考虑车辆动载及非线性接触的沥青路面响应

doi:10.3969/j.issn.1674-0696.2021.01.17

重庆交通大学学报（自然科学版） ›› 2021, Vol. 40 ›› Issue (01): 112-118.DOI: 10.3969/j.issn.1674-0696.2021.01.17

考虑车辆动载及非线性接触的沥青路面响应

严战友1,2，赵晓林1，陈恩利2，赵国叶3，王震4

(1. 石家庄铁道大学土木工程学院，河北石家庄 050043; 2. 省部共建交通工程结构力学行为与系统安全国家重点实验室，河北石家庄 050043; 3. 爱尔康(中国)眼科产品有限公司北京 100020; 4. 石家庄铁道大学交通运输学院，河北石家庄 050043)

收稿日期:2019-06-28 修回日期:2020-03-23 出版日期:2021-01-11 发布日期:2021-01-11
作者简介:严战友(1972—),男,河北唐山人,博士研究生,副教授,主要从事路面动力学方面的研究。E-mail: yanzhanyou@163.com 通信作者：赵晓林(1992—),男,河北邯郸人,硕士研究生,主要从事路面动力学方面的研究。E-mail: 928461535@qq.com
基金资助:
国家自然科学基金资助项目(111172183)

Asphalt Pavement Response Considering Vehicle Dynamic Load and Nonlinear Contact

YAN Zhanyou1,2, ZHAO Xiaolin1, CHEN Enli2, ZHAO Guoye3, WANG Zhen4

(1. School of Civil Engineering, Shijiazhuang Tiedao University, Shijiazhuang 050043, Hebei, China; 2. State Key Laboratory of Mechanical Behavior in Traffic Engineering Structure and System Safety, Shijiazhuang 050043, Hebei, China; 3. Alcon (China) Ophthalmic Products Co., Ltd., Beijing 100020, China; 4. School of Transportation, Shijiazhuang Tiedao University, Shijiazhuang 050043, Hebei, China)

Received:2019-06-28 Revised:2020-03-23 Online:2021-01-11 Published:2021-01-11
Supported by:

摘要/Abstract

摘要： 为研究车辆动载及轮胎-路面非线性接触状态下沥青路面动力响应，利用ABAQUS建立橡胶轮胎模型和车-路相互作用模型，采用中心差分法进行求解，并验证轮胎模型与车-路相互作用模型。结果表明：考虑橡胶轮胎的车-路相互作用模型可行；与集中力相比，车辆动载作用下，上面层轮迹线中点竖向应变增大39.17%；与无路面不平度相比，B级路面和C级路面作用下，悬架弹力分别增加3.36%、14.34%，上面层轮迹线中点竖向位移分别增加18.51%、59.76%；沥青面层竖向、纵向及横向均出现拉压交变：随路面深度增加，底基层及土基均出现纵向拉应变；最大纵向拉应变出现在土基；最大横向拉应变与最大横向压应变均出现在下面层。

关键词: 道路工程, 多体动力学, 稳态滚动, 路面不平度, 车-路相互作用

Abstract: In order to study the dynamic response of asphalt pavement under the condition of vehicle dynamic load and tire-pavement nonlinear contact, the rubber tire model and vehicle-road interaction model were established by ABAQUS and solved by the central difference method. The applicability of the rubber tire model and vehicle-road interaction model was verified. The results show that: the vehicle-road interaction model with the consideration of rubber tire is feasible. Compared with the concentrated force, the vertical strain at the midpoint of the upper layer wheel trace under the dynamic load is increased by 39.17%; compared with no road roughness, under the action of B-grade road and C-grade road, the suspension elasticity is increased by 3.36% and 14.34% respectively, and the vertical displacement at the midpoint of the upper layer wheel trace is increased by 18.51% and 59.76% respectively. There are tension and compression alternation in vertical, longitudinal and transverse directions of asphalt surface: with the increase of pavement depth, the longitudinal tensile strain appears in both subbase and soil foundation; the maximum longitudinal tensile strain appears in the soil foundation; the maximum transverse tensile strain and the maximum transverse compressive strain appear in the lower layer.

Key words: highway engineering, multi-body dynamics, steady rolling, road roughness, vehicle-road coupling

中图分类号:

U414

严战友1,2，赵晓林1，陈恩利2，赵国叶3，王震4. 考虑车辆动载及非线性接触的沥青路面响应[J]. 重庆交通大学学报（自然科学版）, 2021, 40(01): 112-118.

YAN Zhanyou1,2, ZHAO Xiaolin1, CHEN Enli2, ZHAO Guoye3, WANG Zhen4. Asphalt Pavement Response Considering Vehicle Dynamic Load and Nonlinear Contact[J]. Journal of Chongqing Jiaotong University(Natural Science), 2021, 40(01): 112-118.

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考虑车辆动载及非线性接触的沥青路面响应

Asphalt Pavement Response Considering Vehicle Dynamic Load and Nonlinear Contact

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