设置在避险车道末端的末端挡墙，是避险车道的最后一道屏障，但其设置存在不合理性。为此，利用Ls-Dyna软件分别建立素混凝土挡墙和钢筋混凝土挡墙有限元模型，并根据不同的车辆及道路因素，对失控车辆与挡墙的碰撞过程进行模拟仿真，并对仿真结果进行评价。结果表明：失控车辆与挡墙碰撞时的接触力、驾驶室侵入量均随着碰撞速度的增大而增大，且素混凝土、钢筋混凝土挡墙的碰撞接触力、侵入量差距不大，且钢筋混凝土挡墙对车辆的约束性更强，能够使车辆速度进一步降低。
The retaining wall set at the end of emergency escape ramp is the last barrier of EER, but its setting is unreasonable. In view of this, Ls-Dyna software was used to establish finite element models of concrete retaining wall and reinforced concrete retaining wall; then the simulation of vehicles crash with the retaining wall was carried out, and the simulation results were evaluated. The results show that when the vehicle crashes with the retaining wall, the contact force and the intrusion amount of the cab increase with the increase of the crash speed, and the crash contact force and intrusion amount of the concrete and reinforced concrete retaining walls are not much different. The reinforced concrete retaining wall has a stronger restraining effect on the vehicle and can further reduce the vehicle speed.
Malvar, L.J., Crawford, J.E. and Morrill, K.B. (2000) Concrete Material Model, Release III: Automated Generation of Material Model Input. Karagozian & Case Structural Engineers; Glendale, CA, USA: 2000. Report TR-99-24.
Holmquist, T.J. and Johnson, G.R. (2011) A Computational Constitutive Model for Glass Subjected to Large Strains, High Strain rates and High Pressures. Journal of Applied Mechanics, 78, Article ID: 051003.
https://doi.org/10.1115/1.4004326
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Murray, Y.D. (2007) Users Manual for LS-DYNA Concrete Material Model 159. United States. Federal Highway Administration. Office of Research, Development, and Technology.
