地铁列车曲线碰撞仿真研究
|
摘要
为对比分析地铁列车在曲线和直线轨道上碰撞后的结果,以某4节编组地铁列车为研究对象,建立了有限元模型,使用LS-Dyna显示动力学软件模拟列车分别在曲线和直线上以25km/h速度碰撞另一列相同的静止列车的3种碰撞场景,分别是直线轨道(碰撞场景1)、半径为800m的曲线轨道(碰撞场景2)和半径为600m的曲线轨道(碰撞场景3)。研究表明,地铁列车在曲线和直线上的碰撞结果存在一定的差异。随着轨道半径的减小,车辆加速度变大,车体前端和底架变形越严重,变形位置所承受的弯曲力矩越大。依据对脱轨系数和车轮抬升量的判断,车辆在曲线轨道碰撞时更接近于发生脱轨行为。
In order to compare and analyze the results of crash of metro train on curved and tangent tracks,with a 4-module metro train as the research object,a finite element modle was established. Three impact scenarios of one metro train impacting the same stationary train at the speed of 25 km/h on curve and straight line were simulated in LS-Dyna,including a tangent track and curve tracks with radius of 800 m and 600 m. Research showed that there were some differences between the results of crash of metro train on curved and tangent tracks. Along with the decrease of the radius,the acceleration of vehicle became larger,the deformation of vehicle front and underframe edge beam was more serious,and the position of underframe bore more bending moment. According to the derailment coefficient and the wheel vertical rise,the vehicles were closer to the occurrence of derailment when crash occured on the curved tracks.
In order to compare and analyze the results of crash of metro train on curved and tangent tracks,with a 4-module metro train as the research object,a finite element modle was established. Three impact scenarios of one metro train impacting the same stationary train at the speed of 25 km/h on curve and straight line were simulated in LS-Dyna,including a tangent track and curve tracks with radius of 800 m and 600 m. Research showed that there were some differences between the results of crash of metro train on curved and tangent tracks. Along with the decrease of the radius,the acceleration of vehicle became larger,the deformation of vehicle front and underframe edge beam was more serious,and the position of underframe bore more bending moment. According to the derailment coefficient and the wheel vertical rise,the vehicles were closer to the occurrence of derailment when crash occured on the curved tracks.
引文
[1]Lu G.Crash behavior of crashworthy vehicles in rakes[J].Proceedings ofthe Institution of Mechanical Engineers Part F Journal of Rail&RapidTransit,1999,213(3):143-160.
[2]Lu G.Energy absorption requirement for crashworthy vehicles[J].Journalof Rail&Rapid Transit,2002,216(1):31-39.
[3]El-Sibaie.Recent advancements in buff and draft testing techniques[C].Proceedings of 1993 IEEE/ASME Joint Railroad Conference.New York:ASME,1993:115-119.
[4]Evert Andersson,Nils G.Lateral track forces at high speed curving com-parisons of practical and theoretical results of Swedish high speed trainX2000[J].The Dynamics of Vehicles on Roads on Tracks,1996,25(1):37-52.
[5]王开云,翟婉明,刘建新.提速列车与曲线轨道的横向相互动力作用研究[J].中国铁道科学,2005,26(6):38-43.(Wang Kai-yun,Zhai Wan-ming,Liu Jian-xin.Study on horizontal dy-namic interaction between curver track and speed-raised train[J].ChinaRailway Science,2005,26(6):38-43.)
[6]阳光武,肖守讷,张卫华.列车曲线上制动时的安全性分析[J].铁道学报,2009,31(1):35-39.(Yang Guang-wu,Xiao Shou-ne,Zhang Wei-hua.Analysis on safety of tr-ain braking on curves[J].Journal of the China Railway Society,2009,31(1):35-39.)
[7]肖守讷,张志新,阳光武.列车碰撞仿真中钩缓装置模拟方法[J].西南交通大学学报,2014,49(5):831-836.(Xiao Shou-ne,Zhang Zhi-xin,Yang Guang-wu.Simulation method forcouplers and buffers in train collision calculations[J].Journal of SouthwestJiaotong University,2014,49(5):831-836.)
[8]陈超.城市轨道交通曲线几何参数对行车性能的影响及优化[D].北京:北京交通大学,2015.(Chen Chao.Effect of curve geometric parameters on the performance ofdriving in urban rail transit[D].Beijing:Beijing Jiaotong University,2015.)
[9]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则[J].铁道学报,2001,23(2):17-26.(Zhai Wan-ming,Chen Guo.Method and criteria for evaluation of wheelderailment based on wheel vertical rise[J].Journal of the China RailwaySociety,2001,23(2):17-26.)
[2]Lu G.Energy absorption requirement for crashworthy vehicles[J].Journalof Rail&Rapid Transit,2002,216(1):31-39.
[3]El-Sibaie.Recent advancements in buff and draft testing techniques[C].Proceedings of 1993 IEEE/ASME Joint Railroad Conference.New York:ASME,1993:115-119.
[4]Evert Andersson,Nils G.Lateral track forces at high speed curving com-parisons of practical and theoretical results of Swedish high speed trainX2000[J].The Dynamics of Vehicles on Roads on Tracks,1996,25(1):37-52.
[5]王开云,翟婉明,刘建新.提速列车与曲线轨道的横向相互动力作用研究[J].中国铁道科学,2005,26(6):38-43.(Wang Kai-yun,Zhai Wan-ming,Liu Jian-xin.Study on horizontal dy-namic interaction between curver track and speed-raised train[J].ChinaRailway Science,2005,26(6):38-43.)
[6]阳光武,肖守讷,张卫华.列车曲线上制动时的安全性分析[J].铁道学报,2009,31(1):35-39.(Yang Guang-wu,Xiao Shou-ne,Zhang Wei-hua.Analysis on safety of tr-ain braking on curves[J].Journal of the China Railway Society,2009,31(1):35-39.)
[7]肖守讷,张志新,阳光武.列车碰撞仿真中钩缓装置模拟方法[J].西南交通大学学报,2014,49(5):831-836.(Xiao Shou-ne,Zhang Zhi-xin,Yang Guang-wu.Simulation method forcouplers and buffers in train collision calculations[J].Journal of SouthwestJiaotong University,2014,49(5):831-836.)
[8]陈超.城市轨道交通曲线几何参数对行车性能的影响及优化[D].北京:北京交通大学,2015.(Chen Chao.Effect of curve geometric parameters on the performance ofdriving in urban rail transit[D].Beijing:Beijing Jiaotong University,2015.)
[9]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则[J].铁道学报,2001,23(2):17-26.(Zhai Wan-ming,Chen Guo.Method and criteria for evaluation of wheelderailment based on wheel vertical rise[J].Journal of the China RailwaySociety,2001,23(2):17-26.)