车-路-连续梁桥耦合系统建模及路面劣化对系统动力响应的影响  

Vehicle-pavement-continuous beam bridge coupling system modeling and influence of surface degradation on system dynamic response

作　　者：李梦 任剑莹 孙志棋[2] 张志强 LI Meng;REN Jianying;SUN Zhiqi;ZHANG Zhiqiang(Department of Engineering Mechanics,Shijiazhuang Tiedao University,Shijiazhuang,Hebei 050043,China;State Key Laboratory of Mechanical Behavior and System Safety of Traffic Engineering Structures,Shijiazhuang Tiedao University,Shijiazhuang,Hebei 050043,China;Zhongji Shimate Technology Hebei Co.,Ltd.,Shijiazhuang,Hebei 050035,China;School of Transportation Engineering,Shijiazhuang Institute of Technology,Shijiazhuang,Hebei 050228,China)

机构地区：[1]石家庄铁道大学工程力学系,河北石家庄050043 [2]石家庄铁道大学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]中冀施玛特科技河北有限公司,河北石家庄050035 [4]石家庄理工职业学院交通运输与工程学院,河北石家庄050228

出　　处：《公路交通科技》2025年第2期161-178,共18页Journal of Highway and Transportation Research and Development

基　　金：国家自然科学基金项目(12372018);河北省自然科学基金项目(A2022210007);河北省高等学校科学技术研究项目(ZD2022019)。

摘　　要：【目标】深入研究车-路-连续梁桥耦合系统动力响应。【方法】基于达朗贝尔原理推导车-路-连续梁桥耦合系统解析模型;分别采用梁单元和实体单元建立某4跨预应力混凝土连续梁桥有限元模型;采用弹簧单元、质量单元和刚性梁单元建立四自由度二维车辆模型和十一自由度三维整车模型,得到3个车-路-连续梁桥耦合系统有限元模型。【结论】车-路-连续梁桥耦合系统的动力响应随车桥质量比的增大呈非线性加速增大趋势,车桥质量比对车辆动力响应的影响比对桥梁动力响应的影响更大;连续梁桥各跨跨中截面竖向位移的动力放大系数不同,2个中跨的动力放大系数均大于2个边跨的动力放大系数,路面不平顺等级越差,这个差别越小;路面整体或局部不平顺等级增大时,车辆和桥梁的动力响应均会增大,与路面平顺时的动力放大系数相比,相对差值均大于5%,桥梁边跨的动力放大系数相对差值最大,达61.13%;加权振级随路面不平顺等级增大而增大,与A级路面相比,当整体和局部路面均为C级路面时,车辆加权振级相对差值接近,分别为17.50%和14.57%;从车辆驶入局部劣化路段开始,直到车辆下桥,系统的动力响应均比无局部劣化时的动力响应大。[Objective]For a comprehensive study on the dynamic response of vehicle-pavement-continuous beam bridge coupling system.[Method]The analytic model of vehicle-pavement-continuous beam bridge coupling system was derived based on Darren Bell principle. The finite element model of a 4-span prestressedconcrete continuous beam bridge was established by using the beam elements and solid elements respectively.The 4-degree-freedom 2D vehicle model and 11-degree-freedom 3D vehicle model were established by usingthe spring elements, mass elements, and rigid beam elements. Then 3 finite element models of vehiclepavement-continuous beam bridge coupling systems were established. [ Conclusion] The dynamic responseof vehicle-pavement-continuous beam bridge coupling system increases nonlinearly with the increase ofvehicle-bridge mass ratio. The influence of vehicle-bridge mass ratio on vehicle dynamic response is greaterthan that on the bridge dynamic response. The vertical displacement dynamic amplification coefficients ofvarious mid-span sections of continuous beam bridge are different. The dynamic amplification coefficients ofboth mid-span are greater than those of both side- span. The worse the road surface roughness, the smallerthe difference. When the overall or local road surface roughness increases, the dynamic response of vehicleand bridge will also increase. When the road surface is smooth, compared with the dynamic amplificationcoefficient, the relative difference is over 5%. The dynamic amplification coefficient of bridge side-span hasthe largest relative difference, reaching 61. 13%. The weighted vibration level increases with the increase ofroad surface roughness. Compared with road surface Class A, when both the overall and local road surfacesare Class C, the relative difference of weighted vibration level are close, which are 17. 50% and 14. 57%respectively. From the moment the vehicle enters road section with local deterioration until the vehicle leavesthe bridge, the system dynamic responses are greater than tho

关 键 词：桥梁工程 车-路-连续梁桥耦合系统 解析模型 有限元模型 路面不平度 动力响应 

分 类 号：U4413[建筑科学—桥梁与隧道工程]