一般車路耦合系統即將四分車與路面不平度做動態分析，但未考慮路基阻尼對整體系統之影響，相當於只考慮路基勁度，未考慮振動過程中能量的消散，無法代表其真實行為。因此，本研究以Lysmer剛性圓形基礎垂直振動運動方程式求出路基阻尼及勁度，同時藉由單自由度等效鋪面系統理論，獲得所需之參數，再與四分車耦合求鋪面版動態受力及位移，以檢核路基阻尼對車路耦合之影響。由研究結果顯示，車路耦合系統程式數值解與SIMPACK數值解結果一致，可驗證程式數值解之正確性；以四分車為例，車輪勁度為懸吊系統勁度的10.48倍，可知路面不平度多半反應於懸吊彈簧上，故將路面不平度施加於懸吊彈簧比施加於車輪彈簧合理；將各類路基阻尼及路基勁度代入車路耦合系統中，研究結果顯示，路基對車路耦合之影響甚小。

The subgrade damping was not taken into account in most researches about vehicle-pavement interaction. In other words, these studies considered the subgrade stiffness, but ignored the energy dissipation during vibration. Therefore, the study ”Dynamic response of footing to vertical loading” announced by Lysmer and Richart can be applied to the case to get the subgrade damping. And then, we developed a coupled system consisting of a quarter-car model and equivalent single-DOF system. The coupled system incorporated road profiles. In this way, we can discuss that whether the stresses due to dynamic load make the pavement destroyed. It was found that the numerical and SIMPACK solutions almost make the same in the final static deflections of the vehicle-pavement interaction. It also found that it’s much reasonable to put road profile on the suspension spring than on the contact spring (tire spring). According to Lysmer’s subgrade damping formula, subgrade damping varies with the soil properties, including its shear modulus, Poisson’s ratio, unit weight and the contact area of the vertical load. Therefore, each soil category has its subgrade damping range. Compare the results of the coupled system by using the different subgrade damping. It was found that the influence of subgrade damping on vehicle-pavement interaction is small impact.

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