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外文文献翻译、中英文翻译

附录附录A外文文献资料DesignofanewtrendofLPGsemi-trailertransportofdangeroussafetyperformanceofvehiclesTheliquefiedgastankerdomesticproductionstructureforthebicyclemorefixed,becausetherestrictionsbythecarryingcapacityofthechassis,canonlyreachitsloadcapacity10t.Asinrecentyears,theamountofliquefiedpetroleumgasstorageandtransportation,therapidincreaseindemand,particularlyinimprovingthequalityofroadtransport,smalltonnagetankertransportcapacitybecomeslow,hightransportcosts,thismarketforcartransporttankertonnageofcyclingrequirementsgrow.Thispaperintroducesthestructureofliquefiedpetroleumgastanktrailerfeaturesanddesign,throughthetankstresscalculation,strengthcheck,andtheaxleloadonthevehicle,drivingstability,tractionandclimbingabilityofthecalculation,andrunningonprototypetestsconductedtoprovethatthetrendofthevehiclestructuredesign.Throughin-depthinvestigationandanalysis,tograspnewtrendsinthedesignofLPGsemi-trailer,concreteanalysisofmarketsegmentsinwhichtheproduct,liquefiedpetroleumgastanksemi-trailerontheoverallmarketsupplyanddemandtrendsintheindustryandindustryprospectstojudgesincethestatehaspromulgatedtoimplement"roadvehiclesoutsidetheprofiledimensions,axleloadlimitsandquality"(GB1589-2004)standards,theinterpretationofasemi-trailertoreducethetotalmassofliquefiedgas,andstrivetomaximizetankvolumetanktoraisethemaximumfillingofsemi-trailercontainingasinglevolume,tomeetcustomereverythingpossibletoreduceperton/kmofrunningcostsforthedesignofthementalityandneedsoftheguidingideologyoftherevolution.First,thelatestdesignfeaturesofLPGsemi-trailer.Whentheseriesof25tonsofdomesticLPGsemi-trailerloadedwith46tonsmorethanthetotalmassofthecountryreducedtothemaximumlimitof40tons,theprevioussemi-trailerdesignedformaximumfillingvolumedecreasedfromthe24.6tonsto22.3tons,significantlyreducedtransportcapacityofasinglesetabout10%,whichmeansacorrespondingincreaseinthecostoftransportenterprisesby10%orso.Semi-trailermanufacturingcompanyinordertoenhancetheirmarketcompetitiveness,focusingonhowthestandardofstrictcompliancewithexistingGB1589,basedontheoptimaldesign,reducecurbweightsemi-trailer,tankfortankandrackedtheirmindtomaximizevolume;onliquefiedpetroleumgastrailerforthestructuraltransformation,including:1.Tankandtheconnectionbetweencarbeam,integralbarfromthepreviousV-bearing,useonlypartoftherunninggeartoensuretheconnectionwiththeshortV-bearing;thengraduallyconvertedtocanceltheV-bearing,theuseoftravelagenciescarbeamandbearingwithintegratedanti-T-compositestructureofsaddleconnections;2.Tankwithhemisphericalheadinsteadofellipticalhead3.IndividualmanufacturerstogiveupthetankwithimprovedrigidityandpreventdeformationoftheX-shapedanti-tankpunchplate,backinthepasttwo-tierboardstructurearcerosioncontrol;

4.Reducethenumberofstiffeningringinsidethetankorsewageoutletstogiveup;5.Giveupthepositionofassistingthebuttressinthelegs;6.Workingwithanemergencyshut-offvalveandballvalveintegratedstructure;

7.Continueusingthesuccessfulexperienceofthepast,accordingtothetanktocalculatetheminimumwallthickness,thechoiceoffilterplatesforcylinderandsoon.

Second,thenewanalysisofthesafetyofdesignideas

Infact,thetankusedbythemanufacturertransformationinitiativeissettomeettheuser'slargestsinglesemi-trailerreached23.6tonsfillingtheidealrequirements.However,everythingmustbeviewedintwo,astheinflammableandexplosivedangerousgoodstransportvehicles,LPGsemi-trailermanufacturingquality,thekeyistoensurethatitsdesignisreasonable,drivingstabilityandsecurityandreliability.Thefollowingsemi-trailerusedintheprocessofdiscovery,asaresultoftrafficaccidentscausedbyproductqualityanddefects,whichshouldbeattachedgreatimportancetothetankmanufacturer,andinpressurevesselqualityassurancesystemtocontroloperation:

1.overthepastthreeyears,China'sliquefiedgastankercarmanufacturinghasbeenusingaV-bearing+Deck+boltconnectingstructure,andsolvethetankandthevehiclechassis(ortravelagencies)theconnectionbetweenthewaytheproblemfixed.Toreducethetrailer'scurbweight,thecurrentdomesticsalesofthelargermanufacturershaveafewsemi-trailerrunninggeardesignanduseoftankcarbearingbeamandtheintegrationofanti-T-compositestructurewithsaddleconnections.Tankmanufacturersonlyneedtohangonthetankprovidedbythemanufactureroftherunninggearframe,throughtheassembly,calibration,welding,thetankandtheconnectionbetweenthevehiclerunninggearfixedonthebasicprocesstocomplete.IamnearlysimilaraccordingtothestructureofLPGvehicles,semi-trailertrackingproductquality,thefollowingdesignandmanufacturingproductionplantcriticalcontrolpointisoverlookedbyqualityassurancesystem:

(1)Accordingtotheliquefiedgastankermanufacturingqualitycontrolrequirements,inordertoensurevehiclestability,theindustrywouldtankandthechassis(ortravelagencies)theoffsetbetweenthecontrolcenter4mmrange,horizontallineatbothendsofthetankandthedifferencebetweenthelevelofvehiclecontrolbeamof3mmwithinthereferenceindexasanidealquality.Infact,ifthemanufacturerofthetankbyGB150roundnessislessthan1%,andthetanklineisnomorethan1‰oftheminimummoldingcontrolrequirements,andthecouplingpininthenozzleandthetractionpinseatpositioningcompletedAfterassumingthetwo-barframeanti-T-bearingcompositestructureandsizeofsaddleisveryaccurate,whenthetankandrunninggearassembly,thetankitself,themanufacturingqualityoftheerror,theoffsetwillinevitablyleadtothetankcenterandsalesoffsetexcessivetraction.

(2)longusedinthepast,V-bearingbeamsconnectingthetankandthevehiclestructure,uniformcontinuityoftheadvantagesofmechanicalload.Theuseofvehiclesbearingbeamandtheintegrationofanti-T-compositionandstructureofthesaddleconnection,wemustfocusthroughtheadditionofmultipleinternalandexternalverticalstiffenerplates,bearingareasonabledecompositionanddistribution

Forceloadingproblem;ifasimpledistributed56ribsplate,semi-trailermustconstituteathreattodrivingsafetyandstability.Carbearingbeamandtheintegrationofanti-T-compositestructurewithsaddleconnectionsarerigidstructures;howtoeliminatethegravityloadtankersintheprocessofturningthetangentialtensilestressproducedbythecompositionofthelocaltensilestressconcentration,avoidthesepadsboardpulledcrackoccurrenceofadverseworkingconditionsmanufacturersmustpayattentiontothetechnicalissues.

(3)observationofausedvehicleinwhichtheintegrationofbeamandbearinganti-T-compositestructurewiththesaddlerunninggear,theoccurrenceofsemi-trailerrolloveraccident,foundthattherightofthethree-axisandtheendofthespringsteelbeambearingfilletweldconnectionbetweenalmostcracking,thebasicfailureoftherunninggear.Thekeyreasonistheselectionofthincomponents,weldinganglefactorduetopoorweldquality;isassociatedwithdecreasedweightofthewalkingmechanism,thisshouldcausethemanufacturer'sattention.

2,thetankinsteadofusingsphericalheadovalheadhasbecomeatankercarmanufacturersinthedesignandmanufactureofsemi-trailer,anothercharacteristicofLPG.InfactLPGTankCarmanufacturingplantwillbesemi-trailertankdiameterof2.45meters,setthelengthof12.7meters,hasthecurrentprofileofGB1589standardsonvehiclesusedtolimitthesizerequirements.Fromthepointofviewofoptimaldesign,theuseofsphericalheadinsteadofellipticalhead,reallycansetthemaximumfillingvolumeofasinglesemi-trailerupgradeto23.5tons;andthatthestructureisalsoverypopularinforeigncountries.AccordingtorecentyearsinGuangzhousincetherangeof622~25tonsofLPGsemi-traileraccidentsitesurveyresultsshowed:

(1)Astheheavysemi-trailerhighcenterofgravity,gravityinertia;inthenormalspeed,flatroadsurfacestaterolloveroccurs,becausethedodgeoncomingtraffic,causedbypersonnelordebris;andturnintothefreewayramproadrolloveroccurs,becausethespeedtoofast(greaterthan30km/h)due.

(2)flatsurfacestate,thetankfirstimpactwiththegroundonbothsidesofthesiteismainlyhorizontalcenterlinetankthatis90°or270°aroundtheheadandcylinderconnectionweldarea;turnroadcondition,canbodyofthefirstramponthefencewithconcretebuildingsandthesiteofimpactismainlyhorizontalinthetanklinethatis45°~90°or270°~315°aroundthefrontandrearheadandcylinderconnectionweldarea.

(3)theimpactforceandtheinertiathathitpartsofthetank,withoutexception,allhaveadiameterofabout400mm,adepthofabout60mmorsoirregular,radialV-pottypeorseriousinjuryofconcavedefects.

(4)andthesphericalheadtank,turnthesemi-traileroverturnedintheaccident,thedamageproducedbythesamedefectfeature;andin90°or270°orsobeforethesphericalheadandcylinderconnectingringweldingalsoformajointregionabout800mmorsoofflatfallflatdamagedefects.

(5)whetherthematerialisused16MnR,16(or14)mmthicknessofellipticalheadsor10mmthicknessofthesphericalheadstructure,theconcavesemi-traileraccidentcasesexperiencednodamagebysharpmetalpartsobjectimpacttest,itdidnotleadtocrackingandleakingtank.Incomparison,fromthepointofviewofimpactresistance,boththechoiceofheadstructure,hasnotyetsignificantlybetterorworse.

However,oncethefaceofsuchsemi-trailerrolloveraccidentsthemajorityofthetankduetosurfacescratchesandtheconcavedefectrepaircoststoomuch,basicallycannotescapethefateofabandonedvehicle.

3.theauxiliarytrailerbuttressisanadditionalsafetybarrier.Inthesemi-trailerdesignprocess,mostdesignersbelievethatmorethan25tonswithtwolegscanmeetinthesemi-trailerorheavyloadconditions,withthetractorconnection,ordecoupling,staticdisplayandotherconditionswhenthetotalQualitycarrying40tonsofgravityandimpactrequirements.Asauser,theoperationbasedontwosemi-trailerrealtraileraccidentcasesandtoimprovethesecurityofthegroundsofsexdrive,butrequiresthedesignertoconsiderassistingthebuttressbetweenthetwolegs.

(1)CaseI:hangingofftheoverloadedcondition,thegroundisnotflat,twolegsShouliBuuniform,withinthegearlegsuddenfailure,theoccurrenceofthephenomenonsweepinggear,tanksandgravitywillbe8groupslegAllconnectionboltsbetweentheframetangentialcut;eventuallyledtothefirsthalfofsemi-trailercollapsed.

(2)CaseII:Afterthetractortrailermountedliquefiedpetroleumgas,duetothepinonthetractortrayisnotcompletelyreset,theprocessofmovingsemi-trailerfromthetractorsuddenlypullingoffthetray,resultinginthefirsthalfofsemi-trailercollapsed.

(3)Fortunately,thetwosemi-traileraccidentsaresupportingbuttresshelp,onlytoavoidtheformerheadofthetankduetotheimpactwiththegrounddirectlydamagedbytheoccurrenceoffatalaccidents.

4.thecaseoftheabove-mentionedincidents,oneofwhichisasemi-trailerturninthehighwaybridgeapproachduetoexcessivespeed,concretebarrierandlightpoletotheleftsideofthetankbarriersandsweepingoffthevalvebox,directlyunderthebridgeandturnover;Boxintegratedstructurewithinthegasandliquidhandlingtheemergencyshut-offvalveandliquidvalveportforwhichpartsoftheflangeconnectionflangecut,gasportflangeboltspartofthefracture,andtheassemblyflangebending,twomouthleakconductanceandfire;thefieldenvironmentandcracking,leakingpartstructureiscomplex,andultimatelyfightingforanidealsealingmeasurescanbetaken,andtakentothefirewatertanktemperaturecontrol,sothatliquefiedpetroleumgastankcompletelyburnedup.

Third,somesuggestions

1.inordertoimprovetheprocessofmovingliquefiedtrailersecurityandstability,theproductionplantinthetankmanufacturingqualityassurancecontrolpointsneedtostrengthenthesupervisionofthefollowingtests:

a,thecurrentshapewithspinningheadofthefactoryfixturequalityandtheabilityofmanufacturerstodesignandmanufacturethemaximumandminimumdiameterofthetankshouldbecontrolledwithin0.5%deviationrange,andlevellayoutasthelargestdiameter,Tolaythefoundationforoptimizingthequalityofvehicleassembly;

b,formedinthecylindersection,shouldbebasedonthedistributionoflongitudinalweldrequirements,trytoavoidthemaximumorminimumdiametertubesectionlocatedinthebearingplatesurroundingpartsoftherange,soasnottoleavethetankandthetankwhenthecenterbearingassemblyflatshifttoomuchsecurityrisk;

c,inordertoensurethestraightnessofthetank,andpullingoffthetray,gasliquidnozzleflangeandotherlocationmarking,andwelding,caremustbeneutralandtractionpintrayonthecenterplaneandtheverticaltank;takeeffectivemeasurestopreventtheweldingdeformationprocess;Alsointhedesign,thetwogroupsshouldbeproperlyopenedthedistancebetweenthegasandliquidphaseflangetoavoidweldingdeformation.

d,mustbeavoidedhead,cylindergroupbetweensessionstostrengthentheringanderosioncontrolboardassemblyprocessatthephenomenonofforcedassembly;equitabledistributionofstiffeningring,weldingdeformationofthetanktominimizetheroundnessandstraightnessof.

2.thewalkingbeamandforselectionofcarsbearingtheanti-T-integratedcompositestructurewithsaddleconnectionsofthemanufacturers,designersshouldbefullyconsideredbearinginthereartank,andbetweenthebearingandthetankcarbeamandsuspensionsystemsandotherconnectionsbetweenthepartsofthevariousstressconditions,toavoidtheabovementionedconnectionstructureorconnectionweldandotherdefects.

3,asinglelegselectionshouldbenotlessthan50tons.WillcomplementtheV-setinthetwolegsbetweenthebuttress,anditshighdegreeofcontrolfromthegroundatabout450~490mm.

4,semi-trailerrunninggearmanufacturersintheassembly,youmustalsoensurethatthebalanceoftriaxial;ensurethateachaxisofeachbrakehubandbearingswiththesymmetryofthecenterlineoftherunninggearandneutral.

5,tankersandrescuesafetyvalveleakageisstillthemostdelicateissues.Accordingtothecharacteristicsoftankersbuilt-insafetyvalve,withoutviolatingthemobilepressurevesselsunderthepremiseoftherelevantregulations,toconsiderthesafetyvalvewithbuilt-in,noextendedsegment,concealedprotectiondesignedtoreducesecurityriskstankeraccident.

6,thetankisdesignedemergencyoutfallconnectingport,built-incheckvalveandthesuctionringgimbalthenozzledevice;intheeventofarolloveraccident,canbequicklyconnectedtoanexternal,removabletankofliquefiedpetroleumgas,reduceon-siterescuedifficultyandrisk.

Summarizedthreedecadesdealingwithliquefiedgastankercarexperience,IfullyunderstandthecurrentnationalstandardGB1589-maderestrictionsonthetrailer.Currentlythereisnotactuallycapableofproducingthequalityofthesaddlecontains≥16tonnesgrossvehicleweightof≥40tonstowtractormanufacturersandalternativemodelsissmall;andarewillingtoinvestcapital,importedhigh-poweredtractorsareveryfewcompanies.LPGsemi-trailerinordertoensuredrivingsafetyperformance,bothmanufacturersandusersshouldbefromthedesign,manufactureanduseofthethreelinksofftoagoodproductqualityandsafety,particularlyinensuringthesafetyofdangerousdrivingperformancetransportvehiclesmakegreatefforts;commonmadeagood-shaped,high-qualitysemi-trailerthesafeuseofliquefiedpetroleumgasenvironment.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5~6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22~25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