CN102542102B - 列车能量分配快速分析方法 - Google Patents
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Abstract
一种列车能量分配快速分析方法,利用HYPERMESH软件建立车体刚性模型、车钩缓冲装置模型、轮轨模型,轮轨模型包括车体重量信息、车体材料自由度状态、模型单元信息、停放制动信息、运行轮轨信息;施加列车自重,包括运动列车和静止列车的重力加速度;建立接触关系,包括运动列车内部接触、静止列车内部接触、运动列车与静止列车接触、轮轨接触;定义运动列车初始碰撞速度;定义输出信息;输出计算文件提交LS-DYNA平台计算;读取计算结果信息,依据计算结果进行分析判断,如果满足设计要求,分析结束,否则返回(101)修改设计参数重新计算。本发明能快速实现能量分配分析,8小时内完成模型建立,10分钟完成一次计算。
Description
技术领域
本发明涉及列车被动安全分析领域,具体为快速实现轨道客车设计前期车辆端部能量分配的方法。
背景技术
随着列车速度和运转效率的提高,列车的运行过程中碰撞事故时有发生,也越发受到人们的关注,列车碰撞事故的发生不但威胁旅客的生命安全还会有巨大的经济损失和信誉影响,随着7.23动车追尾事故和上海地铁追尾事故发生说明即使采用了先进的信号、调度管理和程序化管理等主动防护措施,列车的碰撞事故还是不可避免。因此,做好被动安全防护保护旅客的生命安全,减少经济损失是值得我们深入研究的。
由于模型及计算机硬件条件限制,国内列车碰撞吸能分析多采用单节带司机室车辆碰撞刚性墙进行前端吸能研究,反应车辆端部结构吸能情况,无法预测各车辆间吸能装置的吸能状况,国道客车设计前期能量分配计算多为美国OLEO公司垄断,其利用自己内部开发软件进行计算,这种合作方式带来的弊端就是交流和信息反馈不及时,耽误设计进度,增加设计成本;国内轨道客车制造厂家仿真工程师也尝试采用列车有限元编组模型进行仿真,同样会带来大量的计算时间,每次计算需要上百小时,加长设计周期,加大设计成本。
发明内容
本发明的目的是提供一种基于LS-DYNA软件平台列车能量分配分析方法,快速实现轨道客车在不同速度不同状态下发生碰撞时,车辆端部吸能装置吸能状态,指导设计进行优化吸能结构,减少设计周期,为列车被动安全设计提供可靠的理论支持。
为实现上述目的,本发明提供一种列车能量分配快速分析方法,其特征在于包括下列步骤:
(101)利用HYPERMESH软件建立车体刚性模型、车钩缓冲装置模型、轮轨模型,轮轨模型包括车体重量信息、车体材料自由度状态、模型单元信息、停放制动信息、运行轮轨信息;
(102)施加列车自重,包括运动列车和静止列车的重力加速度;
(103)建立接触关系,包括运动列车内部接触、静止列车内部接触、运动列车与静止列车接触、轮轨接触;
(104)定义运动列车初始碰撞速度;
(105)定义输出信息;
(106)输出计算文件提交LS-DYNA平台计算;
(107)读取计算结果信息,依据计算结果进行分析判断,如果满足设计要求,分析结束,否则返回(101)修改设计参数重新计算。
本发明提出的快速能量分配分析方法,其优点如下:
(1)快速实现能量分配分析,8小时内完成模型建立,10分钟完成一次计算;
(2)获取车钩压溃力与压缩行程的关系,判断碰撞力是否超出许用范围;
(3)获取车辆速度、加速度时间曲线,从而判断列车是否碰撞吸能结束;
(4)获取车钩吸收能量、摩擦能,判断列车是否满足吸能要求;
(5)根据计算结果对输入参数进行优化、调整。
附图说明
图1是快速能量分配分析方法总体流程图;
图2全自动车钩力学性能曲线图;
图3半永久车钩(压溃管200)力学性能曲线图;
图4半永久车钩(压溃管400)力学性能曲线图;
图5加速度曲线图;
图6列车车钩及防爬器压溃行程曲线图;
图7各车辆速度变化曲线图;
图8列车碰撞过程中位移曲线图;
图9列车碰撞过程吸收曲线图。
具体实施方式
参照图1,本发明方法包括下列步骤:
101)模型建立
通过HYPERMESH软件建立列车车体刚性模型,通过材料模型约束车体运动方向、等效列车重量,只允许沿着车体纵向和垂向运动,通过非线性弹簧单元建立车钩缓冲器、压溃管模型,通过弹簧材料力-行程曲线属性驱动缓冲器、压溃管的运动,建立轮轨等效模型,轮轨模型自由度状态为全约束,输入列车停放制动状态或运动状态的摩擦系数,检查模型各项信息,完成列车模型建立。
6辆编组模型,动车重35吨,拖车重33吨,列车模型运动方式为只沿纵向自由度运动;轨道为刚性模型,自由度状态为约束所有自由度,车辆与轨道间摩擦系数停放制动状态为0.12,运动状态为0.002;车钩通过弹簧单元等效。
参照图2,全自动车钩力学性能曲线图,其中,0-110mm为缓冲器压溃行程,当缓冲器行程达到110时,压溃力为690KN;缓冲其行程不变,压溃力继续上升,当达到700KN时,车钩压溃管开始动作,110-770mm为压溃管行程,压溃管以700KN恒定力压溃,当压溃行程达到770mm时,压溃形成不变,压溃力继续升高;770-790mm为螺栓剪切行程,当达到800KN时,剪切螺栓剪短;790-810mm为列车无接触空走行程,压溃力为OKN;810-1410mm为防爬器压溃管行程,压溃力为740KN。
参照图3,半永久车钩(压溃管为200的车钩压溃力与压溃行程关系)力学性能曲线图,其中0-110mm为缓冲器压溃行程,当缓冲器行程达到110时,压溃力为690KN;缓冲其行程不变,压溃力继续上升,当达到700KN时,车钩压溃管开始动作,110-310mm为压溃管行程,压溃管以700KN恒定力压溃。
参照图4,半永久车钩(压溃管为400的车钩压溃力与压溃行程关系)力学性能曲线图,其中0-110mm为缓冲器压溃行程,当缓冲器行程达到110时,压溃力为690KN;缓冲其行程不变,压溃力继续上升,当达到700KN时,车钩压溃管开始动作,110-510mm为压溃管行程,压溃管以700KN恒定力压溃。
列车编组模型如下
列车采用由两个列车单元(Tc*-M*M)组成的4M2Tc 6辆编组列车,每个Tc*-M*M为最小可动单元,当整列车解编为两个Tc*-M*M最小可动单元时,每个Tc*-M*M单元可自动形成端车回路,Tc车可操控Tc*-M*M单元。即:+Tc*-M*M*M*M*-Tc+
+——全自动车钩;
*——半永久牵引杆(压溃管长200);
*-——半永久牵引杆(压溃管长400)。
102)施加自重
参照图5,通过重力加速度曲线,施加列车重力加速度在0-10秒内为9800mm/s2,,保持列车在运动过程中始终有自重存在,用于定义列车运动或停放制动状态列车的运动性能。
3)建立接触
建立列车碰撞过程中各项接触关系,包括运动列车内部接触、静止列车内部接触、运动列车与静止列车在碰撞过程中接触、轮轨停放制动接触和运行接触。
4)定义初始速度
用于定义运动列车的初始状态,根据碰撞标准要求,定义运动列车初始速度为25公里/小时;
5)定义输出信息
设置列车碰撞终止时间为2秒,碰撞输出步长0.01秒,通过列车节点集合信息定义速度、加速度、位移信息,通过单元集合定义列车各断面力-时间曲线、力-行程曲线,通过PART组定义各项能量输出,见下表。
表5.1列车节点输出信息
输出节点ID | 对应列车位置(运动列车) | 输出节点ID | 对应列车位置(静止列车) | 备注 |
374 | 第一辆车 | 131 | 第七辆车 | |
356 | 第二辆车 | 149 | 第八辆车 | |
338 | 第三辆车 | 167 | 第九辆车 | |
320 | 第四辆车 | 185 | 第十辆车 | |
302 | 第五辆车 | 203 | 第十一辆车 | |
284 | 第六辆车 | 221 | 第十二辆车 |
表5.2列车车钩输出信息
106、输出模型文件,通过命令提交LS-DYNA进行碰撞仿真计算。
提交命令:
ls971s_ncpu=16 i=train_absorb.k memory=2000000000
107、读取结果信息
参照图6,头车的总压溃行程为1410mm,计算得到的压溃行程为1390mm,半永久车钩压溃行程为510mm,计算得到的行程为480mm,半永久车钩压溃行程为310mm,计算得到的行程为250mm,说明在列车以25公里相撞时所有车钩及防爬器吸能结束时各自行程都没有超出最大行程,满足设计要求。
参照图7,在0.8秒时,各列车速度曲线交汇成一条曲线,说明列车各车辆达到共同速度,吸能结束,车辆吸能装置完成吸能,剩余能量将由制动摩擦吸收。
参照图8,在0.8秒时,各车辆位移曲线斜率相同,列车以共同速度运行,列车达到共同速度时,运动车辆最后一辆车前进4.75m,静止车辆最后一辆车行进0.8m。
参照图9,列车碰撞吸能结束后,列车缓冲装置共吸能2450KJ,动能减少2850KJ,摩擦吸能400KJ。
依据以上结果信息判定两列列车在25公里碰撞,在碰撞0.8秒时,列车以相同速度前进,列车碰撞吸能结束各断面压溃力都小于800KN,压溃行程没有超出最大许用行程,动能减少2850KJ,车钩及防爬器共吸能2450KJ,摩擦吸能400KJ,满足要求。
Claims (1)
1.一种列车能量分配快速分析方法,其特征包括下列步骤:
(101)通过HYPERMESH软件建立列车车体刚性模型,通过材料模型约束车体运动方向、等效列车重量,只允许沿着车体纵向和垂向运动,通过非线性弹簧单元建立车钩缓冲器、压溃管模型,通过弹簧材料力-行程曲线属性驱动缓冲器、压溃管的运动,建立轮轨等效模型;
(102)施加列车自重,包括运动列车和静止列车的重力加速度,通过重力加速度曲线,施加列车重力加速度,保持列车在运动过程中始终有自重存在,用于定义列车运动或停放制动状态列车的运动性能;
(103)建立接触关系,包括运动列车内部接触、静止列车内部接触、运动列车与静止列车接触、轮轨接触;
(104)定义列车初始碰撞速度;
(105)定义列车输出评价参数信息;
(106)输出模型文件,通过命令提交LS-DYNA进行碰撞仿真计算;
(107)读取计算结果信息,依据计算结果进行分析判断,如果满足设计要求,分析结束,否则返回(101)修改设计参数重新计算。
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CN103902541B (zh) * | 2012-12-25 | 2017-09-05 | 中车青岛四方机车车辆股份有限公司 | 一种车辆碰撞能量管理系统及设计方法 |
CN103136427B (zh) * | 2013-03-04 | 2015-08-19 | 唐山轨道客车有限责任公司 | 动车组车体优化设计方法 |
CN103544358A (zh) * | 2013-10-31 | 2014-01-29 | 长城汽车股份有限公司 | 车辆的制动性能的计算方法和装置 |
CN104598700B (zh) * | 2015-03-03 | 2018-07-17 | 南车株洲电力机车研究所有限公司 | 一种列车等效建模的方法及系统 |
CN109002642A (zh) * | 2018-08-08 | 2018-12-14 | 中车长春轨道客车股份有限公司 | 轨道车辆车体底架前端吸能结构快速设计优化方法 |
CN109033668A (zh) * | 2018-08-08 | 2018-12-18 | 中车长春轨道客车股份有限公司 | 基于asme标准车体准静态分析设计优化方法 |
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CN111209701B (zh) * | 2020-01-02 | 2023-09-12 | 中车青岛四方机车车辆股份有限公司 | 一种轨道列车车体强度仿真方法及装置 |
CN111353220A (zh) * | 2020-02-24 | 2020-06-30 | 西南交通大学 | 一种列车碰撞能量分配快速分析方法 |
CN113341883B (zh) * | 2021-08-05 | 2021-11-09 | 山东豪泉软件技术有限公司 | 一种用于机床加工工时预测的方法及设备 |
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