A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Dynamic behaviour of asphalt concrete substructure ballastless track system in long-span railway bridge
In this paper, the dynamic behaviour of asphalt concrete substructure ballastless track system (ACSBTS) in the application of long-span railway bridge (LSRB) is clarified. Firstly, the finite element model of full LSRB was established, which considered the viscoelastic properties of asphalt concrete and the vibrational load condition of high-speed train. Particularly, the asphalt concrete properties were characterised using generalised Maxwell model. Then, the dynamic responses of different components in ACSBTS were calculated and compared with those of cement concrete substructure ballastless track system (CCSBTS). Moreover, the LSRB vibration modes were discussed. Lastly, the effect of different influence factors was investigated. Results show that asphalt concrete substructure can mitigate the mechanical responses induced by dynamic train load. It is suggested that the asphalt concrete substructure thickness should preferably not exceed 350 mm and its modulus could be increased appropriately. Findings contribute to the application of ACSBTS in LSRB.
Dynamic behaviour of asphalt concrete substructure ballastless track system in long-span railway bridge
In this paper, the dynamic behaviour of asphalt concrete substructure ballastless track system (ACSBTS) in the application of long-span railway bridge (LSRB) is clarified. Firstly, the finite element model of full LSRB was established, which considered the viscoelastic properties of asphalt concrete and the vibrational load condition of high-speed train. Particularly, the asphalt concrete properties were characterised using generalised Maxwell model. Then, the dynamic responses of different components in ACSBTS were calculated and compared with those of cement concrete substructure ballastless track system (CCSBTS). Moreover, the LSRB vibration modes were discussed. Lastly, the effect of different influence factors was investigated. Results show that asphalt concrete substructure can mitigate the mechanical responses induced by dynamic train load. It is suggested that the asphalt concrete substructure thickness should preferably not exceed 350 mm and its modulus could be increased appropriately. Findings contribute to the application of ACSBTS in LSRB.
Dynamic behaviour of asphalt concrete substructure ballastless track system in long-span railway bridge
Liu, Gang (author) / Qian, Zhendong (author) / Yang, Diyun (author) / Chen, Leilei (author) / Chua, David Kim Huat (author) / Li, Zhigang (author)
Road Materials and Pavement Design ; 25 ; 204-218
2024-01-02
15 pages
Article (Journal)
Electronic Resource
English
Evaluation of epoxy asphalt-based concrete substructure for high-speed railway ballastless track
| British Library Online Contents | 2018
Evaluation of epoxy asphalt-based concrete substructure for high-speed railway ballastless track
| British Library Online Contents | 2018
Evaluation of epoxy asphalt-based concrete substructure for high-speed railway ballastless track
| British Library Online Contents | 2018
Method for laying seamless track ballastless track on highway-railway dual-purpose long-span bridge
| European Patent Office | 2024