本文選題：高速列車 + 耐撞性設計��； 參考：《中國科學技術大學》2014年博士論文

【摘要】：隨著高速列車在我國的迅速發(fā)展,鐵路安全的問題越來越受到關注,尤其是高速運行的列車一旦發(fā)生撞擊事故,所導致的人身傷害和財產損失無法估量。歐美發(fā)達國家于20世紀90年代開始,開始對車輛碰撞展開大量研究。我國鐵道部也聯(lián)合部分高校、研究所等成立了引進技術消化吸收再創(chuàng)新技術研究組。已有的研究表明,當一列高速列車發(fā)生撞擊時,頭部首先參與沖擊過程,力沿著牽引梁再傳入邊梁形成一個力的傳導結構。同時由于撞擊是沖擊載荷,產生的應力波會傳向后方并發(fā)生多次反射透射。由于車體內部結構非常復雜,因此應力波的傳播過程也非常復雜。高速列車在正常運行時,需要有足夠的剛度,并滿足規(guī)范規(guī)定的剛度和強度要求,當撞擊發(fā)生時,為了減輕碰撞事故造成的損失,實現(xiàn)被動安全保護,因此需要研究和設計出針對高速列車自身特點的吸能緩沖結構。理想的車輛吸能結構應當位于車體的前后部分,在可控制的變形區(qū)域內發(fā)生塑性變形,吸收撞擊動能,同時保障乘客區(qū)域不發(fā)生嚴重破壞,并且在碰撞過程中不會產生過大的撞擊力峰值,使撞擊減速度在人體的承受范圍內。本文結合具體實驗研究,在原有車輛基本承載結構不進行大改動的前提下,新增了以薄壁圓管填充泡沫鋁為主體的專用吸能結構。通過有限元模擬,對原有車型和改進后的車型進行了耐撞性分析和比較,根據數據比較和分析,得出改進增加的吸能結構在緩沖吸能方面的優(yōu)勢,并為車輛的實際生產應用提供理論指導。 高速列車在實際運行情況下,由于交會,會在兩車之間產生一列移動的載荷壓力波,該瞬態(tài)載荷波的波長、幅值等物理特征由列車的交會速度、線間距、車頭的幾何形狀等因素決定,現(xiàn)有的研究表明,由于交會壓力波的作用,會對高速行駛列車的安全性和平穩(wěn)性帶來影響。本文采用多體動力學的方法建立了高速列車中間車廂的模型,并將移動載荷波簡化為作用在列車質心的力和力矩,通過比較相同運行速度下,單車行駛和等速明線交會的,車體擺動、輪軸橫向力、脫軌系數、輪重減載率等列車安全性能指標,說明明線交會所產生的壓力波對高速列車運行安全性所帶來的影響。 本文建立了某型高速列車頭車的有限元模型。數值模型為車頭以v=10m/s和20m/s的初始速度撞擊剛性墻(相當于列車以72km/h和144km/h的運行速度追尾一列相同的靜止列車),由于該種動車的日常行駛速度為200km/h以下,因此此種撞擊速度已經足夠滿足安全條件。車鉤在列車起動及剎車時,會吸收一部分能量,但是相對于本次仿真系統(tǒng)的撞擊能量,車鉤吸收的能量較小,并在較短的時間內脫落,對耐撞性分析影響很小,因此忽略車鉤在撞擊事件中的作用。計算中事件時長為300ms。通過耐撞性分析得到原有承載吸能結構牽引梁的吸能時程曲線剛性墻撞擊反力以及車體破壞情況。 通過數值模擬發(fā)現(xiàn),原有的結構吸能部件牽引梁在撞擊發(fā)生時,主要發(fā)生歐拉失穩(wěn),不利于能量的吸收和沖擊力的緩沖,因此結合實驗,針對只能對原有車輛設計做局部改進以及車體不加長的實際情況,提出了四種改進方案,將牽引梁的主體部分有原來的方管結構改為有圓角的方管,并在前端共軸位置增加具有同樣結構的吸能管。通過數值計算得到了四種方案兩種撞擊速度下牽引梁吸能曲線和剛性墻反力曲線,并比較了四種改進方案的吸能性能和四種方案下主要吸能結構的變形模式和吸能規(guī)律。結果發(fā)現(xiàn)最好的改進方案在10m/s的速度下,可以使吸能相對原設計提高322%,反力峰值降低12%；在20m/s速度下,吸能提高288%,反力峰值降低36%,效果顯著。 采用多體動力學方法模擬了高速列車中間車廂在六種等速(250～500km/h)明線交會時產生的壓力波和德國高速低干擾軌道譜的共同作用下的動態(tài)響應過程,得到車體自由度(橫擺、側滾、搖頭)、輪軸橫向力、脫軌系數和輪重減載率隨時間的變化曲線,并與相應車速下未受交會壓力波作用的單車行駛時的結果進行對比。結果表明,除輪重減載率以外,列車的其余各項安全指標均滿足要求,其中輪軸橫向力與脫軌系數兩項指標均達到優(yōu)秀標準,而車體的自由度和輪重減載率受交會壓力波的影響明顯。明線交會時車體的橫擺和搖頭遠超過單車行駛情況。400km/h以上速度時,輪重減載率嚴重超標。相比歐美國家對輪重減載率指標的安全標準,我國對動態(tài)輪重減載率的標準過于保守,可以適當放寬,并增加超限的持續(xù)作用時間的限制。高速列車的安全評估中應考慮交會壓力波的影響。
[Abstract]:With the rapid development of high speed trains in our country, the problem of railway safety is getting more and more attention, especially when the high-speed train has an impact accident, the personal injury and property loss can not be estimated. The developed countries of Europe and America began to carry out a lot of research on vehicle collision in 1990s. When a high-speed train strikes, the head first participates in the impact process and forces the force along the traction beam to form a force conduction structure. At the same time, the stress waves generated by the impact are impact loads, and the stress waves will be transmitted. The transmission process of the stress wave is also very complicated because the internal structure of the car body is very complex. The high speed train needs sufficient stiffness when it runs normally and meets the requirements of the stiffness and strength specified in the specification. When the collision occurs, it can reduce the loss caused by the collision accident and realize the passive safety. It is necessary to study and design the energy absorption buffer structure for the characteristics of the high speed train. The ideal vehicle energy absorption structure should be located in the front and back parts of the car body, plastic deformation in the controllable deformation area, the absorption of impact kinetic energy, and no serious damage to the passenger area, and it will not produce in the process of collision. In this paper, a special energy absorption structure with thin circular tubes filled with aluminum foam is added to the original vehicle's basic bearing structure. The analysis and comparison of the impact resistance are carried out. According to the comparison and analysis of the data, the advantages of the improved energy absorption structure in the buffer energy absorption are obtained, and the theoretical guidance for the actual production and application of the vehicle is provided.
In the actual operation of a high speed train, a moving load and pressure wave will be produced between the two vehicles due to the intersection. The physical characteristics of the transient load wave, such as the wavelength and amplitude, are determined by the speed of the train, the distance between the lines, the geometry of the head and so on. The existing research shows that the high speed will be driven by the action of the intersection of pressure waves. The safety and stability of the train have an impact. In this paper, a model of the middle carriage of a high speed train is established by multibody dynamics, and the moving load is simplified as a force and torque acting on the mass center of the train. By comparing the same running speed, the single vehicle and the constant speed line are rendezvous, the body swinging, the lateral force of the axle and the derailment system. The train safety performance indicators such as number, wheel load and load reduction rate indicate the impact of the pressure wave generated by the open line intersection on the safety of high-speed trains.
The finite element model of a high speed train head is established in this paper. The numerical model is used to strike a rigid wall with the initial velocity of v=10m/s and 20m/s (equivalent to the same train with the same train running speed of 72km/h and 144km/h). As the daily speed of this kind of train is below 200km/h, the impact speed has already been achieved. The coupler will absorb a part of the energy when the train is starting and braking, but the coupler absorbs less energy than the impact energy of the simulation system, and it falls off in a short time and has little effect on the collision resistance analysis. Therefore, the effect of the coupler in the impact event is ignored. The calculation event is 300ms. long. Through the crashworthiness analysis, the energy absorption time history curve of the original load bearing energy absorbing structure traction beam, the impact force of the rigid wall and the failure condition of the vehicle body are obtained.
Through numerical simulation, it is found that the original structure of the structural suction component traction beam is mainly Euler instability when the impact occurs, which is not conducive to the absorption of energy and the cushioning of the impact force. Therefore, combined with the experiment, four improved schemes are proposed for the local improvement of the original vehicle design and the fact that the vehicle body does not lengthen. In the main part, the original square tube structure is changed to the square tube with round angle, and the energy absorption tube with the same structure is added to the common axis position of the front end. Through numerical calculation, the energy absorption curve of the traction beam and the rigid wall reaction curve under the four schemes of two kinds of impact velocity are obtained, and the energy absorption performance of the four modified schemes and the main four schemes are compared. The results show that the best improved scheme can improve the energy absorption of the original design by 322% and the peak value of the counterforce by 12% at the speed of 10m/s, and the energy absorption increases by 288% at the speed of 20m/s and the peak value of the counterforce is reduced by 36%, and the effect is remarkable.
The dynamic response process of the middle carriage of a high speed train under the joint action of six kinds of constant speed (250 to 500km/h) clear line and the high speed low interference track spectrum of the German high-speed train is simulated by multibody dynamics. The body freedom (yaw, roll, head), lateral force of the axle, the derailment coefficient and the wheel load reduction rate with time are obtained. The result shows that the other safety indexes of the train meet the requirements except the wheel load reduction rate. The two indexes of the lateral force and derailment coefficient of the axle are all excellent, and the freedom of the body and the load reduction rate of the wheel weight. When the cross and shaking head of the body is much more than the speed above.400km/h, the wheel weight reduction rate is seriously overstandard. Compared with the safety standard for the wheel weight reduction rate index of the European and American countries, the standard of the dynamic wheel load reduction rate is too conservative in China, which can be appropriately relaxed and increased over the limit. The restriction of continuous action time should be taken into account in the safety evaluation of high-speed trains.

【學位授予單位】：中國科學技術大學
【學位級別】：博士
【學位授予年份】：2014
【分類號】：U270.34;U298

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