CN109657377B - Train equivalent shrinkage model construction method and train equivalent shrinkage model - Google Patents
Train equivalent shrinkage model construction method and train equivalent shrinkage model Download PDFInfo
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Abstract
The invention discloses a train equivalent shrinkage model construction method and a train equivalent shrinkage model, wherein the method comprises the steps of obtaining a scale factor of each dynamic parameter of the train equivalent shrinkage model compared with a full-size train; dividing the train into a head train and a middle train and dividing the head train into a deformation energy absorption area and a non-deformation area according to the deformation energy absorption characteristics in the collision process of the train; respectively constructing a head car and a middle car of the equivalent shrinkage model of the train based on the scale factor of the dynamic parameter; constructing an energy-absorbing guide piece between adjacent carriages on an equivalent shrinkage die of the train according to the deformation energy-absorbing characteristic of a connecting coupler between the adjacent carriages on the full-size train, and calculating the length of the honeycomb aluminum cylinder based on a size scale factor; and calculating the section area of the energy-absorbing guide piece according to the structural size of the connecting car coupler and the deformation energy-absorbing characteristic curve. The head train shrinkage mold constructed by the method can ensure that the train impact force is similar to the rigidity of a train body, accurately restores the train collision process and has higher reliability.
Description
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a train equivalent shrinkage model construction method and a train equivalent shrinkage model.
Background
The serious casualties caused by the train collision accident touch the eyes and are surprised. Different from single body collision of vehicles such as automobiles, ships and the like, the train is formed by marshalling a plurality of sections of vehicles, has large mass and high running speed, and has far higher impact kinetic energy than automobile collision. The collision damage problem of a single train and the problems of coupling and mutual collision among the trains exist in the collision process of the train. Due to the coupling effect between vehicles during collision, the evolution process of collision behavior is complex and changeable, and the complex dynamic response generated by a nonlinear system consisting of a train-line-running environment is difficult to accurately simulate by adopting a numerical calculation simulation method; the method for acquiring and optimizing the train collision energy absorption parameters by researching the vehicle or train collision mechanical behavior by adopting a small-scale equivalent model of the train is an important means for developing the impact-resistant energy-absorbing train.
Aiming at the existing small-scale equivalent model of the train, Yao eosin light of Zhongnan university and the like, the device provides 'a collision test device and a method for the equivalent scale model of the train', and the device comprises a control system, a force measuring wall, the equivalent scale model of the train, a driving vehicle and a driving vehicle launching system; the test method comprises the steps of impacting the motion equivalent scaling model on a force measuring wall or a static equivalent scaling model, accurately determining causes of influencing climbing, jumping, zigzag derailment and the like by carrying out tests, reducing the test difficulty and saving the test cost. But the method is a specific construction method for giving an equivalent shrinking model of the train; in addition, the high and broad army of the university of China and south proposes a train scaling equivalent model construction method and a train scaling equivalent model construction system for collision experiments, based on a scaling model and an actual train collision acceleration consistency principle, integral conversion is carried out on a kinetic equation under the condition that damping is not considered to obtain a scaling factor of train mass and collision force and a scaling factor of train speed and time, a scaling criterion is formulated according to the scaling factors, so that the scaling model is constructed, a scaling vehicle body is made of a mass block with higher strength than an energy absorption structure, and a scaling energy absorption structure is made of honeycomb aluminum or foamed aluminum. However, the scaling car body is made of a mass block with higher strength than that of the energy absorption structure, so that the center of gravity of the train is changed, the mass of the scaling car body is too large, and the scaling criterion is difficult to meet; the train rigidity of the mass block train body is increased relative to the original train body thin-wall structure, the internal structure of the scaled train body is greatly different from that of an actual train, the train body rigidity cannot be guaranteed to be similar, the train body dynamic response rule is easily inconsistent, the train collision dynamic response is difficult to accurately simulate, and the train collision process cannot be really restored; in addition, the similarity of the appearance of the vehicle body is not considered, the appearance of the scaled vehicle body is greatly different from that of the original vehicle body, and the obtained shrinkage die needs to be further improved.
Disclosure of Invention
The invention aims to provide a train equivalent shrinkage model construction method and a train equivalent shrinkage model. The car coupler crushing pipe and the main energy absorption device in the deformation energy absorption area adopt an impact force equivalent contraction ratio, the bearing characteristics of the non-deformation area and the middle car adopt a rigidity equivalent contraction ratio, the established train head car equivalent contraction mold not only meets the similarity relation of dynamic characteristics, but also meets the structural similarity, the train impact force and the car body rigidity can be ensured to be similar, the train collision process is accurately reduced, and the train head car contraction mold with higher reliability is obtained. In addition, the energy-absorbing guide piece is compressed to absorb energy and impact energy in the collision process of the car body, and meanwhile, the adjacent car bodies can be further ensured not to be separated in the collision process by the guide rod, so that the car body is closer to an actual car coupler structure, and the car body has good energy-absorbing characteristics and guidance performance.
On one hand, the invention provides a train equivalent reduction modeling construction method, which comprises the following steps:
s1: obtaining a scale factor of each dynamic parameter of the train equivalent shrinkage model compared with the full-size train;
wherein the scale factor types of the kinetic parameters include at least a force scale factor, a displacement scale factor, a size scale factor, a stiffness scale factor, and a mass scale factor;
s2: dividing the train into a head train and a middle train and dividing the head train into a deformation energy absorption area and a non-deformation area according to the deformation energy absorption characteristics in the collision process of the train;
the deformation energy absorption area comprises a primary car energy absorption device and a cab, the primary car energy absorption device comprises a car coupler buffer, a car coupler crushing pipe and a main energy absorption device, and the non-deformation area is a manned area of the primary car;
s3: respectively constructing a head car and a middle car of the equivalent shrinkage model of the train based on the scale factor of the dynamic parameter;
a: respectively multiplying the characteristic sizes and the qualities of a coupler buffer, a cab, a non-deformation area and each intermediate car in the full-size train by the corresponding size scale factor and the corresponding quality scale factor to obtain the characteristic sizes and the qualities matched with the coupler buffer, the cab, the non-deformation area and each intermediate car in the equivalent compression mode of the train;
wherein the characteristic dimensions include length, width, height, thickness;
b: respectively multiplying the horizontal coordinates and the vertical coordinates of the deformation energy absorption characteristic curve of the full-size train by the scale factors of the matched dynamic parameters to obtain the deformation energy absorption characteristic curve of the equivalent shrinkage die of the train, and then constructing a coupler crushing pipe and a main energy absorption device in the head car based on the deformation energy absorption characteristic curve of the equivalent shrinkage die of the train and the size scale factors;
the deformation energy absorption characteristic curve is a relation curve of compression displacement and impact force, and the area enclosed by the curve is energy absorption;
c: multiplying the rigidity of the non-deformation area and each intermediate train in the full-size train by the rigidity scale factor based on the rigidity scale factor to obtain the rigidity of the corresponding non-deformation area and each intermediate train in the equivalent shrinkage model of the train; then arranging reinforcing ribs on the train equivalent-shrinkage non-deformation area and each intermediate train until the corresponding rigidity is respectively achieved;
s4: constructing an energy-absorbing guide piece between adjacent carriages on an equivalent shrinkage die of the train according to the structural size and the deformation energy-absorbing characteristic of a connecting coupler between adjacent carriages on the full-size train;
the energy-absorbing guide part is connected with two adjacent carriages on the train equivalent shrinkage mold and comprises an energy-absorbing part and a guide rod, a through hole is formed in the middle of the energy-absorbing part, the guide rod penetrates through the through hole in the middle of the energy-absorbing part, and two ends of the guide rod are respectively fixed on the two adjacent carriages.
According to the structural characteristics of the train and the change in the collision process, namely, the train has deformation energy absorption areas and non-deformation areas, the middle train and the deformation energy absorption areas are divided into four stages of deformation of a train coupler buffer, a train coupler crushing pipe, a main energy absorption device and a cab, so that the train is divided into a head train and the middle train, the head train is divided into the deformation energy absorption areas and the non-deformation areas, the impact force equivalent reduction ratio is adopted aiming at the energy absorption characteristics of the deformation energy absorption areas, namely, the relevant sizes are designed aiming at the energy absorption characteristic curves of the train coupler crushing pipe and the main energy absorption device, the main function of the deformation energy absorption areas is to absorb the impact energy through plastic deformation, the impact force is required to be stable so as to realize ordered deformation, and the impact force equivalent is adopted; the train collision reduction method is characterized in that a rigidity equivalent shrinkage ratio is adopted aiming at the bearing characteristics of a non-deformation area and an intermediate train, and based on the main function of the non-deformation area and the intermediate train, namely bearing, the rigidity is required to be high so as to prevent deformation in the collision process, so that the rigidity equivalence is adopted.
Particularly, the invention designs an energy-absorbing guide part which comprises an energy-absorbing part and a guide rod, wherein the energy-absorbing part and the guide rod are based on that a car body can deviate transversely and vertically in the collision process, and a car coupler of an actual train has deviation prevention characteristics.
Specifically, the car coupler buffer, the car coupler crushing pipe, the main energy absorption device and the cab in the deformation energy absorption area are respectively designed, so that the internal structure of each part in the head car shrinkage die is more fit with the internal structure of an actual train.
Preferably, the energy absorbing part in the connecting car coupler comprises a connecting buffer and a connecting crushing pipe, and the energy absorbing part in the energy absorbing guide part comprises a connecting buffer simulation part and a connecting crushing pipe simulation part; the connection buffer simulation piece and the connection crushing pipe simulation piece are constructed in the following process:
multiplying the characteristic size of the connection buffer in the full-size train by a size scale factor to obtain the characteristic size of a connection buffer simulation piece in an equivalent shrinkage model of the train;
respectively multiplying the horizontal and vertical coordinates of the deformation energy absorption characteristic curve of the connecting crushing pipe in the full-size train by the scale factor of the matched dynamic parameter to obtain the deformation energy absorption characteristic curve of the connecting crushing pipe simulation piece in the energy absorption guide piece, and acquiring the impact force of the connecting crushing pipe simulation piece; calculating the cross-sectional area of the connecting crushing pipe simulation piece according to the impact force of the connecting crushing pipe simulation piece;
wherein the impact force is equal to the product of the element strength and the cross-sectional area;
and multiplying the length of the connecting crushing pipe in the full-size train by a size scale factor to obtain the length of the connecting crushing pipe simulation piece in the equivalent compression mould of the train.
The connecting buffer simulation piece is a rubber simulation piece, the connecting crushing pipe simulation piece is a honeycomb aluminum simulation piece, and the connecting buffer simulation piece and the connecting crushing pipe simulation piece are both cylindrical. The cross section size of the connecting crushing pipe simulation piece in the energy absorption piece is designed based on the equivalent contraction ratio of the impact force so as to ensure the equivalent impact force, wherein the deformation energy absorption characteristic curve of the connecting crushing pipe is a straight line, namely the impact force is constant. The cross-sectional area of the connecting crushing pipe simulation piece is equal to the cross-sectional area of the cylinder minus the cross-sectional area of the guide rod.
Further preferably, the process of constructing the coupler crushing pipe and the main energy absorption device in the head car based on the deformation energy absorption characteristic curve of the train equivalent shrinkage mold and the size scale factor comprises the following steps:
respectively multiplying the lengths of the coupler crushing pipe and the main energy absorption device in the full-size train head car by a size scale factor to obtain the lengths of the coupler crushing pipe and the main energy absorption device in the equivalent shrinkage die head car of the train;
respectively calculating the cross sectional areas of the coupler crushing pipe and the main energy absorption device on the head car shrinkage die according to the impact force corresponding to the coupler crushing pipe and the impact force corresponding to the main energy absorption device on the deformation energy absorption characteristic curve of the head car shrinkage die;
wherein the impact force is equal to the product of the element strength and the cross-sectional area.
Further preferably, the process of obtaining the scale factor in S1 is as follows: obtaining a scale factor of the dynamic parameters of the first turning shrinkage die by adopting a similar theory and an equation analysis method based on a dynamic balance equation of the thin-wall plate shell;
wherein, the train head car adopts thin wall plate shell structure.
Further preferably, the scale factors of the kinetic parameters further include a time scale factor, a velocity scale factor, an acceleration scale factor, and an energy scale factor;
wherein, the relationship of the scale factors of various kinetic parameters is as follows:
λl＝λ、λF＝λ2、λt＝λ、λv＝1、λa＝λ-1、λm＝λ3、λk＝λ、λE＝λ3
wherein λ is a size scale factor, λF、λt、λv、λa、λm、λk、λEForce scale factor, time scale factor, velocity scale factor, acceleration scale factor, mass scale factor, stiffness scale factor, energy scale factor, lambdalIs a displacement scale factor.
The invention considers that the train is mainly of a thin-wall aluminum alloy structure, so the invention analyzes the similarity relation of the dynamic characteristics of the thin-wall plate shell, the obtained train shrinkage mold is more matched with the actual train, and the reliability of the obtained scale factor is higher.
And analyzing the similarity relation of the dynamic characteristics of the thin-wall plate shell. The dynamic balance equation of the elastic sheet is the following formula (1)
Wherein w is the deflection of the elastic sheet, h is the thickness of the elastic sheet, ρ is the density of the material, D is the bending stiffness of the elastic sheet, E is the elastic modulus, μ is the poisson's ratio, t is the time, x, y are the coordinate directions respectively, and the bending stiffness D of the elastic sheet is as follows:
let W (x, y) be the mode function of the sheet vibration shape and the sheet deflection be expressed as the following formula (2)
w＝[A cos(ωt)+B sin(ωt)]W(x,y) (2)
Wherein A and B are predetermined coefficients, and omega is the natural frequency of the elastic sheet. Substituting formula (2) for formula (1) to obtain
Considering that the full-size prototype and the shrinkage mold both satisfy the formula (3), there are
Where the subscripts p and m denote the full-size train head car and head car compression modes, respectively.
If the full-scale prototype and the shrinkage model have the same boundary conditions, the equations of the boundary conditions of the prototype and the shrinkage model are consistent and may not be considered particularly, no matter whether the shrinkage model structure is distorted, and the scale factor of the mode shape function W (x, y) is only related to the size scale factor. Introducing a similar relation: dp＝λDDm，Wp＝λWWm，xp＝λxxm，yp＝λyym，ρp＝λρρm，hp＝λhhm，ωp＝λωωmWherein D isp、DmBending stiffness, W, of the thin-walled structure in full-scale head car and head car compression molds, respectivelyp、WmThe mode shape function, x, of the thin-wall structure in the full-size train head train and the head train shrinkage moldp、xmThe size of the thin-wall structure in the x direction in the full-size train head car and the head car shrinkage die, yp、ymThe size of the thin-wall structure in the y direction in the full-size train head train and the head train shrinkage die is rhop、ρmMaterial density, h, of thin-walled structures in full-scale train head car and head car shrinkage dies, respectivelyp、hmThickness, omega, of thin-walled structure in full-size train head car and head car shrinkage dies respectivelyp、ωmNatural frequency, lambda, of thin-walled structures in full-scale train head car and head car shrinkage dies, respectivelyD，λW，λx，λy，λρ，λh，λωRespectively is a bending rigidity proportional factor, a mode shape function proportional factor and an x-direction dimension ratioExample factors, y-direction dimension scale factors, material density scale factors, thickness scale factors, natural frequency scale factors.
Based on this, it is obtained from equation (4):
assuming that the geometric feature in the sheet x direction is length a and the geometric feature in the y direction is length b, equation (5) can be written as:
wherein λa、λbScale factors for length a and length b, respectively. According to the equation analysis method, the proportional factors in the formula (6) are correspondingly equal to obtain
Due to the fact thatTo obtain
In the process of shrinking the die of the train head, the size scale factor is lambda, the material characteristics are unchanged, namely, lambda isa＝λb＝λh＝λ，λE＝λμ＝λρ1, the natural frequency λ of the elastic sheet is obtained according to equation (7)ωIs 1/lambda, the time scale factor
In the train collision research, the dynamic parameters mainly considered are the rigidity, the deformation, the impact speed, the acceleration, the impact force and the energy absorption of a train body, and the influence of other physical parameters on the dynamic response characteristics of the train is very largeSmall, and may not be considered. The scaling factors for the other kinetic parameters can be obtained from the size scaling factor and the time scaling factor, as shown in Table 1, where the velocity scaling factorAcceleration scale factorMass scale factorForce scale factor lambdaF＝λmλa＝λ2Proportional factor of stiffnessEnergy scale factor lambdaE＝λFλl＝λ3。
TABLE 1 train equivalent reduced-mode dynamics parameter scaling factor
Preferably, the train equivalent shrinkage mould car body is formed by splicing square pipes, and each square pipe is hollow.
The automobile body is formed by the concatenation of a plurality of little square pipes, compares in the high wide military for use the quality piece preparation that intensity is higher than the energy-absorbing structure, and prior art can lead to the scaling automobile body quality too big, is difficult to satisfy the scaling criterion, and this scheme can alleviate automobile body weight greatly, easily satisfies the equivalence criterion. Meanwhile, the problem of rigidity caused by the mass block in the prior art can be avoided.
Preferably, the coupler crushing pipe is made of cylindrical honeycomb aluminum; the main energy absorption device is made of cuboid honeycomb aluminum, and the buffer is made of a rubber simulation buffer.
Preferably, the deformable area in the train equivalent compression mold is generated by a 3D printing method.
Due to the complex structure of the deformable area, 3D printing is selected for effectively restoring the shape of the train.
Preferably, the train equivalent shrinkage mold body is an aluminum alloy body.
The train equivalent shrinkage mold based on the method comprises a head train and a middle train, wherein the head train is divided into a deformation energy-absorbing area and a non-deformation area, and an energy-absorbing guide piece is arranged between adjacent carriages;
the deformation energy absorption area comprises a primary car energy absorption device and a cab, and the primary car energy absorption device comprises a car coupler buffer, a car coupler crushing pipe and a main energy absorption device;
the coupler buffer is a rubber simulation buffer, and the coupler crushing pipe is cylindrical honeycomb aluminum; the main energy absorption device is cuboid honeycomb aluminum;
the energy-absorbing guide part is connected with two adjacent carriages on the train equivalent shrinkage mold and comprises an energy-absorbing part and a guide rod, a through hole is formed in the middle of the energy-absorbing part, the guide rod penetrates through the through hole in the middle of the energy-absorbing part, and two ends of the guide rod are respectively fixed on the two adjacent carriages.
Advantageous effects
1. According to the structural characteristics of the train and the change in the collision process, namely, the train has deformation energy absorption areas and non-deformation areas, the middle train and the deformation energy absorption areas are divided into four stages of deformation of a train coupler buffer, a train coupler crushing pipe, a main energy absorption device and a cab, so that the train is divided into a head train and the middle train, the head train is divided into the deformation energy absorption areas and the non-deformation areas, the impact force equivalent reduction ratio is adopted aiming at the energy absorption characteristics of the deformation energy absorption areas, namely, the relevant sizes are designed aiming at the energy absorption characteristic curves of the train coupler crushing pipe and the main energy absorption device, the main function of the deformation energy absorption areas is to absorb the impact energy through plastic deformation, the impact force is required to be stable so as to realize ordered deformation, and the impact force equivalent is adopted; the train collision reduction method is characterized in that a rigidity equivalent shrinkage ratio is adopted aiming at the bearing characteristics of a non-deformation area and an intermediate train, and based on the main function of the non-deformation area and the intermediate train, namely bearing, the rigidity is required to be high so as to prevent deformation in the collision process, so that the rigidity equivalence is adopted.
2. The invention designs an energy-absorbing guide piece which comprises a honeycomb aluminum cylinder and a guide rod, wherein on one hand, the size of the honeycomb aluminum cylinder is designed based on the equivalent compression ratio of impact force, and the energy-absorbing characteristic of a connecting car coupler in the actual collision process of a train is simulated by a connecting crushing pipe simulation piece of honeycomb aluminum and a connecting buffer simulation piece of rubber; on the other hand, based on that the car body has transverse and vertical offset in the collision process, and the car coupler of the practical train has the anti-offset characteristic, two ends of the guide rod are respectively fixed on adjacent carriages, so that the transverse and vertical offset of the car body can be effectively inhibited in the collision process of the car body, the guide rod also has the anti-offset characteristic and is closer to the car coupler structure of the practical train, the car body can move along the length direction as much as possible in the collision process, and the guide function identical to that of the car coupler is realized in the aspect of car body movement.
3. The invention considers that the train is mainly of a thin-wall aluminum alloy structure, therefore, the invention pushes the scale factor of the thin-wall slab shell dynamic parameter, and is more suitable for the high-speed train scaling of which the train body is of the thin-wall aluminum alloy structure.
4. The invention adopts the hollow square tubes to splice and form the vehicle body, which greatly reduces the weight of the vehicle body and is easy to satisfy the equivalence principle, in particular to the vehicle body manufactured by selecting the mass block in the high-wide military scheme, thereby not only solving the problem of overlarge mass of the scaled vehicle body, but also effectively avoiding the problems of larger difference between the internal structure of the scaled vehicle body and the actual train and inconsistent dynamic response of the vehicle body caused by the increase of the train rigidity due to the mass block.
5. The similarity of the appearance of the car body is not considered in the scheme of high, broad and military, and the appearance difference between the scaled car body and the original car body is large. The method comprises the steps of dividing a train head car into a deformable area and a passenger carrying area, adopting a 3D printing processing method for the deformable area, enabling the shape of the passenger carrying area to be more regular, establishing a passenger carrying area equivalent model based on an equivalent model design criterion, finally welding the equivalent model deformable area and the passenger carrying area to complete a small-scale equivalent model of the train head car, enabling the shape of a train middle car to be regular, establishing a middle car equivalent model based on the equivalent model design criterion, and enabling the appearance of the train equivalent miniature model to be highly similar to that of an actual train.
Drawings
FIG. 1 is a flow chart of a train equivalent contract model construction method provided by the invention;
FIG. 2 is a schematic view of a head car in an equivalent shrinking model of a train provided by the invention;
FIG. 3 is a schematic view of a middle train in an equivalent shrinking model of the train provided by the invention;
figure 4 is two schematic views of a reinforcing bar provided by the present invention;
FIG. 5 is a schematic view of an energy absorbing guide provided by the present invention at two different angles;
FIG. 6 is a comparative analysis chart of the full-scale head car simulation result and the reduced head car equivalent model simulation result; wherein, the graph (a) is an impact force-time curve graph, (b) is an acceleration-time curve graph, and (c) is a compression stroke-time curve graph of the energy absorption device of the head vehicle;
FIG. 7 is a comparative analysis chart of the simulation result of the full-size secondary vehicle and the simulation result of the restored equivalent model of the secondary vehicle; (a) the figure is a curve diagram of impact force-time, (b) the figure is a curve diagram of acceleration-time, and (c) the figure is a curve diagram of compression stroke-time of a connecting coupler;
FIG. 8 is a comparative analysis diagram of the energy distribution results of each train body obtained by the full-scale train simulation and the small-scale equivalent model simulation of the train, wherein (a) the diagram is the full-scale train, (b) the diagram is the equivalent shrinkage model of the train, and (c) the diagram is the comparative diagram of the energy distribution of the train bodies.
Detailed Description
The present invention will be further described with reference to the following examples.
As shown in fig. 1, the train equivalent scaling model construction method provided by the present invention mainly includes the following four aspects:
firstly, deducing a scale factor of a kinetic parameter;
secondly, designing a train in a partition manner;
and thirdly, verifying the validity.
Firstly, the derivation of the scale factor of the kinetic parameters: the train is in a thin-wall aluminum alloy structure, so that the similar relation of the dynamic characteristics of the train is analyzed aiming at the thin-wall plate shell, namely the scale factor of the dynamic parameters of the head train shrinkage mold is obtained by adopting a similar theory and an equation analysis method based on the dynamic balance equation of the thin-wall plate shell. The resulting scale factors are shown in table 1 above. And will not be described in detail herein.
And secondly, regarding the train partition design, the invention divides the train into a head train and a middle train according to the train structure.
Designing a primary vehicle partition: the train collision process is divided into two stages, wherein the first stage is a deformation energy absorption stage, and the energy absorption device at the end part of the train and a cab are compressed in a grading manner to absorb collision energy; the second stage is a bearing stage, which is carried by a passenger carrying area of the train, and the train body does not deform. Therefore, as shown in fig. 2, the train head train structure is divided into a deformation energy absorption area including a head train energy absorption device and a cab, and a non-deformation area is a passenger carrying area. The primary car energy absorption device comprises a car coupler buffer, a car coupler crushing pipe and a primary energy absorption device.
(1) Designing a deformation energy absorption area:
firstly, respectively multiplying the horizontal and vertical coordinates of the deformation energy absorption characteristic curve of the full-size train head car by the scale factors of the matched dynamic parameters to obtain the deformation energy absorption characteristic curve of the head car shrinkage die.
The abscissa of the deformation energy absorption characteristic curve is compression displacement, the ordinate is impact force, and the area enclosed by the curve is energy absorption. The curve of the head car describes the compression stage of an energy absorption deformation area when a train collides, firstly, a car coupler buffer is compressed to play a buffering role, namely, the impact force is increased along with the increase of compression displacement; then the car coupler crushing pipe, the main energy absorption and the cab are sequentially compressed and deformed, wherein the collision force corresponding to the car coupler crushing pipe and the main energy absorption is kept unchanged at each stage according to the compression stage of the car coupler crushing pipe and the main energy absorption. Characteristic curve for absorbing energy of full-size head vehicle deformationIs multiplied by the impact force scale factor lambdaFAbscissa multiplied by a displacement scale factor λlObtaining the deformation energy-absorbing characteristic curve of the head car shrinkage die, wherein the deformation energy-absorbing characteristic curve comprises the car coupler crushing pipe compression platform force F1mMain energy-absorbing compression platform force F2m。
And then designing the sizes of a coupler buffer, a coupler crushing pipe, a main energy absorption device and a cab in a deformation energy absorption area of the head turning shrinkage die based on the deformation energy absorption characteristic curve and the size scale factor of the head turning shrinkage die.
Regarding the coupler draft gear: multiplying the characteristic size of the full-size train head car hook buffer by a size scale factor to obtain the corresponding characteristic size of the head car hook buffer on the shrinkage die; and multiplying the mass of the coupler buffer on the full-size train head train by a mass scale factor to obtain the corresponding mass of the coupler buffer on the head train shrinkage die. In addition, a rubber buffer is often selected for an actual train, so that a rubber simulation coupler buffer is adopted in a train head train shrinkage mold. Regarding coupler crushing pipe: on one hand, the compression platform force F corresponding to the car coupler crushing pipe on the deformation energy absorption characteristic curve of the head car shrinkage die1mDesigning the cross section area of a hook crushing pipe on a head turning shrinkage die;
the car coupler crushing pipe is simulated by adopting cylindrical honeycomb aluminum, the pressure intensity multiplied by the cross sectional area of the honeycomb aluminum is a compression platform force, and the corresponding car coupler crushing pipe compression platform force F can be obtained by selecting the honeycomb aluminum with different strengths and changing the cross sectional area of the honeycomb aluminum1m。
And on the other hand, multiplying the length of the hook crushing pipe on the full-size train by a size scale factor to obtain the design length of the hook crushing pipe on the head train shrinkage die.
Regarding the primary energy absorbing device: on one hand, the compression platform force F corresponding to the main energy absorption device on the deformation energy absorption characteristic curve of the head turning shrinkage die2mAnd designing the cross section area of the main energy absorption device on the head turning shrinkage die.
The car coupler crushing pipe comprises a car coupler crushing pipe body, a car coupler crushing pipe body and a car coupler crushing pipe body, wherein the car coupler crushing pipe body is provided with a car coupler crushing pipe body, the car couplerCompressive plateau force F2m。
And on the other hand, the length of the main energy absorption device on the full-size train is multiplied by a size scale factor to obtain the design length of the main energy absorption device on the head train shrinkage mold.
Regarding the cab: and multiplying the characteristic size of the full-size train head car driver cab by a size scale factor to obtain the corresponding characteristic size (including length, width, height and thickness) of the head car reduced model driver cab. And multiplying the quality of the full-size train head train driver cab by a quality scale factor to obtain the corresponding quality of the head train reduced mode driver cab.
In this embodiment, the deformable region is preferably generated by 3D printing, and the first train energy absorption device and the cab are generated by 3D printing, so that the outer surface of the first train energy absorption device is closer to an actual train, especially the cab. The automobile body material is formed by welding aluminum alloy square tubes, and the deformable area is connected with the non-deformable area in a welding mode.
(2) Designing a non-deformation area and a middle vehicle:
regarding dimensional equivalence and mass equivalence: and multiplying the characteristic sizes of the non-deformation area on the full-size train head car and the intermediate car by a size scale factor based on the size equivalent scaling ratio to obtain the characteristic sizes of the non-deformation area on the head car shrinkage mode and the intermediate car. And multiplying the mass of the non-deformation area on the full-size train head car and the mass of the intermediate car by a mass scale factor based on the mass equivalent scaling ratio to obtain the mass of the non-deformation area on the head car shrinkage mode and the mass of the intermediate car.
Regarding stiffness equivalence: the vehicle body is formed by splicing hollow square tubes, preferably, the vehicle body is made of aluminum alloy, if the rigidity of an equivalent shrinkage die of a train is too low due to the fact that the square tubes are directly welded, the vehicle body is very easy to bend in the collision process, reinforcing ribs are designed, the reinforcing ribs are made of aluminum alloy square tubes in a bending mode, and the adjacent reinforcing ribs are made of aluminum alloy square tube welding machines as shown in figure 4. Calculating the surface, wherein the rigidity of the train body after the reduction of the train small-scale equivalent model before the reinforcing rib structure is added is 133kN/mm which is far smaller than the actual rigidity of the train, after 4 reinforcing ribs are evenly distributed in the longitudinal direction of the train body, the rigidity of the train body after the reduction of the train small-scale equivalent model is 224kN/mm, the rigidity of the original train body is 230kN/mm, and the relative error is 2.6 percent.
In particular, the non-deformation area and the intermediate vehicle are mainly used for a load-carrying function, so that the rigidity requirement of the intermediate vehicle needs to be ensured. The rigidity of the non-deformation area and each intermediate vehicle is multiplied by a rigidity scale factor respectively to obtain the rigidity of the non-deformation area and each intermediate vehicle; and then the reinforcing ribs are arranged to respectively obtain corresponding rigidity. In this embodiment, it is preferable that the reinforcing ribs on the non-deforming region and each intermediate vehicle are arranged at equal intervals along the length direction.
As shown in FIG. 5, the present invention relates to an energy absorbing guide for use as a connection between adjacent cars. Wherein, energy-absorbing guide package energy-absorbing spare and guide, energy-absorbing spare middle part is opened the through-hole, the guide bar runs through energy-absorbing spare middle part through-hole and the guide bar both ends are fixed respectively on two adjacent sections carriages, for example the round pin is fixed.
In an actual train, an energy absorption structure between two adjacent carriages is a connecting car coupler, wherein an energy absorption element in an equivalent compression mould of the train comprises a connecting buffer simulation element and a connecting crushing pipe simulation element; the connection buffer simulation piece corresponds to a connection buffer in the connection coupler, and the connection crushing pipe simulation piece corresponds to a connection crushing pipe in the connection coupler.
The characteristic size of a connecting buffer simulation piece in an equivalent shrinkage model of the train is obtained by multiplying the characteristic size of the connecting buffer in the full-size train by a size scale factor;
respectively multiplying the horizontal and vertical coordinates of the deformation energy absorption characteristic curve of the connecting crushing pipe in the full-size train by the scale factor of the matched dynamic parameter to obtain the deformation energy absorption characteristic curve of the connecting crushing pipe simulation piece in the energy absorption guide piece, and acquiring the impact force of the connecting crushing pipe simulation piece; calculating the cross-sectional area of the connecting crushing pipe simulation piece according to the impact force of the connecting crushing pipe simulation piece;
wherein, the impact force is equal to the product of the strength and the cross-sectional area of the connecting crushing pipe simulation piece.
And multiplying the length of the connecting crushing pipe in the full-size train by a size scale factor to obtain the length of the connecting crushing pipe simulation piece in the equivalent compression mould of the train.
It should be noted that the related tests of the modeling process of the present invention are simulated in software, such as finite element analysis software, and therefore, before implementation, it is necessary to set related crash parameters, such as setting the loading force of the front train shrinkage model equal to the loading force of the full-size train front train multiplied by a force scaling factor, the crash velocity of the front train shrinkage model equal to the crash velocity of the full-size train front train multiplied by a velocity scaling factor, and the crash time of the front train shrinkage model equal to the crash time of the full-size train front train multiplied by a time scaling factor. And setting the collision parameters according to the scale factors to enable the collision working conditions to be equivalent.
And thirdly, verifying the validity.
And carrying out numerical simulation on the full-size train collision working condition and the train equivalent reduced-mode collision working condition, selecting the impact force, the impact acceleration and the compression stroke of the energy absorption structure as main comparison parameters, and analyzing the effectiveness of an equivalent result relative to a real result according to an equivalent model design rule. The result shows that the similarity between the full-size train collision simulation result and the equivalent model simulation result after reduction is higher, and the relative errors are less than 1%. In the collision process, the impact force-time curve of the head vehicle body, the acceleration-time curve of the vehicle body and the compression stroke-time curve of the energy absorption structure are well matched, the maximum impact force of the vehicle body is 2800kN, the maximum acceleration of the vehicle body is 2.9g, and the maximum compression stroke of the energy absorption structure is 1585mm, as shown in figure 6. In the collision process, the impact force-time curve of the secondary vehicle body, the acceleration-time curve of the vehicle body and the compression stroke-time curve of the energy absorption structure are well matched, the maximum impact force of the vehicle body is 4200kN, the maximum acceleration of the vehicle body is 2.7g, and the maximum compression stroke of the energy absorption structure is 430mm, as shown in FIG. 7. The energy distribution mode after each vehicle body collision is shown in fig. 8, wherein the vehicle numbers 1-8 correspond to the head vehicle-tail vehicle numbers, the train equivalent reduced-model collision energy distribution mode is consistent with the full-size train collision energy distribution rule, and the energy absorption of each vehicle body is reduced in sequence from the head vehicle to the tail vehicle, so that the train equivalent reduced model can truly feed back the dynamic response characteristic when the full-size train collides, and the impact force, the acceleration, the energy absorption structure compression stroke and the collision energy distribution rule of the equivalent model are basically consistent with the full-size train.
In conclusion, the actual train body is formed by welding an aluminum alloy thin-wall structure, and the interior of the train is hollow. In the prior art, a train scale equivalent model construction method and a train scale equivalent model construction system for a collision experiment are characterized in that a scale train body is made of a mass block with higher strength than an energy absorption structure, the rigidity of the train is increased, the internal structure of the scale train body is greatly different from that of an actual train, and the dynamic response rule of the train body is easily inconsistent due to the difference of train body materials. The vehicle body is made of the aluminum alloy square tube, so that the weight of the vehicle body is greatly reduced. The actual train collision mass is 55 tons, the collision mass of the train after the equivalent shrinkage model reduction is 54.3 tons, the relative error is only 1.3 percent, and the internal structure of the equivalent shrinkage model of the train is the same as that of the actual train and is a hollow structure. In the process of train collision, the train equivalent shrinkage model is consistent with the actual train impact force and acceleration response rule, the relative error is less than 0.5 percent, and the relative error of the equivalent model and the actual train energy absorption structure compression stroke is less than 0.8 percent; the rigidity of the equivalent model is too small due to the fact that square tubes are directly welded, the vehicle body is easy to bend in the collision process, a reinforcing rib structure is designed to equivalently replace a rib plate structure in the original vehicle body, the rigidity of the equivalent model is increased, the rigidity of the original vehicle body is 230kN/mm, the rigidity of the vehicle body after the equivalent shrinkage reduction of the train is 224kN/mm, and the relative error is 2.6%; compared with the prior art, the train scale equivalent model construction method and the train scale equivalent model construction system for the collision experiment divide a train head train into a deformable area and a passenger carrying area, the deformable area adopts a 3D printing processing method, the shape of the passenger carrying area is more regular, a passenger carrying area equivalent model is established based on an equivalent model design criterion, finally, the equivalent model deformable area and the passenger carrying area are welded to complete the train head train equivalent model, and the appearance is similar to the height of an original train body; the shape rule of the train intermediate train is based on the equivalent model design rule, and an intermediate train equivalent model is established; the invention relates to an aluminum honeycomb energy-absorbing guide structure, which is connected with adjacent train bodies and has good energy-absorbing characteristic and guidance performance.
It should be emphasized that the examples described herein are illustrative and not restrictive, and thus the invention is not to be limited to the examples described herein, but rather to other embodiments that may be devised by those skilled in the art based on the teachings herein, and that various modifications, alterations, and substitutions are possible without departing from the spirit and scope of the present invention.
Claims (10)
1. A train equivalent shrinkage modeling construction method is characterized by comprising the following steps: the method comprises the following steps:
s1: obtaining a scale factor of each dynamic parameter of the train equivalent shrinkage model compared with the full-size train;
wherein the scale factor types of the kinetic parameters include at least a force scale factor, a displacement scale factor, a size scale factor, a stiffness scale factor, and a mass scale factor;
s2: dividing the train into a head train and a middle train and dividing the head train into a deformation energy absorption area and a non-deformation area according to the deformation energy absorption characteristics in the collision process of the train;
the deformation energy absorption area comprises a primary car energy absorption device and a cab, the primary car energy absorption device comprises a car coupler buffer, a car coupler crushing pipe and a main energy absorption device, and the non-deformation area is a manned area of the primary car;
s3: respectively constructing a head car and a middle car of the equivalent shrinkage model of the train based on the scale factor of the dynamic parameter;
a: respectively multiplying the characteristic sizes and the qualities of a coupler buffer, a cab, a non-deformation area and each intermediate car in the full-size train by the corresponding size scale factor and the corresponding quality scale factor to obtain the characteristic sizes and the qualities matched with the coupler buffer, the cab, the non-deformation area and each intermediate car in the equivalent compression mode of the train;
wherein the characteristic dimensions include length, width, height, thickness;
b: respectively multiplying the horizontal coordinates and the vertical coordinates of the deformation energy absorption characteristic curve of the full-size train by the scale factors of the matched dynamic parameters to obtain the deformation energy absorption characteristic curve of the equivalent shrinkage die of the train, and then constructing a coupler crushing pipe and a main energy absorption device in the head car based on the deformation energy absorption characteristic curve of the equivalent shrinkage die of the train and the size scale factors;
the deformation energy absorption characteristic curve is a relation curve of compression displacement and impact force, and the area enclosed by the curve is energy absorption;
c: multiplying the rigidity of the non-deformation area and each intermediate train in the full-size train by the rigidity scale factor based on the rigidity scale factor to obtain the rigidity of the corresponding non-deformation area and each intermediate train in the equivalent shrinkage model of the train; then arranging reinforcing ribs on the train equivalent-shrinkage non-deformation area and each intermediate train until the corresponding rigidity is respectively achieved;
s4: constructing an energy-absorbing guide piece between adjacent carriages on an equivalent shrinkage die of the train according to the structural size and the deformation energy-absorbing characteristic of a connecting coupler between adjacent carriages on the full-size train;
the energy-absorbing guide part is connected with two adjacent carriages on the train equivalent shrinkage mold and comprises an energy-absorbing part and a guide rod, a through hole is formed in the middle of the energy-absorbing part, the guide rod penetrates through the through hole in the middle of the energy-absorbing part, and two ends of the guide rod are respectively fixed on the two adjacent carriages.
2. The method of claim 1, wherein: the energy absorbing part in the connecting car coupler comprises a connecting buffer and a connecting crushing pipe, and the energy absorbing part in the energy absorbing guide part comprises a connecting buffer simulation part and a connecting crushing pipe simulation part; the connection buffer simulation piece and the connection crushing pipe simulation piece are constructed in the following process:
multiplying the characteristic size of the connection buffer in the full-size train by a size scale factor to obtain the characteristic size of a connection buffer simulation piece in an equivalent shrinkage model of the train;
respectively multiplying the horizontal and vertical coordinates of the deformation energy absorption characteristic curve of the connecting crushing pipe in the full-size train by the scale factor of the matched dynamic parameter to obtain the deformation energy absorption characteristic curve of the connecting crushing pipe simulation piece in the energy absorption guide piece, and acquiring the impact force of the connecting crushing pipe simulation piece; calculating the cross-sectional area of the connecting crushing pipe simulation piece according to the impact force of the connecting crushing pipe simulation piece;
wherein the impact force is equal to the product of the element strength and the cross-sectional area;
and multiplying the length of the connecting crushing pipe in the full-size train by a size scale factor to obtain the length of the connecting crushing pipe simulation piece in the equivalent compression mould of the train.
3. The method of claim 1, wherein: the process of constructing the car coupler crushing pipe and the main energy absorption device in the head car based on the deformation energy absorption characteristic curve of the train equivalent shrinkage die and the size scale factor comprises the following steps:
respectively multiplying the lengths of the coupler crushing pipe and the main energy absorption device in the full-size train head car by a size scale factor to obtain the lengths of the coupler crushing pipe and the main energy absorption device in the equivalent shrinkage die head car of the train;
respectively calculating the cross sectional areas of the coupler crushing pipe and the main energy absorption device on the head car shrinkage die according to the impact force corresponding to the coupler crushing pipe and the impact force corresponding to the main energy absorption device on the deformation energy absorption characteristic curve of the head car shrinkage die;
wherein the impact force is equal to the product of the element strength and the cross-sectional area.
4. The method of claim 1, wherein: the process of obtaining the scale factor in the step S1 is as follows: obtaining a scale factor of the dynamic parameters of the first turning shrinkage die by adopting a similar theory and an equation analysis method based on a dynamic balance equation of the thin-wall plate shell;
wherein, the train head car adopts thin wall plate shell structure.
5. The method of claim 4, wherein: the scale factors of the dynamic parameters further comprise a time scale factor, a speed scale factor, an acceleration scale factor and an energy scale factor;
wherein, the relationship of the scale factors of various kinetic parameters is as follows:
λl＝λ、λF＝λ2、λt＝λ、λv＝1、λa＝λ-1、λm＝λ3、λk＝λ、λE＝λ3
wherein λ is a size scale factor, λF、λt、λv、λa、λm、λk、λEForce scale factor, time scale factor, velocity scale factor, acceleration scale factor, mass scale factor, stiffness scale factor, energy scale factor, lambdalIs a displacement scale factor.
6. The method of claim 1, wherein: the train equivalent shrinkage mould car body is formed by splicing square pipes, and each square pipe is hollow.
7. The method of claim 1, wherein: the coupler crushing pipe is made of cylindrical honeycomb aluminum; the main energy absorption device is made of cuboid honeycomb aluminum, and the car coupler buffer is made of a rubber simulation buffer.
8. The method of claim 1, wherein: and generating a deformable region in the train equivalent shrinkage mold in a 3D printing mode.
9. The method of claim 1, wherein: the train equivalent shrinkage mold body is an aluminum alloy body.
10. A train equivalent reduction model based on the method of any one of claims 1 to 9, characterized in that: the energy-absorbing and energy-absorbing device comprises a head car and a middle car, wherein the head car is divided into a deformation energy-absorbing area and a non-deformation area, and an energy-absorbing guide piece is arranged between adjacent carriages;
the deformation energy absorption area comprises a primary car energy absorption device and a cab, and the primary car energy absorption device comprises a car coupler buffer, a car coupler crushing pipe and a main energy absorption device;
the coupler buffer is a rubber simulation buffer, and the coupler crushing pipe is cylindrical honeycomb aluminum; the main energy absorption device is cuboid honeycomb aluminum;
the energy-absorbing guide part is connected with two adjacent carriages on the train equivalent shrinkage mold and comprises an energy-absorbing part and a guide rod, a through hole is formed in the middle of the energy-absorbing part, the guide rod penetrates through the through hole in the middle of the energy-absorbing part, and two ends of the guide rod are respectively fixed on the two adjacent carriages.
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