Three-Dimensional Dynamic Analyses of Track-Embankment-Ground System Subjected to High Speed Train Loads

<table class="table-group" width="800px"><tr class="fig-image" id="a"><td><img alt="924592.fig.004a" src="https://static.hindawi.com/articles/tswj/volume-2014/924592/figures/924592.fig.004a.jpg"/></td></tr><tr class="fig-caption"><td align="center"><table><tr><td><b>(a) </b>Time history of the vertical displacement</td></tr></table></td></tr><tr class="fig-image" id="b"><td><img alt="924592.fig.004b" src="https://static.hindawi.com/articles/tswj/volume-2014/924592/figures/924592.fig.004b.jpg"/></td></tr><tr class="fig-caption"><td align="center"><table><tr><td><b>(b) </b>Vertical velocity</td></tr></table></td></tr><tr class="fig-image" id="c"><td><img alt="924592.fig.004c" src="https://static.hindawi.com/articles/tswj/volume-2014/924592/figures/924592.fig.004c.jpg"/></td></tr><tr class="fig-caption"><td align="center"><table><tr><td><b>(c) </b>Frequency content of the vertical velocity</td></tr></table></td></tr></table>

<table>Curves of dynamic response at the rail top for five carriages travelling at <svg height="11.125" id="M43" style="vertical-align:-0.1638pt" version="1.1" viewbox="0 0 43.224998 11.125" width="43.224998" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink">
<g transform="matrix(.017,-0,0,-.017,.062,10.862)"><path d="M457 332q0 -81 -41 -161.5t-105.5 -131.5t-129.5 -51q-46 0 -79 30.5t-33 86.5q0 18 7 51q18 95 46 187q6 19 6 33q0 7 -7 7q-24 0 -78 -64l-20 23q32 48 73 77t78 29q33 0 33 -46q0 -38 -10 -70q-28 -92 -39 -152q-7 -38 -7 -57q0 -78 69 -78q68 0 118 75.5t50 194.5
q0 43 -12 57q-11 12 -11 24q0 19 15 35.5t34 16.5q18 0 30.5 -34.5t12.5 -81.5z" id="x1D463"></path></g><g transform="matrix(.017,-0,0,-.017,12.132,10.862)"><path d="M535 323h-483v50h483v-50zM535 138h-483v50h483v-50z" id="x3D"></path></g><g transform="matrix(.017,-0,0,-.017,26.836,10.862)"><path d="M249 635q70 0 116 -43t46 -105q0 -46 -28 -80q-22 -25 -80 -64q62 -35 97 -75t35 -99q0 -81 -63 -131t-135 -50q-83 0 -137.5 45.5t-54.5 123.5q0 52 45 95q29 28 89 64q-109 62 -109 155q0 66 50.5 115t128.5 49zM238 603q-42 0 -67.5 -31t-25.5 -72q0 -50 32.5 -79.5
t98.5 -62.5q61 48 61 124q0 59 -29.5 90t-69.5 31zM248 20q46 0 76.5 33.5t30.5 89.5q0 50 -39 85.5t-110 71.5q-81 -54 -81 -137q0 -67 35.5 -105t87.5 -38z" id="x38"></path></g><g transform="matrix(.017,-0,0,-.017,34.995,10.862)"><path d="M241 635q53 0 94 -28.5t63.5 -76t33.5 -102.5t11 -116q0 -58 -11 -112.5t-34 -103.5t-63.5 -78.5t-94.5 -29.5t-95 28t-64.5 75t-34.5 102.5t-11 118.5q0 58 11.5 112.5t34.5 103t64.5 78t95.5 29.5zM238 602q-32 0 -55.5 -25t-35.5 -68t-17.5 -91t-5.5 -105
q0 -76 10 -138.5t37 -107.5t69 -45q32 0 55.5 25t35.5 68.5t17.5 91.5t5.5 105t-5.5 105.5t-18 92t-36 68t-56.5 24.5z" id="x30"></path></g>
</svg> m/s (288 km/h).</table>

The Scientific World Journal

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Figure 4

Figure 4: Three-Dimensional Dynamic Analyses of Track-Embankment-Ground System Subjected to High Speed Train Loads 