Dynamic Response and Permanent Deformation Analysis of Asphalt Pavement under the Virtual Rail Train
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Affiliation:

1.Institute of Rail Transit, Tongji University, Shanghai 201804,China;2.CRRC Changchun Rail Bus Co., Ltd., Jilin 130062,China

Clc Number:

U416.2

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    Abstract:

    As a new type of transportation, virtual rail train has brought into full play the characteristics of strong adaptability of road transportation and large capacity of rail train. It is found that the running line of the virtual rail train has produced serious permanent deformation. Therefore, this paper uses a decoupling method to extract the three-way contact force of the tire-rigid road interaction model and act on the viscoelastic asphalt finite element model, aiming at the virtual track train tires in the three driving states of constant speed, full braking and steering The dynamic response and permanent deformation of asphalt pavement are analyzed and studied. The research results show that the road surface shear force and permanent deformation both decrease with the increase of speed when driving at a constant speed. Among them, the road surface shear force at a running speed of 20km·h-1 increases by 65% respectively compared with that of 60km·h-1 (longitudinal range)), 54% (transverse range); the permanent deformation of 20km·h-1 is about 50% larger than that of 60km·h-1. In the longitudinal range, the maximum shear force of full braking is 66% higher than that of the road surface driving at a constant speed, and 76% is increased along the road depth. Longitudinal permanent deformation increases by 93% (10.512 million times), 99% (552.56 million times), and 100% (105.12 million times) respectively when fully braking compared to when driving at a constant speed. The maximum road surface shear force and the maximum horizontal and vertical permanent deformation are located on the inner side of the steering when turning. The maximum value of shear force under constant speed driving, full braking, and turning is on the upper layer. The maximum value of constant speed driving and turning is 0.03m from the road surface, and the maximum value of full braking is 0.04m away from the road surface. From the perspective of controlling road shear and permanent deformation, the higher the train running speed, the better it is to reduce road damage.

    Table 4
    Table 1
    Table 3
    Fig.1 The finite element model of asphalt pavement finite element model
    Fig.2 Finite element model of tire-rigid pavement
    Fig.3 Force on the rim center
    Fig.4 Tire-pavement contact stresses at the uniform motion condition (a: vertical; b: longitudinal; c: lateral)
    Fig.5 Tire-pavement contact stresses at the fullbrake condition (a: vertical; b: longitudinal; c: lateral)
    Fig.6 Tire-pavement contact stresses at the cornering condition
    Fig.7 Shear stress distribution at uniform speed condition
    Fig.8 Shear stress distribution at fullbrake condition
    Fig.9 Shear stress distribution at cornering condition
    Fig.10 Permanent deformation at cornering condition
    Table 2
    Reference
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WANG Chengping, ZHANG Jimin, ZHOU Hechao, LU Haiying. Dynamic Response and Permanent Deformation Analysis of Asphalt Pavement under the Virtual Rail Train[J].同济大学学报(自然科学版),2021,49(1):60~66

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History
  • Received:July 06,2020
  • Online: February 26,2021
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