车⁃路弱耦合振动作用下沥青路面动态响应
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TH17

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国家自然科学基金资助项目(12072205);河北省科技计划资助项目(15457605D, 144576106D);河北省引进留学人员资助项目(C20190514)


Dynamic Response of Asphalt Pavement Under Vehicle⁃Road Weak Coupling Vibration State
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    摘要:

    为研究车-路弱耦合作用下沥青路面动态响应,建立13自由度三维整车?橡胶轮胎?沥青路面弱耦合模型。考虑车体悬架、路面不平度及沥青混合料黏弹性,采用中心差分法求解,并与实际车?路弱耦合试验进行比较。结果表明:纵向剪应变计算值与试验值最大误差为5.74%,说明本模型具有一定合理性;轮胎与路面处于三向力接触状态,车辆动载作用下三向接触力与悬架力均大于移动恒载;上、中、下面层纵向最大压应力比移动恒载分别大18.8%,11.8%和7.4%,竖向最大压应力比移动恒载分别大18.9%,19.8%和20.4%,横向最大压应力比移动恒载分别大10.2%,4.69%和2.1%。

    Abstract:

    Abstract In order to study the dynamic response of asphalt pavement under the weak coupling of vehicle and road,a coupled model of 13-degree of freedom three-dimensional vehicle-rubber tire-asphalt pavement is established. Considering car body suspension,road surface roughness,and viscoelasticity of asphalt mixture,a central difference method is applied to solve the coupled equation,and simulation values are compared with actual vehicle-road weak coupled tests. By comparing with the test,the maximum error of the longitudinal shear strain is 5.74% between the calculated value and the experimental value. The contact is a three-way force state between the tire and the road surface,the three-way force and the vehicle suspension force generated by the dynamic load are greater than the moving dead load. Further,the longitudinal maximum compressive stresses of the upper layer, the middle layer,and the lower layer are 18.8%,11.8%,and 7.4% larger than the moving dead load,respectively. Similarly,the vertical maximum compressive stresses are 18.9%,19.8%,and 20.4% larger than the mobile dead load,and the transverse maximum compressive stresses are 10.2%,4.69%,and 2.1% larger,respectively.

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  • 在线发布日期: 2021-08-25
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