Three-Dimensional Collision Dynamics Model of High-Speed Train Considering Vehicle-End Contact and Coupler Instability
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摘要:
为有效表征高速列车碰撞过程中车端接触与车钩失稳力学响应，建立了一种适用于薄壁结构纵向冲击的接触力计算方法，该方法考虑车辆错位对接触力及接触力矩的影响，构建了针对不同制式钩缓装置在压溃行程结束后的载荷特征表征方法；然后，基于上述2种方法形成一种考虑车端接触与车钩失稳的列车三维碰撞动力学模型；最后，对比2种工况下动力学模型与有限元模型的计算结果. 研究结果表明：所提车端接触力计算方法能较好反映不同薄壁结构在不同冲击速度下的接触力响应，与有限元结果最大相对误差为9.83%；钩缓装置载荷特征表征方法能有效区分不同制式车钩压溃后的载荷特性；所构建的列车三维碰撞动力学模型在车辆速度响应、碰撞界面力响应、车体垂向响应等关键指标上，与有限元计算结果吻合良好.
Abstract:In order to effectively characterize the mechanical response of vehicle-end contact and coupler instability during high-speed train collisions, a contact force calculation method for the longitudinal impact of a thin-walled structure was established, which considered the impact of vehicle misalignment on contact force and contact moment. Characterization methods for the load characteristics of different coupler-buffer devices after the crushing stroke were then established. Finally, based on these two methods, a three-dimensional (3d) train collision dynamics model was constructed considering the vehicle-end contact and coupler instability. The dynamics model results were compared with those from the finite element model (FEM) under two working conditions. The results show that the proposed method can better reflect the contact force responses of different thin-wall structures at different impact speeds, with a maximum relative error of 9.83% compared to the finite element results. The characterization method can effectively distinguish the post-crushing load characteristics of different types of coupler-buffer devices. The developed 3D collision dynamics model is in good agreement with the finite element calculation results in key indicators such as vehicle speed responses, collision interface force responses, and vertical responses of the carbody.
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图 2 考虑车端接触力的列车碰撞动力学模型主视图
Figure 2. Front view of train collision dynamics model considering vehicle-end contact force
图 3 薄壁结构受纵向冲击响应特征
Figure 3. Longitudinal impact response characteristics of thin-walled structures
图 5 车辆端部区域错位几何特征示意
Figure 5. Geometric characteristics of misalignment at vehicle ends
图 6 中间车钩在不同状态下的过载失稳特性
Figure 6. Overload-induced instability characteristics of intermediate coupler in different states[25]
图 10 有限元与动力学模型的速度响应对比
Figure 10. Comparison of velocity responses between FEM and dynamics models
图 11 有限元与动力学模型的车端接触力响应对比
Figure 11. Comparison of vehicle-end contact force responses between FEM and dynamics models
图 12 有限元与动力学模型的车体垂向响应对比
Figure 12. Comparison of carbody’s vertical responses between FEM and dynamics models
图 13 有限元与动力学模型的速度响应对比
Figure 13. Comparison of velocity responses between FEM and dynamics models
图 14 有限元与动力学模型的车钩力响应对比
Figure 14. Comparison of coupler force responses between FEM and dynamics models
图 15 有限元与动力学模型的车端接触力响应对比
Figure 15. Comparison of vehicle-end contact force responses between FEM and dynamics models
表 1 公式计算与数值计算结果对比
Table 1. Comparison of formula and numerical calculation results
λ η 结构1 结构2 结构1 结构2 公式计算结果 0.166 0.333 0.673 0.979 数值计算结果 0.175 0.361 0.714 0.993 相对误差/% 5.14 7.76 5.74 1.41 
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