中文摘要：

用一个有限元素程序的数字分析在三结构上被执行：热混合沥青(高端内存区) 增强了 trackbed (RACS-1 ) ，直接支持的高端内存区 trackbed (RACS-2 ) ，和传统的波特兰水泥水泥(PCC ) 平板追踪(SlabTrack ) 。尽管 RACS-1 的全面动态回答与 SlabTrack 是类似的，高端内存区层能断然影响压力分布。特别地，水平压力显示 RACS-1 的跳回相对 SlabTrack 被改进。另外，高端内存区增强了基础有能力恢复剩余垂直变丑。主要从 0 ～ 2 m，为削弱动态装载的有效深度这在 0.5 m 正在是特别真的。从分析的结果证明高端内存区是合适的材料让铁路基础提高有弹性的性能，改进压力分发，削弱动态装载，并且降低颤动，特别在 2 m 的有效深度。在石头基层层的顶构造的高端内存区允许垂直模量光滑的转变。以全面动态行为， RACS-1 比 SlabTrack 好，当 RACS-2 的结果是不确定的并且要求进一步的研究时。

英文摘要：

A numerical analysis using a finite element program was performed on three structures： hot mix asphalt （HMA） reinforced trackbed （RACS-1）, HMA directly supported trackbed （RACS-2）, and traditional Portland Cement Concrete （PCC） slab track （SlabTrack）. Although the comprehensive dynamic responses of RACS-1 were similar with SlabTrack, HMA layer can positively affect the stress distributions. In particular, the horizontal stresses indicate that the resilience of RACS-1 was improved relative to SlabTrack. In addition, HMA reinforced substructure has the capacity to recover the residual vertical deformation. The effective depth for weakening dynamic loadings is mainly from 0 to 2 m, this being especially true at 0.5 m. The results from the analysis show that HMA is a suitable material for the railway substructure to enhance resilient performance, improve the stress distribution, weaken dynamic loading, and lower the vibration, especially at the effective depth of 2 m. The HMA constructed at the top of the stone subbase layer allows the vertical modulus a smooth transition. In terms of the comprehensive dynamic behaviors, RACS-1 is better than SlabTrack, while the results for RACS-2 are inconclusive and require further research.