N Table two. Although the physical model was lowered towards the scale of 1/5, it modulus of subgrade reaction k30, and dynamic deformation modulus Evd had been tested and nonetheless preserves the physical and mechanical properties from the organic components. The scale are illustrated in Table 2. While the physical model was lowered to the scale of 1/5, it aspects with the dynamic model test were calculated by the Bockingham theorem and are nevertheless preserves the physical and mechanical properties on the natural supplies. The scale summarized in Table 3. factors with the dynamic model test were calculated by the Bockingham theorem and are summarized in Table three. with the embankment. Table 2. Tested resultsTable two. Tested results of your embankment. Parameters KValue Parameters Value K30 /(MPa/m) Evd (MPa/m) 98 Evd (MPa/m)2.1.K 0.0.K30/(MPa/m)Table three. Scale factors on the dynamic model test. Table 3. Scale elements on the dynamic model test. Geometry 1/5 Load 1/25 Strain Volume Frequency Density Velocity Time LengthModulus Elastic Geometry Load Stress Volume Frequency Density Velocity Time Fmoc-Ile-OH-15N Purity & Documentation Length 1 1/125 five 1 1 1/5 1/5 Modulus 1 1/5 1/25 1 1/125 5 1 1 1/5 1/5Elastic2.two. Dynamic Loading Technique two.2. Dynamic Loading Method A train’s structure is composed of the carriage, bogie, train wheel, as well as other structures. A dynamic inertial effects are primarily connected bogie, train wheel, and train strucThe train’s structure is composed on the carriage, with the train speedand other geometry, tures. The dynamic inertial effects are mainly associatedand carriage length. The dynamic like the dominant axle distance, bogie distance, using the train speed and train geometry, including the dominant axle distance, bogie distance, and carriage Adjacent trains responses of substructures are triggered by a series of trains’ moving loads. length. The dynamic responses of substructures are triggered by a series of trains’ moving loads. Adjacent trains have a cyclic superposition impact. The experiments simulated the cyclic passages of trains by applying loads around the railway using a certain shift in time. Each cycle ofAppl. Sci. 2021, 11,6 ofAppl. Sci. 2021, 11, x FOR PEER REVIEW7 ofhave a cyclic superposition effect. The experiments simulated the cyclic passages of trains by applying loads around the railway using a specific shift in time. Each and every cycle from the applied loads corresponded to the passagethe a single carriage. The geometry configuration from the the applied loads corresponded to of passage of 1 carriage. The geometry configurastandard carriage of a China Railways high-speed train is shown in Figure 4a. The carriage tion on the normal carriage of a China Railways high-speed train is shown in Figure 4a. length lc is Vialinin A manufacturer 25length lc distance axleis 2.5 m, andis two.five m, and bogieis 7.5 m. lab is 7.five m. The carriage m, axle is 25 m, lwb distance lwb bogie distance lab distance(a)(b)Figure four. Geometry configuration in the high-speed trains and M-shaped wave. (a) Geometry configuration with the Figure 4. Geometry configuration with the high-speed trains and M-shaped wave. (a) Geometry configuration of the highspeed trains, (b) M-shaped wave. high-speed trains, (b) M-shaped wave.Theory and empirical proof from reported studies (Guangchao Sun al. [26], Al Theory and empirical evidence from reported studies (Guangchao Sun et et al. [26], Shaer et et [31], Bian et et [32], Zhi-Ping Z Z et al. [33]) show that waveform of of Al Shaer al. al. [31], Bian al. al. [32], Zhi-Pinget al. [33]) show that the the wav.
