基于车-桥耦合动力作用的车辆与桥梁力学行为

Mechanical Behavior of Vehicle and Bridge Based on Vehicle-bridge Coupling Dynamic Action

为研究车-桥耦合动力作用下的车辆与桥梁力学行为,基于ABAQUS有限元软件建立二自由度四分之一车辆模型和简支桥模型。车辆模型考虑橡胶轮胎超弹性,桥面铺装层考虑沥青混合料黏弹性。基于轮胎与桥面铺装层接触关系,建立车-桥耦合动力模型,采用中心差分法和有限元理论求解车辆和桥梁时域响应。结果表明:通过与现场桥面铺装层上面层跨中竖向应力测量值比较,验证所建车-桥耦合动力模型具有一定可行性;未添加路面不平度上面层跨中最大竖向压应力、最大横向压应力、最大纵向压应力分别为0.608,0.283,0.338 MPa,添加路面不平度上面层跨中最大竖向压应力、最大横向压应力、最大纵向压应力分别为1.327,0.652,0.706 MPa,分别增大118.257%,130.389%,108.876%;未添加路面不平度最小和最大车辆悬架弹力分别为36.178,59.322 kN,变化幅度为63.973%,添加路面不平度最小和最大悬架弹力分别为33.738,60.859 kN,变化幅度为80.387%;未添加路面不平度纵梁跨中最大竖向压应力、最大横向拉应力、最大纵向压应力分别为0.282,0.193,0.159 MPa,添加路面不平度分别为0.449,0.418,0.348 MPa,分别增加59.220%,116.580%,118.868%。添加路面不平度,车-桥耦合动力效应增强,车辆与桥梁各项响应均增大。

In order to study the mechanical behavior of vehicle and bridge under vehicle-bridge coupling dynamic action, the model of quarter vehicle with 2-DOF and the model of simply supported bridge are established by ABAQUS FE software. The superelasticity of rubber tire is considered in vehicle model and the viscoelasticity of asphalt mixture is considered in bridge deck pavement. The vehicle-bridge coupling dynamic model is established based on the contact relation between tires and deck pavement. The time domain response of vehicles and bridge is solved by using central difference method and the finite element theory. The result shows that(1) compared with the measured values of vertical stress in the mid-span of upper layer of the bridge deck pavement, the feasibility of the vehicle-bridge coupling dynamic model is verified;(2) the maximum values of vertical compressive stress, transverse compressive stress and longitudinal compressive stress without pavement roughness are 0.608, 0.283, 0.338 MPa respectively, while those maximum values with pavement roughness are 1.327, 0.652, 0.706 MPa respectively, increased by 118.257%, 130.389%, 108.876% respectively;(3) the minimum and maximum suspension elastic forces of the vehicle without road unevenness are 36.178 kN and 59.322 kN respectively, with a change range of 63.973%, while those minimum and maximum values with pavement roughness are 33.738 kN and 60.859 kN respectively, with a change range of 80.387%;(4) the maximum values of vertical compressive stress, transverse compressive stress and the longitudinal compressive stress without road unevenness are 0.282, 0.193, 0.159 MPa respectively, while those maximum values with pavement roughness are 0.44, 0.418, 0.348 MPa respectively, increased by 59.220%, 116.580% and 118.868% respectively;(5) with the addition of road roughness, the dynamic effect of vehicle-bridge coupling is enhanced, and the responses of vehicle and bridge are increased.