密接式车钩连挂短编动车组追尾碰撞脱轨风险影响研究

王明猛; 周建鑫; 杨超; 张露泽; 朱涛; 张卫华

doi:10.3969/j.issn.0258-2724.20250572

密接式车钩连挂短编动车组追尾碰撞脱轨风险影响研究

doi: 10.3969/j.issn.0258-2724.20250572

王明猛^{1, 2,},
周建鑫³,
杨超^{1, 3, ,},
张露泽³,
朱涛¹,
张卫华¹

1.
西南交通大学轨道交通运载系统全国重点实验室，四川成都 610031
2.
西南交通大学机械工程学院，四川成都 610031
3.
北京交通大学机械与电子控制工程学院，北京 100044

基金项目: 国家自然科学基金项目（52205085，U2568227）；轨道交通运载系统全国重点实验室开放课题（RVL2603）

详细信息

作者简介:
王明猛（1985—），男，博士研究生，研究方向为机车车辆结构强度及可靠性，E-mail：wangmm@swjtu.edu.cn

通讯作者:
杨超（1988—），男，副教授，博士，研究方向为列车被动安全，E-mail： ychao@bjtu.edu.cn

中图分类号: TG156
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出版历程
- 收稿日期: 2025-11-14
- 修回日期: 2025-12-31
- 网络出版日期: 2026-10-16

Derailment Risk Influence of Rear-End Collision of Short Electric Multiple Units with Tight-Lock Couplers

WANG Mingmeng^{1, 2
,},
ZHOU Jianxin³,
YANG Chao^{1, 3
, ,},
ZHANG Luze³,
ZHU Tao¹,
ZHANG Weihua¹

1.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, China
2.
School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China
3.
School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China

摘要

摘要:
为了探究车辆参数对动车组追尾碰撞脱轨风险的影响规律，本文创新性地提出了一种速度敏感型密接式车钩数学模型，并将其集成到车辆动力学模型中，再相邻车辆耦合组成列车碰撞动力学模型；使用该模型模拟两同型短编动车组在直线轨道条件下追尾碰撞，获得不同参数情况下车辆的动态响应；通过脱轨系数、轮重减载率、轮轨接触力及车轮抬升量等脱轨指标评估追尾碰撞脱轨风险，探讨了碰撞速度、头车车体质量和防爬装置稳态合力对脱轨指标的影响规律. 研究结果表明：短编动车组在直线轨道追尾碰撞时，各碰撞条件下车轮抬升量和轮重减载率最大值出现在主动列车头车第三位轮对右轮处，脱轨系数和轮轨接触力最大值出现在头车第二位轮对右轮处；相同初始条件下脱轨指标随着碰撞速度的增大而增大，当碰撞速度由25 km/h增大至55 km/h，车轮抬升量由0.01 mm陡增至33.40 mm，车轮垂向力最大值由83.8 kN增大到159.0 kN，增大89.7%；轮重减载率峰值随着头车车体质量的增大先减小后增大，防爬装置稳态力最小时，车轮抬升量比极值高83.6%.
- 机车车辆 /
- 碰撞 /
- 车辆动力学 /
- 脱轨风险 /
- 动力学行为
Abstract:
In order to investigate the influence law of vehicle parameters on derailment risk of rear-end collisions of electric multiple units, a mathematical model of a speed-sensitive tight-lock coupler was innovatively proposed and integrated into the vehicle dynamics model. The train collision dynamics model was established through the coupling of adjacent vehicles. Rear-end collisions of two identical short electric multiple units were simulated on straight tracks to obtain the dynamic responses of the vehicles under different parameters. Finally, the derailment risk of rear-end collisions was evaluated by using the derailment coefficient, wheel load reduction rate, wheel–rail contact force, wheel lift, and other derailment indices. The influence law of collision speed, leading car body mass, and anti-climber steady-state force on the derailment indices was investigated. The results show that under various collision conditions, the maximum values of wheel lift and wheel load reduction rate are observed at the right wheel of the third wheelset on the leading car of the active train during rear-end collisions of short electric multiple units on straight tracks. The maximum values of derailment coefficient and wheel–rail contact force are observed at the right wheel of the second wheelset on the leading car under the same conditions. Derailment indices increase with higher collision speed under identical initial conditions. The wheel lift increases from 0.01 mm to 33.40 mm when the collision speed increases from 25 km/h to 55 km/h. The maximum vertical wheel force increases from 83.8 kN to 159.0 kN, an increase of 89.7%, under the same conditions. The peak value of the wheel load reduction rate firstly decreases and then increases with the increase in the leading car body mass. The wheel lift increases by 83.6% compared with its maximum when the anti-climber steady-state force is minimized.
- rolling stock /
- collision /
- vehicle dynamics /
- derailment risk /
- dynamic behavior

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图 1 车辆端部界面吸能特性

Figure 1. Energy absorption characteristic of vehicle end interface

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图 2 气液缓冲器组成

Figure 2. Composition of gas-hydraulic buffer

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图 3 缓冲器外特性曲线和拟合曲线对比

Figure 3. Comparison of external characteristic curves and fitting curves for buffer

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图 4 车端吸能结构的压缩特性

Figure 4. Compression characteristic of energy absorption structure in vehicle ends

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图 5 联合仿真实时数据交互流程

Figure 5. Real-time data interaction progress in co-simulation

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图 6 短编动车组的车辆和碰撞界面编号

Figure 6. Vehicle and collision interface numbers of short electric multiple unit

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图 7 不同速度下脱轨系数和轮重减载率

Figure 7. Derailment coefficient and wheel load reduction rate at different speeds

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图 8 不同速度下W2右轮轮轨接触力

Figure 8. Wheel–rail contact forces of right wheel of W2 at different speeds

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图 9 不同速度下W3右轮车轮抬升量

Figure 9. Wheel lift of right wheel of W3 at different speeds

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图 10 不同质量下脱轨系数和轮重减载率

Figure 10. Derailment coefficient and wheel load reduction rate under different masses

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图 11 不同质量下W2右轮轮轨接触力

Figure 11. Wheel–rail contact forces of right wheel of W2 under different masses

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图 12 不同质量下W3右轮车轮抬升量

Figure 12. Wheel lift of right wheel of W3 under different masses

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图 13 不同稳态合力下脱轨系数和轮重减载率

Figure 13. Derailment coefficient and wheel load reduction rate under different steady-state resultant forces

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图 14 不同稳态合力下W2右轮轮轨接触力

Figure 14. Wheel–rail contact forces of right wheel of W2 under different steady-state resultant forces

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图 15 不同稳态合力下W3右轮车轮抬升量

Figure 15. Wheel lift of right wheel of W3 under different steady-state resultant forces

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表 1 修正模型拟合参数

Table 1. Fitting parameters of modified model

参数	数值
f₀/kN	150
L₀/mm	192
m	−2.43
v₀/（m•s⁻¹）	0.0047
q	4.2
p	0.25

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表 2 不同速度下修正模型的拟合度

Table 2. Fitting degree of modified model at different speeds

速度/（m•s⁻¹）	R²
0.001	0.9612
1	0.9711
2	0.9911
3	0.9948

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表 3 数学模型参数

Table 3. Parameters of mathematical model

装置	参数	数值
车钩缓冲装置	膨胀管行程/mm	200
	膨胀管稳态力/kN	1500
	气液缓冲器行程/mm	100
吸能装置	防爬装置行程/mm	300
车体压溃时接触刚度/（MN•m⁻¹）		100

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表 4 车辆动力学参数^[23]

Table 4. Parameters of vehicle dynamics ^[23]

参数	数值
轮对质量/kg	1400
构架质量/kg	3000
车体质量/kg	34000
一系垂向刚度/（MN•m⁻¹）	0.55
一系垂向阻尼/（ kN•s m⁻¹）	6
二系纵向刚度/（MN•m⁻¹）	0.15
二系横向刚度/（MN•m⁻¹）	0.15
二系垂向刚度/（MN•m⁻¹）	0.40
二系横向阻尼/（ kN•s m⁻¹）	60
二系垂向阻尼/（ kN•s m⁻¹）	80

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表 5 头车车体质量范围

Table 5. Range of leading car body mass

百分比/%	80	90	100	110	120
车体质量/kg	27200	30600	34000	37400	40800

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