考虑车轮接触面效应的车桥耦合振动分析方法研究  

Research on Vehicle-bridge Interaction Using Tire Patch Contact Loads

作　　者：张龙威 尹诗定 曹君辉[2] 袁帅华[1] 邵旭东[2] ZHANG Long-wei;YIN Shi-ding;CAO Jun-hui;YUAN Shuai-hua;SHAO Xu-dong(College of Civil Engineering,Hunan University of Science and Technology,Xiangtan 411201,Hunan,China;College of Civil Engineering,Hunan University,Changsha 410082,Hunan,China)

机构地区：[1]湖南科技大学土木工程学院,湖南湘潭411201 [2]湖南大学土木工程学院,湖南长沙410082

出　　处：《中国公路学报》2024年第11期152-163,共12页China Journal of Highway and Transport

基　　金：湖南省教育厅基金项目(24B0463);湖南省自然科技基金项目(2023JJ40290)。

摘　　要：当前公路车桥耦合振动系统普遍采用单点力轮胎模型,忽略了车轮的空间荷载效应对车桥耦合的影响,较难真实地模拟车辆对桥梁的动力响应。为解决这一问题,提出了一种考虑车轮接触面效应的车桥耦合理论与建模方法。首先,根据车辆轮胎实际的接触面积,建立由均匀分布的弹簧-阻尼单元组成的多点力车轮模型,代替传统的单点力轮胎模型,构建考虑车轮接触面效应的车桥耦合运动平衡方程;然后,基于新的建模方法,运用LS-DYNA分别建立了简支T梁和板桥的车桥仿真模型,与现有研究结果进行对比,研究车轮的空间荷载效应;最后,结合钢桥面的实桥动力试验和仿真结果,验证了多点车轮力接触模型的准确性和可行性。结果表明:对于T梁桥和板桥,车轮的空间荷载效应会在一定程度上削弱车桥的动力响应,且随着桥梁刚度的减小及路面状况的变差而越发明显。其中,板桥在E级路面下的多点力模型所对应的最大动态响应比相应的单点力模型结果低4.94%。对于结构局部刚度更小的钢桥面桥梁,未考虑车轮接触的单点模型的计算结果会明显高估桥梁的动态响应,在面板处测点最大动态响应计算值比实测值高8.83%。相比之下,考虑车轮接触面效应的仿真结果与实测值更为接近,不同疲劳细节处所对应的误差都在2%以内,U肋处的误差仅为0.33%。因此,考虑车轮接触面效应车桥耦合系统能更真实地反映桥梁尤其是钢桥面结构的车桥动力性能。Highway vehicle-bridge interaction(VBI)models generally simulate tire loads using a single-point force,which ignores the spatial load effect of tires on the vehicle-bridge interaction.This may lead to errors in the bridge response calculated by the drive-by vehicles.To solve this problem,a VBI modeling method is proposed herein that considers the influence of the tire contact surface.First,according to the actual contact area of vehicle tires,a multipoint force tire model comprising uniformly distributed spring-damping elements was established to replace the traditional single-point force tire model.Tire patch loads were used to connect the vehicle and bridge models to construct the vehicle-bridge interaction formula.Subsequently,based on the new modeling method,VBI simulation models of the simply supported beam and slab bridge were established using LS-DYNA.The proposed method was then verified via comparison with the existing research.Finally,based on field tests and simulations of a steel deck bridge,the accuracy and feasibility of the multipoint tire load contact model were demonstrated.The results show that the spatial load effect of the tires can weaken the dynamic response to some extent for simply supported beams and slabs.This phenomenon becomes increasingly evident with a decrease in bridge stiffness and the deterioration of road profile conditions.The maximum dynamic response of the multipoint force model for a slab bridge with Class E roughness is 4.94%lower than that of the single-point force model.For steel deck bridges with a smaller local stiffness,the results of the single-point model without considering the tire contact significantly overestimate the dynamic response of the bridge.Furthermore,the error of the maximum dynamic response of the measuring points at the bridge deck reaches 8.83%.In contrast,the results considering the effect of the tire contact surface are closer to the measured values.The errors at different fatigue details are less than 2%,and the error at the U-rib is only 0.33%.Th

关 键 词：桥梁工程 车桥耦合 数值模拟 车轮接触模型 路面粗糙度 钢桥面 实桥试验 

分 类 号：U441.3[建筑科学—桥梁与隧道工程]