外文翻譯--淺談液化石油氣半掛車設計新趨勢對危運車輛行駛安全性能的影響

附 錄 附錄 A 外文文獻資料 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. 附錄 B 外文資料中文翻譯 淺談液化石油氣半掛車設計新趨勢對危運車輛行駛安全性能的影響 國內(nèi)生產(chǎn)制造的液化氣罐車結(jié)構(gòu)多為單車固定式，因其受底盤承載能力的限制，其裝載量僅能達到 10t。隨著近年來液化石油氣儲運量、需求量的迅猛增加，特別是運輸?shù)缆焚|(zhì)量的提高，小噸位的罐車就顯得運輸能力低，運輸 成本高，為此市場上對汽車罐車的單車運輸噸位要求越來越大。文章介紹了液化石油氣罐半掛車的結(jié)構(gòu)特點及設計方案，通過對罐體的應力計算、強度校核和對整車的軸荷、行駛穩(wěn)定性、牽引性能、爬坡能力等的計算，及對樣車進行的運行試驗，證明該車結(jié)構(gòu)設計合理的趨勢。通過深入調(diào)查分析，把握液化石油氣半掛車設計新趨勢，具體分析該產(chǎn)品所在的細分市場，對液化石油氣罐半掛車行業(yè)總體市場的供求趨勢及行業(yè)前景做出判斷自從國家頒布、實施道路車輛外廓尺寸、軸荷及質(zhì)量限值（ GB1589 2004）標準后，演繹了一場以降低液化氣體半掛車總質(zhì)量、爭 取罐車罐體容積最大化、提高半掛車單載最大充裝量、滿足客戶千方百計降低每噸 /公里運行成本的心態(tài)和需求為設計指導思想的革命。 一、 最新設計的液化石油氣半掛車特點 當國內(nèi) 25噸系列液化石油氣半掛車滿載總質(zhì)量由 46噸多降低到國家限制的最大40噸時、以往設計的半掛車最大充裝量由 24.6噸降低到 22.3噸，單載運輸能力明顯減少 10%左右，意味運輸企業(yè)成本相應提高了 10%左右。半掛車制造企業(yè)為了提升自身的市場競爭能力，圍繞如何在嚴格遵守現(xiàn)行 GB1589標準的基礎上，優(yōu)化設計，降低半掛車整備質(zhì)量、爭取罐車罐體容積最大化而 費盡了心思；對液化石油氣半掛車進行了結(jié)構(gòu)性技術改造，主要包括： 1罐體與車梁之間的連接，由以往整體式長條 V型支座、改用只保證與行走機構(gòu)部分連接的短 V型支座；再逐步轉(zhuǎn)化為取消 V型支座、采用行走機構(gòu)的車梁與支座一體化的反 T型與鞍座組合結(jié)構(gòu)的連接方式； 2罐體采用半球形封頭代替橢圓封頭 3個別廠家放棄了具有提高罐體剛性、防止罐體變形的 X形防沖板結(jié)構(gòu)，回復以往的雙層弧形防沖板結(jié)構(gòu)； 4減少罐體內(nèi)部加強圈數(shù)量或放棄設置排污口； 5放棄在支腿位置設置輔助支墩； 6采用緊急切斷閥與裝卸球閥一體化結(jié)構(gòu)； 7繼 續(xù)延用以往成功經(jīng)驗，根據(jù)罐體計算最小壁厚、選用篩選板作筒體等。 二、新設計思路的安全性分析 事實上，上述罐車制造廠家所采用的技術改造舉措，是可以滿足用戶半掛車單載最大充裝量達到 23.6噸理想要求。但任何事物都必須一分為二看待，作為易燃易爆危險物品的運輸車輛，液化石油氣半掛車制造質(zhì)量的關鍵是必須保證其設計的合理性、行駛的穩(wěn)定性和安全可靠性。以下幾個在半掛車使用過程發(fā)現(xiàn)的、以及因交通事故而導致的產(chǎn)品質(zhì)量和缺陷問題，應引起各罐車制造廠家高度重視，并在壓力容器產(chǎn)品質(zhì)量保證體系運行過程加以控制： 1、過去三十多年 ，中國液化氣體汽車罐車的制造一直采用 V型支座 +連接卡座 +高強度螺栓組合結(jié)構(gòu)、解決罐體與車輛底盤（或行走機構(gòu)）之間的連接固定方式問題。為了降低半掛車的整備質(zhì)量，目前國內(nèi)銷量較大的幾家半掛車制造企業(yè)相繼設計和采用行走機構(gòu)的車梁與罐體支座一體化的反 T型與鞍座組合結(jié)構(gòu)的連接方式。罐車廠家只需要將罐體吊上制造商所提供的行走機構(gòu)車架上，通過組裝、校正、焊接后，罐體與車輛行走機構(gòu)之間的連接固定工序就基本完成。根據(jù)本人對近十輛同類結(jié)構(gòu)的液化石油氣半掛車的產(chǎn)品質(zhì)量跟蹤，以下幾個設計和制造關鍵控制點被生產(chǎn)廠質(zhì)量保證體系所忽視： （ 1）根據(jù)液化氣體罐車制造質(zhì)量控制要求，為了保證車輛行駛穩(wěn)定性，行業(yè)內(nèi)將罐體與底盤（或行走機構(gòu)）之間的中心偏移量控制在 4毫米范圍內(nèi)、罐體水平線兩端與車梁水平高低差控制在 3毫米范圍內(nèi)作為理想的質(zhì)量參考指標。事實上，如果制造廠家對罐體只是按 GB150的圓度不大于 1和罐體直線度不大于 1的最低成型控制要求時，在管口和牽引銷及其牽引銷座定位完成后，假定車架上的雙條形反 T型與鞍座組合結(jié)構(gòu)支座尺寸十分準確，當罐體與行走機構(gòu)組裝時，由于罐體本身的制造質(zhì)量誤差，必然導致罐體中心偏移量和牽引銷偏移量超標。 （ 2）以往所采 用的長條 V型支座的罐體與車梁連接結(jié)構(gòu)，具有連續(xù)性均布受力載荷的優(yōu)點。而采用車梁與支座一體化的反 T型組合與鞍座結(jié)構(gòu)的連接方式，必須注重通過增設多組內(nèi)、外立式加強筋板、合理分解和分布支座的 受力載荷問題；如果簡單地分布 56條加強筋板，必然構(gòu)成對半掛車行駛安全和穩(wěn)定性威脅。車梁與支座一體化的反 T型與鞍座組合結(jié)構(gòu)的連接方式屬于剛性連接結(jié)構(gòu)；如何消除罐車在轉(zhuǎn)彎過程重力載荷產(chǎn)生的切向拉應力所構(gòu)成的局部拉應力過度集中，避免上述墊板被拉裂的惡劣工況發(fā)生是廠家必須關注的技術課題。 （ 3）觀察分析其中一輛采用車梁與支座一體化 的反 T型與鞍座組合結(jié)構(gòu)的行走機構(gòu)的、發(fā)生翻車事故半掛車，發(fā)現(xiàn)其右邊三組軸彈簧鋼板支座與底梁之間的連接角焊縫幾乎完全開裂、整個行走機構(gòu)基本失效。究其原因主要是構(gòu)件選材單薄、焊接角焊縫質(zhì)量差等因素所致；是否與降低行走機構(gòu)重量有關，這方面應引起生產(chǎn)廠家的高度重視。 2、罐體采用球形封頭代替橢圓封頭已經(jīng)成為汽車罐車制造企業(yè)在設計和制造液化石油氣半掛車的另一個特點。事實上汽車罐車制造廠將液化石油氣半掛車罐體直徑定為 2.45米、長度定為 12.7米，已經(jīng)將現(xiàn)行 GB1589標準有關車輛外廓尺寸的要求利用到極限。從優(yōu)化設計的 角度分析，采用球形封頭代替橢圓封頭，的確可以將半掛車單載最大充裝量提升到 23.5噸左右；而且該結(jié)構(gòu)在國外亦十分普遍。根據(jù)最近幾年發(fā)生在廣州范圍內(nèi)的 6起 2225噸液化石油氣半掛車交通事故現(xiàn)場勘察的結(jié)果顯示： （ 1）由于重載半掛車重心高，重力慣性大；在正常車速、平直路面狀態(tài)下發(fā)生翻車事故，皆因閃避迎面而來的車輛、人員或雜物所造成；而進入高速公路匝道轉(zhuǎn)彎路面發(fā)生的翻車事故、皆因車速過快（大于 30公里 /小時）所致。 （ 2）平直路面狀態(tài)下、罐體首先與地面撞擊的部位主要是罐體