驾驶员二次碰撞防护措施研究（英文）
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摘要
通过建立某型动车组列车碰撞有限元模型,全面分析了列车驾驶员与控制台之间的二次碰撞,并提出了减轻驾驶员二次碰撞伤害的两项防护措施,即对驾驶员座椅位置的多目标优化和配备三点式安全带。仿真结果表明,驾驶员座椅位置对驾驶员在二次碰撞中的损伤程度有显著影响。根据多目标优化分析,提出了基于驾驶员不同防护部位的帕累托最优解,为设计人员合理布设驾驶员座椅提供了指导。此外,研究表明两点式安全带虽然能够很好地保护驾驶员的胸部和腿部,但会增加驾驶员二次碰撞时的头部伤害,而三点式安全带则能对列车驾驶员提供更全面的保护。不仅如此,仿真研究进一步表明,驾驶员配备的三点式安全带最大拉力应限制为1.5 kN。
An EMU train with detailed cabin structural is established based on the finite element method. The secondary impact between train driver and control desk is fully analysed and two measures are proposed to reduce the driver injury severity, such as the multi-objective optimization of the driver seat position and equipping the train with three-point seat belt. Simulation results indicate that the driver seat position has a significant effect on the driver injury severity during a secondary impact. According to the multi-objective optimization, some Pareto solutions are suggested to design the driver seat position. Besides that, it is also indicated although the chest and leg are well protected when the driver wears a two-point seat belt, it increases the head injure during a secondary impact. On the other hand, the three-point seat belt can supply the train driver with an overall protection against the secondary impact. The injury criteria(HIC, VC, TI) of the driver with the three-point seat belt is significantly lower than those of the driver without seat belt. Moreover,according to the simulation analysis, the limited load of the three-point seat belt is suggested about 1.5 kN.
An EMU train with detailed cabin structural is established based on the finite element method. The secondary impact between train driver and control desk is fully analysed and two measures are proposed to reduce the driver injury severity, such as the multi-objective optimization of the driver seat position and equipping the train with three-point seat belt. Simulation results indicate that the driver seat position has a significant effect on the driver injury severity during a secondary impact. According to the multi-objective optimization, some Pareto solutions are suggested to design the driver seat position. Besides that, it is also indicated although the chest and leg are well protected when the driver wears a two-point seat belt, it increases the head injure during a secondary impact. On the other hand, the three-point seat belt can supply the train driver with an overall protection against the secondary impact. The injury criteria(HIC, VC, TI) of the driver with the three-point seat belt is significantly lower than those of the driver without seat belt. Moreover,according to the simulation analysis, the limited load of the three-point seat belt is suggested about 1.5 kN.
引文
[1] XUE X, SMITH R A, SCHMID F. Analysis of crush behaviours of a rail cab car and structural modifications for improved crashworthiness[J]. International Journal of Crashworthiness, 2005, 10(2):125-136.
[2] GAO Guang-jun, TIAN Hong-qi. Train's crashworthiness design and collision analysis[J]. International Journal of Crashworthiness, 2007, 12(1):21-28.
[3] ZHANG Zhi-xin. Research on crashworthy structures and collision safety for high-speed trains[D]. Chengdu:Southwest Jiaotong University, 2012.(in Chinese)
[4] SCHOLES A, LEWIS J H. Development of crashworthiness for railway vehicle structures[J]. Proceedings of the Institution of Mechanical Engineers, Part F:Journal of Rail and Rapid Transit, 1993,207(1):1-16.
[5] WANG Wen-bin, HECHT M, ZHOU He-chao. A simulation method of crashworthy train set[C]//2011 IEEE International Conference on Computer Science and Automation Engineering. Chongqing, China:IEEE, 2011:297-301.
[6] ZOU Xiang, GAO Guang-jun, ZHANG Jie, ZHOU Xi-sai,CHEN Wei, GUAN Wei-yuan. A comparative crashworthiness analysis of multi-cell polygonal tubes under axial and oblique loads[J]. Journal of Central South University, 2017, 24(9):2198-2208.
[7] TYRELL D C, SEVERSON K J, MARQUIS B P. Train crashworthiness design for occupant survivability[C]//International Mechanical Engineering Congress and Exposition. San Francisco, US, 1995:59-78.
[8] TYRELL D C, SEVERSON K J, MARQUIS B P. Analysis of occupant protection strategies in train collisions[C]//International Mechanical Engineering Congress and Exposition. San Francisco, US, 1995:539-557.
[9] TYRELL D C. US rail equipment crashworthiness standards[J]. Proceedings of the Institution of Mechanical Engineers,Part F:Journal of Rail and Rapid Transit, 2002, 216(2):123-130.
[10] HECHT M. The crashworthiness of tramcar and LRV[J].Foreign Rolling Stock, 2005,42(5):39-41.
[11] CHEVALIER M C, MAUPAS A, LEVEQUE D. Air-bag protection of the train driver during a collision[C]//Proceedings of the 2005 International IRCOBI Conference on the Biomechanics of Impact. Prague, Czech Republic:IRCOBI, 2005:447-450.
[12] EAMES A. Optimising driving cab design for driver protection in a collision(debris ingress)[R]. Transportation Research Board, T190 Report, 2007.
[13] DUBRULLE A H, ROBACHE F, DRAZETIC P. Analysis of train driver protection in rail collisions:Part I. Evaluation of injury outcome for train driver in desk impact[J].International Journal of Crashworthiness, 2013, 18(2):183-193.
[14] DUBRULLE A H, ROBACHE F, DRAZETIC P. Analysis of train driver protection in rail collisions:Part II. Design of a desk with improved crashworthiness performance[J].International Journal of Crashworthiness, 2013, 18(2):194-205.
[15] ZHANG Sheng. Design and optimization of combined structure driver cab of high speed train[D]. Changsha:National University of Defense Technology, 2005.(in Chinese)
[16] HAO Meng. Finite element analysis and optimization design of a car rear seat[D]. Changchun:Jilin University, 2013.(in Chinese)
[17] GM/RT2100. Structural requirements for railway vehicle[S].2012.
[18] EN 15227. Railway applications-Crashworthiness requirements for railway vehicle bodies[S]. 2008.
[19] Code of Federal Regulation, Title49, Part571. Federal Motor, 2005.(in Chinese)Vehicle Safety Standard No.208, Occupant Crash Protection[S]. 2002.
[20] UIC 651. Layout of driver's cabs in locomotives, railcars,multiple unit trains and driving trailers[S]. 2002.
[2] GAO Guang-jun, TIAN Hong-qi. Train's crashworthiness design and collision analysis[J]. International Journal of Crashworthiness, 2007, 12(1):21-28.
[3] ZHANG Zhi-xin. Research on crashworthy structures and collision safety for high-speed trains[D]. Chengdu:Southwest Jiaotong University, 2012.(in Chinese)
[4] SCHOLES A, LEWIS J H. Development of crashworthiness for railway vehicle structures[J]. Proceedings of the Institution of Mechanical Engineers, Part F:Journal of Rail and Rapid Transit, 1993,207(1):1-16.
[5] WANG Wen-bin, HECHT M, ZHOU He-chao. A simulation method of crashworthy train set[C]//2011 IEEE International Conference on Computer Science and Automation Engineering. Chongqing, China:IEEE, 2011:297-301.
[6] ZOU Xiang, GAO Guang-jun, ZHANG Jie, ZHOU Xi-sai,CHEN Wei, GUAN Wei-yuan. A comparative crashworthiness analysis of multi-cell polygonal tubes under axial and oblique loads[J]. Journal of Central South University, 2017, 24(9):2198-2208.
[7] TYRELL D C, SEVERSON K J, MARQUIS B P. Train crashworthiness design for occupant survivability[C]//International Mechanical Engineering Congress and Exposition. San Francisco, US, 1995:59-78.
[8] TYRELL D C, SEVERSON K J, MARQUIS B P. Analysis of occupant protection strategies in train collisions[C]//International Mechanical Engineering Congress and Exposition. San Francisco, US, 1995:539-557.
[9] TYRELL D C. US rail equipment crashworthiness standards[J]. Proceedings of the Institution of Mechanical Engineers,Part F:Journal of Rail and Rapid Transit, 2002, 216(2):123-130.
[10] HECHT M. The crashworthiness of tramcar and LRV[J].Foreign Rolling Stock, 2005,42(5):39-41.
[11] CHEVALIER M C, MAUPAS A, LEVEQUE D. Air-bag protection of the train driver during a collision[C]//Proceedings of the 2005 International IRCOBI Conference on the Biomechanics of Impact. Prague, Czech Republic:IRCOBI, 2005:447-450.
[12] EAMES A. Optimising driving cab design for driver protection in a collision(debris ingress)[R]. Transportation Research Board, T190 Report, 2007.
[13] DUBRULLE A H, ROBACHE F, DRAZETIC P. Analysis of train driver protection in rail collisions:Part I. Evaluation of injury outcome for train driver in desk impact[J].International Journal of Crashworthiness, 2013, 18(2):183-193.
[14] DUBRULLE A H, ROBACHE F, DRAZETIC P. Analysis of train driver protection in rail collisions:Part II. Design of a desk with improved crashworthiness performance[J].International Journal of Crashworthiness, 2013, 18(2):194-205.
[15] ZHANG Sheng. Design and optimization of combined structure driver cab of high speed train[D]. Changsha:National University of Defense Technology, 2005.(in Chinese)
[16] HAO Meng. Finite element analysis and optimization design of a car rear seat[D]. Changchun:Jilin University, 2013.(in Chinese)
[17] GM/RT2100. Structural requirements for railway vehicle[S].2012.
[18] EN 15227. Railway applications-Crashworthiness requirements for railway vehicle bodies[S]. 2008.
[19] Code of Federal Regulation, Title49, Part571. Federal Motor, 2005.(in Chinese)Vehicle Safety Standard No.208, Occupant Crash Protection[S]. 2002.
[20] UIC 651. Layout of driver's cabs in locomotives, railcars,multiple unit trains and driving trailers[S]. 2002.