To explore the safety of highway traffic operations,the vehicle state and guardrail deformation during highway guardrail collisions are simulated and analyzed.The vehicle-guardrail collision is simulated by finite ele...To explore the safety of highway traffic operations,the vehicle state and guardrail deformation during highway guardrail collisions are simulated and analyzed.The vehicle-guardrail collision is simulated by finite element software such as LS-DYNA and HyperMesh.The vehicle speed settings are 60,80,100 and 120 km/h,and the collision angles are 5°,10°,15°and 20°.The guardrail deformation,vehicle acceleration and energy changes under different collision speeds and angles are studied.The research results show that at the same collision speed,an increase in the collision angle causes more serious damage to the vehicle,a greater transverse displacement of the guardrail,and a greater range of car acceleration fluctuations.When the collision angle is the same,an increase in the collision speed causes greater lateral displacement of the guardrail,a greater vehicle acceleration fluctuation range,and more serious vehicle damage.The results of the study can provide a reference for demonstrating highway guardrail safety.展开更多
The objective of this research is to study the dynamic response characteristics of a three-beam system with intermediate elastic connections under a moving load/mass-spring.In this study,the finite Sine-Fourier transf...The objective of this research is to study the dynamic response characteristics of a three-beam system with intermediate elastic connections under a moving load/mass-spring.In this study,the finite Sine-Fourier transform was performed for the dynamic partial differential equations of a simply supported three-beam system(SSTBS)under a moving load and a moving mass-spring,respectively.The dynamic partial differential equations were transformed into dynamic ordinary differential equations relative to the time coordinates,and the equations were solved and the displacement Fourier amplitude spectral expressions were obtained.Finally,based on finite Sine-Fourier inverse transform,the expressions for dynamic response of SSTBS under the moving load and moving mass-spring were obtained.The proposed method,along with ANSYS,was used to calculate the dynamic response of the SSTBS under a moving load/mass-spring at different speeds.The results obtained herein were consistent with the ANSYS numerical calculation results,verifying the accuracy of the proposed method.The influence of the load/mass-spring’s moving speed on the dynamic deflections of SSTBS were analyzed.SSTBS has several critical speeds under a moving load/mass-spring.The vertical acceleration incurred by a change in the vertical speed of SSTBS due to the movement of mass-spring and the centrifugal acceleration produced by the movement of massspring on the vertical curve generated by SSTBS vibration could not be neglected.展开更多
Many desert expressways are affected by the deposition of the wind-blown sand,which might block the movement of vehicles or cause accidents.W-beam central guardrails,which are used to improve the safety of desert expr...Many desert expressways are affected by the deposition of the wind-blown sand,which might block the movement of vehicles or cause accidents.W-beam central guardrails,which are used to improve the safety of desert expressways,are thought to influence the deposition of the wind-blown sand,but this has yet not to be studied adequately.To address this issue,we conducted a wind tunnel test to simulate and explore how the W-beam central guardrails affect the airflow,the wind-blown sand flux and the deposition of the wind-blown sand on desert expressways in sandy regions.The subgrade model is 3.5 cm high and 80.0 cm wide,with a bank slope ratio of 1:3.The W-beam central guardrails model is 3.7 cm high,which included a 1.4-cm-high W-beam and a 2.3-cm-high stand column.The wind velocity was measured by using pitot-static tubes placed at nine different heights(1,2,3,5,7,10,15,30 and 50 cm)above the floor of the chamber.The vertical distribution of the wind-blown sand flux in the wind tunnel was measured by using the sand sampler,which was sectioned into 20 intervals.In addition,we measured the wind-blown sand flux in the field at K50 of the Bachu-Shache desert expressway in the Taklimakan Desert on 11 May 2016,by using a customized 78-cm-high gradient sand sampler for the sand flux structure test.Obstruction by the subgrade leads to the formation of two weak wind zones located at the foot of the windward slope and at the leeward slope of the subgrade,and the wind velocity on the leeward side weakens significantly.The W-beam central guardrails decrease the leeward wind velocity,whereas the velocity increases through the bottom gaps and over the top of the W-beam central guardrails.The vertical distribution of the wind-blown sand flux measured by wind tunnel follows neither a power-law nor an exponential function when affected by either the subgrade or the W-beam central guardrails.At 0.0H and 0.5H(where H=3.5 cm,which is the height of the subgrade),the sand transport is less at the 3 cm height from the subgrade surface than at the 1 and 5 cm heights as a result of obstruction by the W-beam central guardrails,and the maximum sand transportation occurs at the 5 cm height affected by the subgrade surface.The average saltation height in the presence of the W-beam central guardrails is greater than the subgrade height.The field test shows that the sand deposits on the overtaking lane leeward of the W-beam central guardrails and that the thickness of the deposited sand is determined by the difference in the sand mass transported between the inlet and outlet points,which is consistent with the position of the minimum wind velocity in the wind tunnel test.The results of this study could help us to understand the hazards of the wind-blown sand onto subgrade with the W-beam central guardrails.展开更多
基金supported by the Key Lab of Road Structure&Material in Chang’an University,Ministry of Transport(grant number 300102212504)by the National Natural Science Foundation of China(grant number 71771047).
文摘To explore the safety of highway traffic operations,the vehicle state and guardrail deformation during highway guardrail collisions are simulated and analyzed.The vehicle-guardrail collision is simulated by finite element software such as LS-DYNA and HyperMesh.The vehicle speed settings are 60,80,100 and 120 km/h,and the collision angles are 5°,10°,15°and 20°.The guardrail deformation,vehicle acceleration and energy changes under different collision speeds and angles are studied.The research results show that at the same collision speed,an increase in the collision angle causes more serious damage to the vehicle,a greater transverse displacement of the guardrail,and a greater range of car acceleration fluctuations.When the collision angle is the same,an increase in the collision speed causes greater lateral displacement of the guardrail,a greater vehicle acceleration fluctuation range,and more serious vehicle damage.The results of the study can provide a reference for demonstrating highway guardrail safety.
基金The Fundamental Research Funds for the Central Universities of Central South University under Grant No.2018zzts189the National Natural Science Foundations of China under Grant Nos.51408449 and 51778630the Innovation-driven Plan in Central South University under Grant No.2015CX006。
文摘The objective of this research is to study the dynamic response characteristics of a three-beam system with intermediate elastic connections under a moving load/mass-spring.In this study,the finite Sine-Fourier transform was performed for the dynamic partial differential equations of a simply supported three-beam system(SSTBS)under a moving load and a moving mass-spring,respectively.The dynamic partial differential equations were transformed into dynamic ordinary differential equations relative to the time coordinates,and the equations were solved and the displacement Fourier amplitude spectral expressions were obtained.Finally,based on finite Sine-Fourier inverse transform,the expressions for dynamic response of SSTBS under the moving load and moving mass-spring were obtained.The proposed method,along with ANSYS,was used to calculate the dynamic response of the SSTBS under a moving load/mass-spring at different speeds.The results obtained herein were consistent with the ANSYS numerical calculation results,verifying the accuracy of the proposed method.The influence of the load/mass-spring’s moving speed on the dynamic deflections of SSTBS were analyzed.SSTBS has several critical speeds under a moving load/mass-spring.The vertical acceleration incurred by a change in the vertical speed of SSTBS due to the movement of mass-spring and the centrifugal acceleration produced by the movement of massspring on the vertical curve generated by SSTBS vibration could not be neglected.
基金funded by the Strategic Priority Research Program of the Chinese Academy of Sciences"Environmental Changes and Green Silk Road Construction in Pan-Third Pole Region"(XDA2003020201)the National Key Research and Development Program of China(2017YFE0109200)the National Natural Science Foundation of China(41571011)
文摘Many desert expressways are affected by the deposition of the wind-blown sand,which might block the movement of vehicles or cause accidents.W-beam central guardrails,which are used to improve the safety of desert expressways,are thought to influence the deposition of the wind-blown sand,but this has yet not to be studied adequately.To address this issue,we conducted a wind tunnel test to simulate and explore how the W-beam central guardrails affect the airflow,the wind-blown sand flux and the deposition of the wind-blown sand on desert expressways in sandy regions.The subgrade model is 3.5 cm high and 80.0 cm wide,with a bank slope ratio of 1:3.The W-beam central guardrails model is 3.7 cm high,which included a 1.4-cm-high W-beam and a 2.3-cm-high stand column.The wind velocity was measured by using pitot-static tubes placed at nine different heights(1,2,3,5,7,10,15,30 and 50 cm)above the floor of the chamber.The vertical distribution of the wind-blown sand flux in the wind tunnel was measured by using the sand sampler,which was sectioned into 20 intervals.In addition,we measured the wind-blown sand flux in the field at K50 of the Bachu-Shache desert expressway in the Taklimakan Desert on 11 May 2016,by using a customized 78-cm-high gradient sand sampler for the sand flux structure test.Obstruction by the subgrade leads to the formation of two weak wind zones located at the foot of the windward slope and at the leeward slope of the subgrade,and the wind velocity on the leeward side weakens significantly.The W-beam central guardrails decrease the leeward wind velocity,whereas the velocity increases through the bottom gaps and over the top of the W-beam central guardrails.The vertical distribution of the wind-blown sand flux measured by wind tunnel follows neither a power-law nor an exponential function when affected by either the subgrade or the W-beam central guardrails.At 0.0H and 0.5H(where H=3.5 cm,which is the height of the subgrade),the sand transport is less at the 3 cm height from the subgrade surface than at the 1 and 5 cm heights as a result of obstruction by the W-beam central guardrails,and the maximum sand transportation occurs at the 5 cm height affected by the subgrade surface.The average saltation height in the presence of the W-beam central guardrails is greater than the subgrade height.The field test shows that the sand deposits on the overtaking lane leeward of the W-beam central guardrails and that the thickness of the deposited sand is determined by the difference in the sand mass transported between the inlet and outlet points,which is consistent with the position of the minimum wind velocity in the wind tunnel test.The results of this study could help us to understand the hazards of the wind-blown sand onto subgrade with the W-beam central guardrails.
