Dynamic responses of bridge-approach embankment transition section of high-speed rail

作     者：杨长卫 孙海玲 张建经 朱传彬 颜利平 

作者机构：Civil Engineering SchoolSouthwest Jiaotong University Department of Engineering ManagementHenan University of Urban Construction Geotechnical Engineering GroupLos Angeles Department of Water and Power 

出 版 物：《Journal of Central South University》 (中南大学学报（英文版）)

年 卷 期：2013年第20卷第10期

页      面：2830-2839页

核心收录：

学科分类：0810[工学-信息与通信工程] 0806[工学-冶金工程] 081401[工学-岩土工程] 08[工学] 0805[工学-材料科学与工程（可授工学、理学学位）] 0703[理学-化学] 0814[工学-土木工程] 0812[工学-计算机科学与技术（可授工学、理学学位）] 

基　　金：Project(41030742) supported by the National Natural Science Foundation of China Project(2009G010-c) supported by the Technological Research and Development Programs of the Ministry of Railways,China 

主　　题：high-speed rail bridge-approach embankment section numerical model track deflection angle 

摘      要：Based on the vehicle track coupling dynamics theory, a new spatial dynamic numerical model of vehicle track subgrade coupling system was established considering the interaction among different structural layers in the subgrade system. The dynamic responses of the coupled system were analyzed when the speed of train was 350 km/h and the transition was filled with graded broken stones mixed with 5% cement. The results indicate that the setting form of bridge-approach embankment section has little effect on the dynamic responses, thus designers can choose it on account of the practical circumstances. Because the location about 5 m from the bridge abutment has the greatest deformation, the stiffness within 0 5 m zone behind the abutment should be specially designed. The results of the study from vehicle track dynamics show that the maximum allowable track deflection angle should be 0.09% and the coefficient of subgrade reaction(K30) is greater than 190 MPa within the 0 5 m zone behind the abutment and greater than 150 MPa in other zones.