高速铁路沥青混凝土轨下基础结构行为与材料设计
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摘要
目前,国内水泥混凝土无砟轨道被广泛采用,然而水泥混凝土材料脆性大、刚度高,相应轨下基础存在易开裂、噪声强、适应路基变形能力差、维护极其困难等问题。密实型沥青混凝土兼具强度与柔性且施工快速,具有防水、减振、抗裂、适应能力强等优点,可作为新型轨下基础材料。然而,高速铁路的高运行速度、高平顺性和高安全性对轨下基础结构的稳固性和耐久性提出了极高要求,使得开展结构行为与材料设计研究成为沥青混凝土轨下基础工程应用的必要前提。
基于此,本文依托国家自然科学基金项目“高速铁路沥青混凝土轨下基础结构行为与指标体系”(No.50978222)、铁道部科技发展计划项目“无砟轨道路基面防水材料试验研究”(No.2007G042-N)以及西南交通大学博士创新基金项目“铁路沥青混凝土轨下基础材料指标体系”(2010),充分考虑铁路沥青混合料功能特性和工况环境,对沥青轨下基础结构形式分类、计算分析理论、力学行为特征、减振降噪性能、材料组成设计以及现场工程应用等进行了较为系统的研究。主要完成的工作和相应成果有：
首先,开展文献与工程调研,系统归纳了国内外铁路沥青混凝土工程应用概况。将沥青混凝土轨下基础结构形式划分为灌注固结式(PAS)、路肩防水式(WAS)、垫层隔离式(L4S)和面层支撑式(SAS)。WAS相应材料称为防水层沥青混合料(SAMI),而IAS和SAS相应材料称为全断面沥青混合料(RACS)。对铁路轨道路基与公路柔性路面的结构理论以及沥青混合料配合比设计方法进行了归纳与借鉴,指出层状粘弹性理论与马歇尔设计方法分别是沥青混凝土轨下基础结构力学行为与材料组成设计研究的基础。
其次,通过理论分析与推导,对IAS和SAS结构建立了基于层状粘弹性体系的沥青混凝土轨下基础简化分析模型。列车荷载竖向传递分析中,引入了扣件系统缓冲系数κ,得到了单个扣件系统所承受的最大压力Rd,再由叠加原理,将轨枕和轨道板对列车荷载的分担过程分别采用多条形非均布和单矩形均布的模式简化处理,并将传递后的列车荷载统一采用当量圆荷载作为层状模型的荷载输入。层状模型的粘弹性解由相应的弹性解通过“对应法则”得到,并以模型顶部竖向变形和沥青层底最大拉应力为分析指标,提出了轨下基础沥青层厚度准静态计算方法。
然后,利用通用有限元软件ABAQUS,以路基面竖向加速度和变形、沥青层底横纵向水平拉应变为关键力学指标,采用线弹性本构对沥青轨下基础进行了结构选型计算,得出沥青层置于上基床表层为最优形式。针对优选的沥青有砟(RAC-T)和无砟结构(RAC-S),采用沥青混合料蠕变试验数据,通过广义Maxwell模型拟合得到的Prony级数参数进行线粘弹性有限元分析,揭示了沥青轨下基础结构的主要动力行为特征：
●列车时速160km至400km下,RAC-T和RAC-S结构的路基面竖向加速度最大幅值范围分别约±25m/s2和-15/+10m/s2,且衰减后幅值总体上随车速提高而增大,但车速基本不影响路基面竖向变形和沥青层底水平应变。
●增大沥青层厚度不仅可减小路基面竖向加速度幅值,也可减小路基面竖向变形及沥青层底的拉应变水平,其中厚度30cm的路基面竖向加速度及变形要比5cm时分别约减小20%和30%,同时沥青层厚小于10cm时应变响应幅值较大且波动特征明显。然而,当厚度超过20cm后各响应值随沥青层厚变化的差异减小。
●提高沥青层模量能略微减小路基面竖向加速度,但可显著减小竖向变形。沥青层底应变水平随沥青层模量的增大而显著减小,但模量提高到一定程度后沥青层底应变水平减小有限。轨下基础沥青层宜选择10-20cm厚较高模量密实型沥青混合料。
再次,简要阐明铁路噪声振动的产生及传播机理,并通过ABAQUS程序对沥青轨下基础减振降噪性能进行了验证计算。由降噪分析,IAS和SAS相比S0可分别减小噪声水平达1.9-2.2dB和0.3-0.4dB；增厚沥青层和降低温度仅能降噪约0.1-0.2%,而车速由350km/h降到200km/h可降噪逾2%。由减振分析,有砟和无砟IAS结构的振动要比相应传统轨下基础振动分别减小约58%和71%；振动水平总体随车速提高而增大,但300-400km/h车速下的振动随车速变化程度比200-300km/h相应程度大2倍以上；沥青层由10cm增厚到20cm,轨下基础振动降幅超过10%,而沥青层厚由20cm到30cm时,其降幅仅约1%：沥青层动回弹模量8000-15000MPa下振动较低。
再然后,采用30年极端最低气温将铁路沥青混合料应用气候划分为热区(>-9℃)、温区(≤-9℃>-21.5℃)和寒区(≤-21.5℃)。基于气候分区与结构力行为,开展混合料的室内配合比试验,建议SAMI和RACS级配类型分别为SAMI-10和RACS-25,并对二者提出以空隙率1%≤Va≤3%,渗透系数K≤10-4cm/s,标准马歇尔稳定度MS≥5kN,冻融劈裂强度比TSR(热区≥60%、寒区≥70%),低温线收缩系数C≤30με/℃和以1%≤Va≤3%,K≤10-4cm/s,MS≥8kN,热区TSR≥75%、寒区TSR≥85%,C≤30με/℃,抗弯拉强度RB≥4MPa及低温蠕变速率BS≥120με/s/MPa为技术指标体系的材料组成设计方法。
最后,系统归纳了SAMI应用性施工,并借鉴公路沥青路面施工技术对包括RACS在内的轨下基础沥青混合料施工方案进行了分析,主要包括施工时序与混合料的准备、拌和、运输、摊铺、压实及质量控制,其中温度控制和施工连续是关键。
研究表明,轨下基础路基面设置沥青层能起到防水隔渗、减振降噪和整体强化功能,有利于高速铁路线下土工基础的长期稳定。本文是国内率先针对高速铁路沥青混凝土轨下基础结构行为与材料设计开展的综合性研究,其成果对沥青混凝土轨下基础在我国高速铁路建设中的工程应用有一定的理论参考价值。
Presently the cement concrete ballastless track is widely applied in China's high-speed rail lines. However, due to high brittleness and stiffness of the cement concrete materials the railway substructure is easy to crack. In addition, it causes high noise level, poor resistance to subgrade deformation and difficulty in maintenance. Dense asphalt concrete with the characteristics of considerable strength and flexibility as well as easy construction should be one of the most important materials for new types of substructures in high-speed lines. However to meet the high level of traffic speed, ride quality and safety of the high-speed rails the substructures require high stability and durability. This increases the need for research on the structural behavior and asphalt mixture design of railway substructure.
This research presents a key and comprehensive work on the classification, visco-elastic modeling, dynamic behavior, noise attenuation and vibration control, mix design and field construction of asphalt railway substructures. The required task was accomplished through literature review, field investigation, laboratory testing and numerical analysis. The research was jointly-supported by the National Natural Science Foundation of China(Project No.50978222), and the China's Ministry of Railway (Project No.2007G042-N) as well as Southwest Jiaotong University (2010Doctoral Innovation Project). The major outcomes of this research are summarized as follows,
Firstly, by the literature review and field investigation at home and abroad, the related substructures were classified Pouring Asphalt Substructure (PAS), Waterproofing Asphalt Substructure (WAS), Isolating Asphalt Substructure (IAS) and Supporting Asphalt Substructure (SAS). The material of WAS was named SAMI (Surface Asphalt Mixture Impermeable), and the related name of both IAS and SAS was RACS (Railway Asphalt Concrete Substructures). By reviewing the structural theories of track-subgrade and flexible pavement as well as the method of asphalt mix design in highway, considered the layered visco-elastic theory and the Marshall Design as the basis of the research on structural behavior and mix design respectively for railway asphalt substructures.
Secondly, by analyzing the train loading features and summarizing the layered visco-elastic mechanics, a simple mathematical analysis with layered visco-elastic system was modeling for IAS and SAS, and a simple calculation method of the predicted depth for asphalt layer was forming with quasi-static analysis based on the model. Meanwhile, a parameter K introduced in this model was to evaluate the vertical buffering capacity of the fastener system, and then the maximum pressure Rd of a single fastener was calculated. Based on superposition principle, the vertical load transforming of sleepers and slabs were simply modeling with multiple non-uniformly distributed strip load and single uniformly distributed rectangular load respectively, then expressed both of them using the equivalent circular load as the input for the layered system. By doing this, the simple predicted method for the depth of asphalt layer could perform using the vertical deflectometer on subgrade surface layer and the largest horizontal tension stresses on the bottom of asphalt layer. Meanwhile, the visco-elastic solution of layered model derived from the related elastic solution by the "corresponding principle" between the elastic and visco-elastic.
Thirdly, according to the numerical analysis by means of ABAQUS software, the vertical acceleration and deformation on subgrade surface as well as the transversal and longitudinal tension strain on the bottom of asphalt layer were taken as the key mechanical parameters. By comparison using linear elastic constitution, the structures with asphalt layer on the subgrade surface named RAC-T and RAC-S were considered as the optimum substructure patterns for ballasted and ballastless track respectively. From the linear visco-elastic FEM analysis with the Prony series parameters fitted in Maxwell model from the creep test of asphalt mix, the asphalt concrete substructures have the major mechanical behaviors as follows,
·To the different train speeds from160km/h to400km/h, the maximum acceleration amplitude of the subgrade surface in asphalt ballasted and ballastless trackbed was about±25m/s2and-15/+10m/s2respectively, and the attenuation amplitude generally increased over the speed. In addition, the train speed effect was negligible to the vertical deformation on the top of subgrade and to the horizontal strain on the bottom of asphalt layer.
·The four indices could be lower if asphalt layer thickness increased. The acceleration and deformation reduce about20%and30%respectively when the asphalt layer increased from5cm to30cm. Meanwhile, the strains obviously showed fluctuated feature with larger amplitude in the thickness less than10cm. However, the difference among each response was not too much if the thickness was over20cm.
·If modulus of asphalt layer increased the acceleration could be slightly lower, but the modulus can positively effect on the vertical deformation and the strain response as well, even though the lowering degree was limited when the modulus was great enough. Therefore, the dense-graded asphalt mix with higher modulus and10-20cm thickness is good for RACS.
Fourthly, the mechanizations of noise and ground vibration induced by train were concisely reviewing by theoretical analysis. From the noise evaluation, the performance of noise attenuation from IAS and SAS were less about1.9-2.2dB and0.3-0.4dB respectively, and the thickness increased or temperature decreased of the asphalt layer can make the noise lowering about0.1-0.2%. However, the train speed decreased from350km/h to200km/h can make the noise decreased more than2%. As for the vibration, the level of the RAC-T and RAC-S were lower about58%and71%than the related standard structure respectively. The vibration of RAC-S was generally increased over the train speed increased while the rate of vibration change would increase about twice when the speed over300-400km/h more than200-250km/h. The vibration decreased more than10%when the depth of asphalt layer increased from10cm to20cm, but when the depth over20cm to30cm the decreased degree was only about1%. The vibration level would be lower when the asphalt layer with appropriate resilient modulus about8000-15000MPa.
Fifthly, taking the climatic zones of highway asphalt mix as a reference, the railway asphalt mix climatic zones was divided as three parts as the Hot (>-9℃), the Warm (≤·9℃,>-21.5℃) and the Cold (≤-21.5℃) using the proposed specification of the minimum temperature in past30years. Based on the zones and the structural behaviors as well as the lab tests results, the optimum gradations for the mix of SAMI and RACS were in recommendation as SAMI-10and RACS-25, respectively. The mix design method was put forward with the key parameters as Permeability Coefficient (K≤10-4cm/s), Air Voids1%≤Vg≤3%), Marshall Stability (MS≥5kN), Tensile Strength Ratio (Hot-zone TSR≥60%, Cold-zone TSR≥70%) and Linear Contraction Coefficient in Low Temperature (C≤30με/℃) for SAMI. The Bending-Tension Strength (RR≥4MPa) as well as Bending Creeping Ratio in Low Temperature (BS≥20με/s/MPa) was added more with the above5terms (except for Hot-zone TSR≥75%, Cold-zone TSR≥85%) for RACS.
Finally, according to the experiences of highway pavement, the field construction technologies of SAMI was summarized and the construction proposal of RACS was optimally analyzed, including the construction time arrangement and the related preparation, production and transportation as well as paving, compaction and quality control of asphalt mix. Meanwhile, the processing continuity including temperature control is the key point.
The conclusions showed that RACS has perfect functions in waterproofing and strengthening, which is exactly beneficial to the long-term service for the high-speed rails. The findings and recommendations of this research, as the first comprehensive framework on domestic asphalt railway substructure, contribute a theoretical reference for the engineering application of asphalt substructure for China's high-speed railway network construction.
基于此,本文依托国家自然科学基金项目“高速铁路沥青混凝土轨下基础结构行为与指标体系”(No.50978222)、铁道部科技发展计划项目“无砟轨道路基面防水材料试验研究”(No.2007G042-N)以及西南交通大学博士创新基金项目“铁路沥青混凝土轨下基础材料指标体系”(2010),充分考虑铁路沥青混合料功能特性和工况环境,对沥青轨下基础结构形式分类、计算分析理论、力学行为特征、减振降噪性能、材料组成设计以及现场工程应用等进行了较为系统的研究。主要完成的工作和相应成果有：
首先,开展文献与工程调研,系统归纳了国内外铁路沥青混凝土工程应用概况。将沥青混凝土轨下基础结构形式划分为灌注固结式(PAS)、路肩防水式(WAS)、垫层隔离式(L4S)和面层支撑式(SAS)。WAS相应材料称为防水层沥青混合料(SAMI),而IAS和SAS相应材料称为全断面沥青混合料(RACS)。对铁路轨道路基与公路柔性路面的结构理论以及沥青混合料配合比设计方法进行了归纳与借鉴,指出层状粘弹性理论与马歇尔设计方法分别是沥青混凝土轨下基础结构力学行为与材料组成设计研究的基础。
其次,通过理论分析与推导,对IAS和SAS结构建立了基于层状粘弹性体系的沥青混凝土轨下基础简化分析模型。列车荷载竖向传递分析中,引入了扣件系统缓冲系数κ,得到了单个扣件系统所承受的最大压力Rd,再由叠加原理,将轨枕和轨道板对列车荷载的分担过程分别采用多条形非均布和单矩形均布的模式简化处理,并将传递后的列车荷载统一采用当量圆荷载作为层状模型的荷载输入。层状模型的粘弹性解由相应的弹性解通过“对应法则”得到,并以模型顶部竖向变形和沥青层底最大拉应力为分析指标,提出了轨下基础沥青层厚度准静态计算方法。
然后,利用通用有限元软件ABAQUS,以路基面竖向加速度和变形、沥青层底横纵向水平拉应变为关键力学指标,采用线弹性本构对沥青轨下基础进行了结构选型计算,得出沥青层置于上基床表层为最优形式。针对优选的沥青有砟(RAC-T)和无砟结构(RAC-S),采用沥青混合料蠕变试验数据,通过广义Maxwell模型拟合得到的Prony级数参数进行线粘弹性有限元分析,揭示了沥青轨下基础结构的主要动力行为特征：
●列车时速160km至400km下,RAC-T和RAC-S结构的路基面竖向加速度最大幅值范围分别约±25m/s2和-15/+10m/s2,且衰减后幅值总体上随车速提高而增大,但车速基本不影响路基面竖向变形和沥青层底水平应变。
●增大沥青层厚度不仅可减小路基面竖向加速度幅值,也可减小路基面竖向变形及沥青层底的拉应变水平,其中厚度30cm的路基面竖向加速度及变形要比5cm时分别约减小20%和30%,同时沥青层厚小于10cm时应变响应幅值较大且波动特征明显。然而,当厚度超过20cm后各响应值随沥青层厚变化的差异减小。
●提高沥青层模量能略微减小路基面竖向加速度,但可显著减小竖向变形。沥青层底应变水平随沥青层模量的增大而显著减小,但模量提高到一定程度后沥青层底应变水平减小有限。轨下基础沥青层宜选择10-20cm厚较高模量密实型沥青混合料。
再次,简要阐明铁路噪声振动的产生及传播机理,并通过ABAQUS程序对沥青轨下基础减振降噪性能进行了验证计算。由降噪分析,IAS和SAS相比S0可分别减小噪声水平达1.9-2.2dB和0.3-0.4dB；增厚沥青层和降低温度仅能降噪约0.1-0.2%,而车速由350km/h降到200km/h可降噪逾2%。由减振分析,有砟和无砟IAS结构的振动要比相应传统轨下基础振动分别减小约58%和71%；振动水平总体随车速提高而增大,但300-400km/h车速下的振动随车速变化程度比200-300km/h相应程度大2倍以上；沥青层由10cm增厚到20cm,轨下基础振动降幅超过10%,而沥青层厚由20cm到30cm时,其降幅仅约1%：沥青层动回弹模量8000-15000MPa下振动较低。
再然后,采用30年极端最低气温将铁路沥青混合料应用气候划分为热区(>-9℃)、温区(≤-9℃>-21.5℃)和寒区(≤-21.5℃)。基于气候分区与结构力行为,开展混合料的室内配合比试验,建议SAMI和RACS级配类型分别为SAMI-10和RACS-25,并对二者提出以空隙率1%≤Va≤3%,渗透系数K≤10-4cm/s,标准马歇尔稳定度MS≥5kN,冻融劈裂强度比TSR(热区≥60%、寒区≥70%),低温线收缩系数C≤30με/℃和以1%≤Va≤3%,K≤10-4cm/s,MS≥8kN,热区TSR≥75%、寒区TSR≥85%,C≤30με/℃,抗弯拉强度RB≥4MPa及低温蠕变速率BS≥120με/s/MPa为技术指标体系的材料组成设计方法。
最后,系统归纳了SAMI应用性施工,并借鉴公路沥青路面施工技术对包括RACS在内的轨下基础沥青混合料施工方案进行了分析,主要包括施工时序与混合料的准备、拌和、运输、摊铺、压实及质量控制,其中温度控制和施工连续是关键。
研究表明,轨下基础路基面设置沥青层能起到防水隔渗、减振降噪和整体强化功能,有利于高速铁路线下土工基础的长期稳定。本文是国内率先针对高速铁路沥青混凝土轨下基础结构行为与材料设计开展的综合性研究,其成果对沥青混凝土轨下基础在我国高速铁路建设中的工程应用有一定的理论参考价值。
Presently the cement concrete ballastless track is widely applied in China's high-speed rail lines. However, due to high brittleness and stiffness of the cement concrete materials the railway substructure is easy to crack. In addition, it causes high noise level, poor resistance to subgrade deformation and difficulty in maintenance. Dense asphalt concrete with the characteristics of considerable strength and flexibility as well as easy construction should be one of the most important materials for new types of substructures in high-speed lines. However to meet the high level of traffic speed, ride quality and safety of the high-speed rails the substructures require high stability and durability. This increases the need for research on the structural behavior and asphalt mixture design of railway substructure.
This research presents a key and comprehensive work on the classification, visco-elastic modeling, dynamic behavior, noise attenuation and vibration control, mix design and field construction of asphalt railway substructures. The required task was accomplished through literature review, field investigation, laboratory testing and numerical analysis. The research was jointly-supported by the National Natural Science Foundation of China(Project No.50978222), and the China's Ministry of Railway (Project No.2007G042-N) as well as Southwest Jiaotong University (2010Doctoral Innovation Project). The major outcomes of this research are summarized as follows,
Firstly, by the literature review and field investigation at home and abroad, the related substructures were classified Pouring Asphalt Substructure (PAS), Waterproofing Asphalt Substructure (WAS), Isolating Asphalt Substructure (IAS) and Supporting Asphalt Substructure (SAS). The material of WAS was named SAMI (Surface Asphalt Mixture Impermeable), and the related name of both IAS and SAS was RACS (Railway Asphalt Concrete Substructures). By reviewing the structural theories of track-subgrade and flexible pavement as well as the method of asphalt mix design in highway, considered the layered visco-elastic theory and the Marshall Design as the basis of the research on structural behavior and mix design respectively for railway asphalt substructures.
Secondly, by analyzing the train loading features and summarizing the layered visco-elastic mechanics, a simple mathematical analysis with layered visco-elastic system was modeling for IAS and SAS, and a simple calculation method of the predicted depth for asphalt layer was forming with quasi-static analysis based on the model. Meanwhile, a parameter K introduced in this model was to evaluate the vertical buffering capacity of the fastener system, and then the maximum pressure Rd of a single fastener was calculated. Based on superposition principle, the vertical load transforming of sleepers and slabs were simply modeling with multiple non-uniformly distributed strip load and single uniformly distributed rectangular load respectively, then expressed both of them using the equivalent circular load as the input for the layered system. By doing this, the simple predicted method for the depth of asphalt layer could perform using the vertical deflectometer on subgrade surface layer and the largest horizontal tension stresses on the bottom of asphalt layer. Meanwhile, the visco-elastic solution of layered model derived from the related elastic solution by the "corresponding principle" between the elastic and visco-elastic.
Thirdly, according to the numerical analysis by means of ABAQUS software, the vertical acceleration and deformation on subgrade surface as well as the transversal and longitudinal tension strain on the bottom of asphalt layer were taken as the key mechanical parameters. By comparison using linear elastic constitution, the structures with asphalt layer on the subgrade surface named RAC-T and RAC-S were considered as the optimum substructure patterns for ballasted and ballastless track respectively. From the linear visco-elastic FEM analysis with the Prony series parameters fitted in Maxwell model from the creep test of asphalt mix, the asphalt concrete substructures have the major mechanical behaviors as follows,
·To the different train speeds from160km/h to400km/h, the maximum acceleration amplitude of the subgrade surface in asphalt ballasted and ballastless trackbed was about±25m/s2and-15/+10m/s2respectively, and the attenuation amplitude generally increased over the speed. In addition, the train speed effect was negligible to the vertical deformation on the top of subgrade and to the horizontal strain on the bottom of asphalt layer.
·The four indices could be lower if asphalt layer thickness increased. The acceleration and deformation reduce about20%and30%respectively when the asphalt layer increased from5cm to30cm. Meanwhile, the strains obviously showed fluctuated feature with larger amplitude in the thickness less than10cm. However, the difference among each response was not too much if the thickness was over20cm.
·If modulus of asphalt layer increased the acceleration could be slightly lower, but the modulus can positively effect on the vertical deformation and the strain response as well, even though the lowering degree was limited when the modulus was great enough. Therefore, the dense-graded asphalt mix with higher modulus and10-20cm thickness is good for RACS.
Fourthly, the mechanizations of noise and ground vibration induced by train were concisely reviewing by theoretical analysis. From the noise evaluation, the performance of noise attenuation from IAS and SAS were less about1.9-2.2dB and0.3-0.4dB respectively, and the thickness increased or temperature decreased of the asphalt layer can make the noise lowering about0.1-0.2%. However, the train speed decreased from350km/h to200km/h can make the noise decreased more than2%. As for the vibration, the level of the RAC-T and RAC-S were lower about58%and71%than the related standard structure respectively. The vibration of RAC-S was generally increased over the train speed increased while the rate of vibration change would increase about twice when the speed over300-400km/h more than200-250km/h. The vibration decreased more than10%when the depth of asphalt layer increased from10cm to20cm, but when the depth over20cm to30cm the decreased degree was only about1%. The vibration level would be lower when the asphalt layer with appropriate resilient modulus about8000-15000MPa.
Fifthly, taking the climatic zones of highway asphalt mix as a reference, the railway asphalt mix climatic zones was divided as three parts as the Hot (>-9℃), the Warm (≤·9℃,>-21.5℃) and the Cold (≤-21.5℃) using the proposed specification of the minimum temperature in past30years. Based on the zones and the structural behaviors as well as the lab tests results, the optimum gradations for the mix of SAMI and RACS were in recommendation as SAMI-10and RACS-25, respectively. The mix design method was put forward with the key parameters as Permeability Coefficient (K≤10-4cm/s), Air Voids1%≤Vg≤3%), Marshall Stability (MS≥5kN), Tensile Strength Ratio (Hot-zone TSR≥60%, Cold-zone TSR≥70%) and Linear Contraction Coefficient in Low Temperature (C≤30με/℃) for SAMI. The Bending-Tension Strength (RR≥4MPa) as well as Bending Creeping Ratio in Low Temperature (BS≥20με/s/MPa) was added more with the above5terms (except for Hot-zone TSR≥75%, Cold-zone TSR≥85%) for RACS.
Finally, according to the experiences of highway pavement, the field construction technologies of SAMI was summarized and the construction proposal of RACS was optimally analyzed, including the construction time arrangement and the related preparation, production and transportation as well as paving, compaction and quality control of asphalt mix. Meanwhile, the processing continuity including temperature control is the key point.
The conclusions showed that RACS has perfect functions in waterproofing and strengthening, which is exactly beneficial to the long-term service for the high-speed rails. The findings and recommendations of this research, as the first comprehensive framework on domestic asphalt railway substructure, contribute a theoretical reference for the engineering application of asphalt substructure for China's high-speed railway network construction.
引文
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