A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Analysis of Dynamic Responses of Bridge-Subgrade Transition of High-Speed Railway
Referred the vehicle-track coupling dynamics theory [1] and the vertical dynamic analysis models of Bridge-Subgrade transition developed by Zhai [2], Wang [3] and others [4]. This article takes account of the interaction between different structural layers in the subgrade system further by using the dynamic ballastless track model and finally establishes a space dynamic numerical model of the vehicle-track-subgrade coupled system. The dynamic response of the coupled system is analyzed when the speed of the train is 350km/h and the transition is filled with graded broken stones mixed with cement of 3%. Results show that the setting forms of Bridge-Subgrade transition have little effect on the dynamic responses, so designers can choose it on account of the practical situation. Due to the location away from abutment about 5m has greater deformation; the stiffness within 5m should be designed alone. Based on the study from vehicle-track dynamics, we suggest that the maximum allowable track deflection angle is 0.9‰ and K30 190Mpa within 5m behind the abutment.
Analysis of Dynamic Responses of Bridge-Subgrade Transition of High-Speed Railway
Referred the vehicle-track coupling dynamics theory [1] and the vertical dynamic analysis models of Bridge-Subgrade transition developed by Zhai [2], Wang [3] and others [4]. This article takes account of the interaction between different structural layers in the subgrade system further by using the dynamic ballastless track model and finally establishes a space dynamic numerical model of the vehicle-track-subgrade coupled system. The dynamic response of the coupled system is analyzed when the speed of the train is 350km/h and the transition is filled with graded broken stones mixed with cement of 3%. Results show that the setting forms of Bridge-Subgrade transition have little effect on the dynamic responses, so designers can choose it on account of the practical situation. Due to the location away from abutment about 5m has greater deformation; the stiffness within 5m should be designed alone. Based on the study from vehicle-track dynamics, we suggest that the maximum allowable track deflection angle is 0.9‰ and K30 190Mpa within 5m behind the abutment.
Analysis of Dynamic Responses of Bridge-Subgrade Transition of High-Speed Railway
Yang, Chang-Wei (author) / Zhang, Jian-Jing (author) / Zhu, Chuan-Bin (author)
2011
8 Seiten
Conference paper
English
Analysis of Dynamic Responses of Bridge-Subgrade Transition of High-Speed Railway
| British Library Conference Proceedings | 2011
Dynamic responses of high-speed railway transition zone with various subgrade fillings
| British Library Online Contents | 2019
Dynamic responses of subgrade under double-line high-speed railway
| British Library Online Contents | 2018
Dynamic responses of subgrade under double-line high-speed railway
| British Library Online Contents | 2018
Dynamic responses of subgrade under double-line high-speed railway
| British Library Online Contents | 2018