Gap exists in the interface of cement asphalt emulsion mortar and CRTS I track slab universally, which is more severe at four corners than other parts of the track slab. In this work, the temperature and elevation of CRTS I slab track with and without rail were measured continuously to study the influence mechanism of rail on the gap. The results show that the alternating temperature gradient of track slab is the main reason that causes the gap, and laying rail can efficiently decrease the gap size in the slab track without rail. Compared with the slab track without rail, the maximum elevation occurred at the corner, the maximum gap width and the maximum gap depth of the slab track with rail laid were decreased by 0.45 mm (25.7%), 0.75 mm (46.6%) and 9.5 mm (59.4%), respectively; meanwhile, the disqualification ratio at corners was reduced to 5.9%, which is 50% less than that of the track without rail. When elevation mismatch occurs in adjacent track slabs, a gasket should be placed at rail-bearing bed below the track slab in order to avoid the lower slab being dragged up by the higher slab and the further occurrence of new gap.
This work intends to contribute to the understanding of the influence factors of early hydration of ultrafine cement by focusing on the different fineness, different kinds of hardening accelerators, and different curing temperatures. Isothermal calorimetry, thermogravimetry, and X-ray diffraction (XRD) were performed to compare the hydration and chemical evolution of pastes containing accelerators with different fineness and curing temperatures; meanwhile, mechanical properties and water absorption were tested. The results showed that the cement fineness had a significant effect on the early hydration process; the smaller the cement particle size, the higher the early compressive strength. The 24 h compressive strength of ultrafine cement with a particle diameter of 6.8μm could reach 55.94 MPa, which was 118% higher than the reference cement. Water absorption test results indicated that adding 1% Ca(HCOO)2 to ultrafine cement can effectively reduce the water absorption, and it was only 1.93% at 28 d, which was 46% lower than the reference cement. An increase in curing temperature accelerated the activation of ultrafine cement in terms of the strength development rate, and the content of Ca(OH)2 in the ultrafine cement paste could reach 13.09% after being mixed with water for 24 h, which was 22% higher than that of the reference cement.
A non-contact electrical resistivity measurement device was employed to indicate the early hardening process of cement asphalt emulsified mortar (CA mortar). It was found that this process was analogous with the hydration process of cement and could be categorized into three parts: dissolving period, induction period and setting period. The mortar resistivity first decreased and then increased with the elapsed time. The effect of water/cement ratio (W/C), asphalt emulsified/cement ratio (A/C), cement types were also explored. Results indicated that the increase of W/C, dosages in SF (Silica fume) extended the induction period; replacement of Portland cementII with sulfoaluminate cement in CA mortar markedly increased the electrical resistivity and advanced the onset of setting period by 5∼6 h, making it possible to prepare CA mortar with high early strength, which can preventing distress such as peeling and bleeding during construction in winter and conformance to requirements in acceptance standard.
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