensive dynamic behaviors, RACS-1 is better than SlabTrack, while the results for RACS-2 are inconclusive and require further research.