外文翻译--浅谈液化石油气半挂车设计新趋势对危运车辆行驶安全性能的影响

附 录 附录 A 外文文献资料 Design of a new trend of LPG semi-trailer transport of dangerous safety performance of vehicles The liquefied gas tanker domestic production structure for the bicycle more fixed, because the restrictions by the carrying capacity of the chassis, can only reach its load capacity 10t. As in recent years, the amount of liquefied petroleum gas storage and transportation, the rapid increase in demand, particularly in improving the quality of road transport, small tonnage tanker transport capacity becomes low, high transport costs, this market for car transport tanker tonnage of cycling requirements grow. This paper introduces the structure of liquefied petroleum gas tank trailer features and design, through the tank stress calculation, strength check, and the axle load on the vehicle, driving stability, traction and climbing ability of the calculation, and running on prototype tests conducted to prove that the trend of the vehicle structure design. Through in-depth investigation and analysis, to grasp new trends in the design of LPG semi-trailer, concrete analysis of market segments in which the product, liquefied petroleum gas tank semi-trailer on the overall market supply and demand trends in the industry and industry prospects to judge since the state has promulgated to implement road vehicles outside the profile dimensions, axle load limits and quality (GB1589-2004) standards, the interpretation of a semi-trailer to reduce the total mass of liquefied gas, and strive to maximize tank volume tank to raise the maximum filling of semi-trailer containing a single volume, to meet customer everything possible to reduce per ton / km of running costs for the design of the mentality and needs of the guiding ideology of the revolution. First, the latest design features of LPG semi-trailer. When the series of 25 tons of domestic LPG semi-trailer loaded with 46 tons more than the total mass of the country reduced to the maximum limit of 40 tons, the previous semi-trailer designed for maximum filling volume decreased from the 24.6 tons to 22.3 tons, significantly reduced transport capacity of a single set about 10%, which means a corresponding increase in the cost of transport enterprises by 10% or so.Semi-trailer manufacturing company in order to enhance their market competitiveness, focusing on how the standard of strict compliance with existing GB1589, based on the optimal design, reduce curb weight semi-trailer, tank for tank and racked their mind to maximize volume； on liquefied petroleum gas trailer for the structural transformation, including: 1. Tank and the connection between car beam, integral bar from the previous V-bearing, use only part of the running gear to ensure the connection with the short V-bearing； then gradually converted to cancel the V-bearing, the use of travel agencies car beam and bearing with integrated anti-T-composite structure of saddle connections； 2. Tank with hemispherical head instead of elliptical head 3. Individual manufacturers to give up the tank with improved rigidity and prevent deformation of the X-shaped anti-tank punch plate, back in the past two-tier board structure arc erosion control； 4. Reduce the number of stiffening ring inside the tank or sewage outlets to give up； 5. Give up the position of assisting the buttress in the legs； 6. Working with an emergency shut-off valve and ball valve integrated structure； 7. Continue using the successful experience of the past, according to the tank to calculate the minimum wall thickness, the choice of filter plates for cylinder and so on. Second, the new analysis of the safety of design ideas In fact, the tank used by the manufacturer transformation initiative is set to meet the users largest single semi-trailer reached 23.6 tons filling the ideal requirements. However, everything must be viewed in two, as the inflammable and explosive dangerous goods transport vehicles, LPG semi-trailer manufacturing quality, the key is to ensure that its design is reasonable, driving stability and security and reliability. The following semi-trailer used in the process of discovery, as a result of traffic accidents caused by product quality and defects, which should be attached great importance to the tank manufacturer, and in pressure vessel quality assurance system to control operation: 1. over the past three years, Chinas liquefied gas tanker car manufacturing has been using a V-bearing + Deck + bolt connecting structure, and solve the tank and the vehicle chassis (or travel agencies) the connection between the way the problem fixed. To reduce the trailers curb weight, the current domestic sales of the larger manufacturers have a few semi-trailer running gear design and use of tank car bearing beam and the integration of anti-T-composite structure with saddle connections. Tank manufacturers only need to hang on the tank provided by the manufacturer of the running gear frame, through the assembly, calibration, welding, the tank and the connection between the vehicle running gear fixed on the basic process to complete. I am nearly similar according to the structure of LPG vehicles, semi-trailer tracking product quality, the following design and manufacturing production plant critical control point is overlooked by quality assurance system: (1)According to the liquefied gas tanker manufacturing quality control requirements, in order to ensure vehicle stability, the industry would tank and the chassis (or travel agencies) the offset between the control center 4 mm range, horizontal line at both ends of the tank and the difference between the level of vehicle control beam of 3 mm within the reference index as an ideal quality. In fact, if the manufacturer of the tank by GB150 roundness is less than 1%, and the tank line is no more than 1 of the minimum molding control requirements, and the coupling pin in the nozzle and the traction pin seat positioning completed After assuming the two-bar frame anti-T-bearing composite structure and size of saddle is very accurate, when the tank and running gear assembly, the tank itself, the manufacturing quality of the error, the offset will inevitably lead to the tank center and sales offset excessive traction. (2)long used in the past, V-bearing beams connecting the tank and the vehicle structure, uniform continuity of the advantages of mechanical load. The use of vehicles bearing beam and the integration of anti-T-composition and structure of the saddle connection, we must focus through the addition of multiple internal and external vertical stiffener plates, bearing a reasonable decomposition and distribution Force loading problem； if a simple distributed 5 6 ribs plate, semi-trailer must constitute a threat to driving safety and stability. Car bearing beam and the integration of anti-T-composite structure with saddle connections are rigid structures； how to eliminate the gravity load tankers in the process of turning the tangential tensile stress produced by the composition of the local tensile stress concentration, avoid these pads board pulled crack occurrence of adverse working conditions manufacturers must pay attention to the technical issues. (3)observation of a used vehicle in which the integration of beam and bearing anti-T-composite structure with the saddle running gear, the occurrence of semi-trailer rollover accident, found that the right of the three-axis and the end of the spring steel beam bearing fillet weld connection between almost cracking, the basic failure of the running gear. The key reason is the selection of thin components, welding angle factor due to poor weld quality； is associated with decreased weight of the walking mechanism, this should cause the manufacturers attention. 2, the tank instead of using spherical head oval head has become a tanker car manufacturers in the design and manufacture of semi-trailer, another characteristic of LPG. In fact LPG Tank Car manufacturing plant will be semi-trailer tank diameter of 2.45 meters, set the length of 12.7 meters, has the current profile of GB1589 standards on vehicles used to limit the size requirements. From the point of view of optimal design, the use of spherical head instead of elliptical head, really can set the maximum filling volume of a single semi-trailer upgrade to 23.5 tons； and that the structure is also very popular in foreign countries. According to recent years in Guangzhou since the range of 6 22 25 tons of LPG semi-trailer accident site survey results showed: (1) As the heavy semi-trailer high center of gravity, gravity inertia； in the normal speed, flat road surface state rollover occurs, because the dodge oncoming traffic, caused by personnel or debris； and turn into the freeway ramp road rollover occurs, because the speed too fast (greater than 30 km / h) due. (2) flat surface state, the tank first impact with the ground on both sides of the site is mainly horizontal centerline tank that is 90 or 270 around the head and cylinder connection weld area； turn road condition, can body of the first ramp on the fence with concrete buildings and the site of impact is mainly horizontal in the tank line that is 45 90 or 270 315 around the front and rear head and cylinder connection weld area. (3) the impact force and the inertia that hit parts of the tank, without exception, all have a diameter of about 400 mm, a depth of about 60 mm or so irregular, radial V-pot type or serious injury of concave defects. (4) and the spherical head tank, turn the semi-trailer overturned in the accident, the damage produced by the same defect feature； and in 90 or 270 or so before the spherical head and cylinder connecting ring welding also form a joint region about 800 mm or so of flat fall flat damage defects. (5) whether the material is used 16MnR, 16 (or 14) mm thickness of elliptical heads or 10 mm thickness of the spherical head structure, the concave semi-trailer accident cases experienced no damage by sharp metal parts object impact test, it did not lead to cracking and leaking tank. In comparison, from the point of view of impact resistance, both the choice of head structure, has not yet significantly better or worse. However, once the face of such semi-trailer rollover accidents the majority of the tank due to surface scratches and the concave defect repair costs too much, basically can not escape the fate of abandoned vehicle. 3. the auxiliary trailer buttress is an additional safety barrier. In the semi-trailer design process, most designers believe that more than 25 tons with two legs can meet in the semi-trailer or heavy load conditions, with the tractor connection, or decoupling, static display and other conditions when the total Quality carrying 40 tons of gravity and impact requirements. As a user, the operation based on two semi-trailer real trailer accident cases and to improve the security of the grounds of sex drive, but requires the designer to consider assisting the buttress between the two legs. (1) Case I: hanging off the overloaded condition, the ground is not flat, two legs Shouli Bu uniform, within the gear leg sudden failure, the occurrence of the phenomenon sweeping gear, tanks and gravity will be 8 groups leg All connection bolts between the frame tangential cut； eventually led to the first half of semi-trailer collapsed. (2) Case II: After the tractor trailer mounted liquefied petroleum gas, due to the pin on the tractor tray is not completely reset, the process of moving semi-trailer from the tractor suddenly pulling off the tray, resulting in the first half of semi-trailer collapsed. (3) Fortunately, the two semi-trailer accidents are supporting buttress help, only to avoid the former head of the tank due to the impact with the ground directly damaged by the occurrence of fatal accidents. 4.the case of the above-mentioned incidents, one of which is a semi-trailer turn in the highway bridge approach due to excessive speed, concrete barrier and light pole to the left side of the tank barriers and sweeping off the valve box, directly under the bridge and turn over； Box integrated structure within the gas and liquid handling the emergency shut-off valve and liquid valve port for which parts of the flange connection flange cut, gas port flange bolts part of the fracture, and the assembly flange bending, two mouth leak conductance and fire； the field environment and cracking, leaking part structure is complex, and ultimately fighting for an ideal sealing measures can be taken, and taken to the fire water tank temperature control, so that liquefied petroleum gas tank completely burned up. Third, some suggestions 1. in order to improve the process of moving liquefied trailer security and stability, the production plant in the tank manufacturing quality assurance control points need to strengthen the supervision of the following tests: a, the current shape with spinning head of the factory fixture quality and the ability of manufacturers to design and manufacture the maximum and minimum diameter of the tank should be controlled within 0.5% deviation range, and level layout as the largest diameter, To lay the foundation for optimizing the quality of vehicle assembly； b, formed in the cylinder section, should be based on the distribution of longitudinal weld requirements, try to avoid the maximum or minimum diameter tube section located in the bearing plate surrounding parts of the range, so as not to leave the tank and the tank when the center bearing assembly flat shift too much security risk； c, in order to ensure the straightness of the tank, and pulling off the tray, gas liquid nozzle flange and other location marking, and welding, care must be neutral and traction pin tray on the center plane and the vertical tank； take effective measures to prevent the welding deformation process； Also in the design, the two groups should be properly opened the distance between the gas and liquid phase flange to avoid welding deformation. d, must be avoided head, cylinder group between sessions to strengthen the ring and erosion control board assembly process at the phenomenon of forced assembly； equitable distribution of stiffening ring, welding deformation of the tank to minimize the roundness and straightness of. 2.the walking beam and for selection of cars bearing the anti-T-integrated composite structure with saddle connections of the manufacturers, designers should be fully considered bearing in the rear tank, and between the bearing and the tank car beam and suspension systems and other connections between the parts of the various stress conditions, to avoid the above mentioned connection structure or connection weld and other defects. 3, a single leg selection should be not less than 50 tons. Will complement the V-set in the two legs between the buttress, and its high degree of control from the ground at about 450 490 mm. 4, semi-trailer running gear manufacturers in the assembly, you must also ensure that the balance of triaxial； ensure that each axis of each brake hub and bearings with the symmetry of the center line of the running gear and neutral. 5, tankers and rescue safety valve leakage is still the most delicate issues. According to the characteristics of tankers built-in safety valve, without violating the mobile pressure vessels under the premise of the relevant regulations, to consider the safety valve with built-in, no extended segment, concealed protection designed to reduce security risks tanker accident. 6, the tank is designed emergency outfall connecting port, built-in check valve and the suction ring gimbal the nozzle device； in the event of a rollover accident, can be quickly connected to an external, removable tank of liquefied petroleum gas, reduce on-site rescue difficulty and risk. Summarized three decades dealing with liquefied gas tanker car experience, I fully understand the current national standard GB1589-made restrictions on the trailer. Currently there is not actually capable of producing the quality of the saddle contains 16 tonnes gross vehicle weight of 40 tons tow tractor manufacturers and alternative models is small； and are willing to invest capital, imported high-powered tractors are very few companies . LPG semi-trailer in order to ensure driving safety performance, both manufacturers and users should be from the design, manufacture and use of the three links off to a good product quality and safety, particularly in ensuring the safety of dangerous driving performance transport vehicles make great efforts； common made a good-shaped, high-quality semi-trailer the safe use of liquefied petroleum gas environment. 附录 B 外文资料中文翻译 浅谈液化石油气半挂车设计新趋势对危运车辆行驶安全性能的影响 国内生产制造的液化气罐车结构多为单车固定式，因其受底盘承载能力的限制，其装载量仅能达到 10t。随着近年来液化石油气储运量、需求量的迅猛增加，特别是运输道路质量的提高，小吨位的罐车就显得运输能力低，运输 成本高，为此市场上对汽车罐车的单车运输吨位要求越来越大。文章介绍了液化石油气罐半挂车的结构特点及设计方案，通过对罐体的应力计算、强度校核和对整车的轴荷、行驶稳定性、牵引性能、爬坡能力等的计算，及对样车进行的运行试验，证明该车结构设计合理的趋势。通过深入调查分析，把握液化石油气半挂车设计新趋势，具体分析该产品所在的细分市场，对液化石油气罐半挂车行业总体市场的供求趋势及行业前景做出判断自从国家颁布、实施道路车辆外廓尺寸、轴荷及质量限值（ GB1589 2004）标准后，演绎了一场以降低液化气体半挂车总质量、争 取罐车罐体容积最大化、提高半挂车单载最大充装量、满足客户千方百计降低每吨 /公里运行成本的心态和需求为设计指导思想的革命。 一、 最新设计的液化石油气半挂车特点 当国内 25吨系列液化石油气半挂车满载总质量由 46吨多降低到国家限制的最大40吨时、以往设计的半挂车最大充装量由 24.6吨降低到 22.3吨，单载运输能力明显减少 10%左右，意味运输企业成本相应提高了 10%左右。半挂车制造企业为了提升自身的市场竞争能力，围绕如何在严格遵守现行 GB1589标准的基础上，优化设计，降低半挂车整备质量、争取罐车罐体容积最大化而 费尽了心思；对液化石油气半挂车进行了结构性技术改造，主要包括： 1罐体与车梁之间的连接，由以往整体式长条 V型支座、改用只保证与行走机构部分连接的短 V型支座；再逐步转化为取消 V型支座、采用行走机构的车梁与支座一体化的反 T型与鞍座组合结构的连接方式； 2罐体采用半球形封头代替椭圆封头 3个别厂家放弃了具有提高罐体刚性、防止罐体变形的 X形防冲板结构，回复以往的双层弧形防冲板结构； 4减少罐体内部加强圈数量或放弃设置排污口； 5放弃在支腿位置设置辅助支墩； 6采用紧急切断阀与装卸球阀一体化结构； 7继 续延用以往成功经验，根据罐体计算最小壁厚、选用筛选板作筒体等。 二、新设计思路的安全性分析 事实上，上述罐车制造厂家所采用的技术改造举措，是可以满足用户半挂车单载最大充装量达到 23.6吨理想要求。但任何事物都必须一分为二看待，作为易燃易爆危险物品的运输车辆，液化石油气半挂车制造质量的关键是必须保证其设计的合理性、行驶的稳定性和安全可靠性。以下几个在半挂车使用过程发现的、以及因交通事故而导致的产品质量和缺陷问题，应引起各罐车制造厂家高度重视，并在压力容器产品质量保证体系运行过程加以控制： 1、过去三十多年 ，中国液化气体汽车罐车的制造一直采用 V型支座 +连接卡座 +高强度螺栓组合结构、解决罐体与车辆底盘（或行走机构）之间的连接固定方式问题。为了降低半挂车的整备质量，目前国内销量较大的几家半挂车制造企业相继设计和采用行走机构的车梁与罐体支座一体化的反 T型与鞍座组合结构的连接方式。罐车厂家只需要将罐体吊上制造商所提供的行走机构车架上，通过组装、校正、焊接后，罐体与车辆行走机构之间的连接固定工序就基本完成。根据本人对近十辆同类结构的液化石油气半挂车的产品质量跟踪，以下几个设计和制造关键控制点被生产厂质量保证体系所忽视： （ 1）根据液化气体罐车制造质量控制要求，为了保证车辆行驶稳定性，行业内将罐体与底盘（或行走机构）之间的中心偏移量控制在 4毫米范围内、罐体水平线两端与车梁水平高低差控制在 3毫米范围内作为理想的质量参考指标。事实上，如果制造厂家对罐体只是按 GB150的圆度不大于 1和罐体直线度不大于 1的最低成型控制要求时，在管口和牵引销及其牵引销座定位完成后，假定车架上的双条形反 T型与鞍座组合结构支座尺寸十分准确，当罐体与行走机构组装时，由于罐体本身的制造质量误差，必然导致罐体中心偏移量和牵引销偏移量超标。 （ 2）以往所采 用的长条 V型支座的罐体与车梁连接结构，具有连续性均布受力载荷的优点。而采用车梁与支座一体化的反 T型组合与鞍座结构的连接方式，必须注重通过增设多组内、外立式加强筋板、合理分解和分布支座的 受力载荷问题；如果简单地分布 56条加强筋板，必然构成对半挂车行驶安全和稳定性威胁。车梁与支座一体化的反 T型与鞍座组合结构的连接方式属于刚性连接结构；如何消除罐车在转弯过程重力载荷产生的切向拉应力所构成的局部拉应力过度集中，避免上述垫板被拉裂的恶劣工况发生是厂家必须关注的技术课题。 （ 3）观察分析其中一辆采用车梁与支座一体化 的反 T型与鞍座组合结构的行走机构的、发生翻车事故半挂车，发现其右边三组轴弹簧钢板支座与底梁之间的连接角焊缝几乎完全开裂、整个行走机构基本失效。究其原因主要是构件选材单薄、焊接角焊缝质量差等因素所致；是否与降低行走机构重量有关，这方面应引起生产厂家的高度重视。 2、罐体采用球形封头代替椭圆封头已经成为汽车罐车制造企业在设计和制造液化石油气半挂车的另一个特点。事实上汽车罐车制造厂将液化石油气半挂车罐体直径定为 2.45米、长度定为 12.7米，已经将现行 GB1589标准有关车辆外廓尺寸的要求利用到极限。从优化设计的 角度分析，采用球形封头代替椭圆封头，的确可以将半挂车单载最大充装量提升到 23.5吨左右；而且该结构在国外亦十分普遍。根据最近几年发生在广州范围内的 6起 2225吨液化石油气半挂车交通事故现场勘察的结果显示： （ 1）由于重载半挂车重心高，重力惯性大；在正常车速、平直路面状态下发生翻车事故，皆因闪避迎面而来的车辆、人员或杂物所造成；而进入高速公路匝道转弯路面发生的翻车事故、皆因车速过快（大于 30公里 /小时）所致。 （ 2）平直路面状态下、罐体首先与地面撞击的部位主要是罐体