CN110781559A - Optimized design method for collision resistance of railway vehicle body - Google Patents
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Abstract
A rail vehicle body crashworthiness optimization design method includes firstly calling energy configuration of similar cases from a database as initial configuration of a newly designed vehicle according to basic design parameters of weight, collision speed, friction coefficient and braking coefficient of the newly designed vehicle and a certain principle, then simplifying a train into a mass spring system, establishing a balance equation of the train by using a Dalnbel principle, solving by adopting a four-order Runge Tower method, optimizing according to results and according to the principle that an energy absorption element is small in mass, small in volume and large in energy absorption capacity, and performing iterative calculation until collision energy absorption conditions are met. In the whole design process, the existing successful cases are combined, and the rationality and feasibility of the energy absorption design of the collision interface are improved. The simplified model is used for simulation calculation, so that the dependence on computer hardware is reduced under the condition of ensuring the accuracy of the calculation result, the simulation efficiency is improved, and the period of the design scheme is greatly shortened.
Description
Technical Field
The invention relates to an optimal design of a railway vehicle body, in particular to an optimal design method of vehicle break and collision resistance.
Background
The high-speed train (the train with the operation speed per hour of more than 200 kilometers) plays an important role in the traffic field on time, quickly and conveniently, and the safety is an important evaluation index of rail transit. The passive safety protection system is a system capable of reducing accident consequences, and kinetic energy generated by collision impact is dissipated through the energy absorption element in a certain controlled mode, so that collision is relieved, the consequences of accidents are reduced, and safety of passengers and structural integrity of a vehicle body are guaranteed. The distributed energy absorption of the motor train unit at each collision interface is realized by arranging corresponding energy absorption structures.
At present, rail transit vehicles are mainly produced in a customized mode, the weight, the running speed and the marshalling number of the vehicle body are not even identical when meeting the standard, and accordingly the crashworthiness of the vehicle body also needs to be designed and tested independently. At present, no effective method and system can realize the energy absorption structure design of the collision interface of the whole train. The design of the crashworthiness of the whole train mainly depends on simulation analysis and empirical methods. Due to the fact that a whole vehicle model is huge, requirements for simulation tests are high due to the fact that simulation analysis is adopted, the requirements are limited by computer performance, calculation for one time is often long, and even solving is difficult. The experience method is adopted, the success probability is low, and the verification is carried out through actual tests, so that the cost is high, and the development period is long. Particularly, at the initial design stage of the interface energy absorption configuration, a vehicle body model is not accurately determined, design parameters including energy absorption parameters need to be changed frequently, and design and optimization are difficult to adopt simulation analysis. The method of experience plus test is adopted, but the development period is long, the cost is high, the efficiency is low, the crashworthiness can only meet the relevant standards, and the optimized design cannot be realized.
Disclosure of Invention
Aiming at the defects of the existing method, the invention provides a design method for the crashworthiness of an entire train (including a head train and a middle train) by combining a theoretical formula, simulation analysis and experimental test. The method is proved to be feasible by experiments, and has the advantages of short design period of collision resistance of the vehicle body, high feasibility and low development cost.
In order to achieve the aim, the invention provides an optimal design method for the crashworthiness of a rail vehicle body, which is characterized by comprising the following steps:
(1) determining the whole vehicle marshalling, the collision speed, the dynamic friction coefficient, the static friction coefficient, the type of each vehicle and the weight of each vehicle; the above parameters are used as initial conditions;
(2) determining initial energy absorption configuration similar to the newly designed vehicle from all energy absorption configuration databases which are successfully applied through the parameters;
(3) performing simulation analysis on the initial energy absorption configuration obtained in the step (2): performing one-dimensional simulation of energy collision by adopting a multi-body dynamics theory;
(4) analyzing the calculation result, judging whether the stroke of each interface force exceeds a preset stroke, judging whether the energy absorption configuration meets the energy collision requirement, and evaluating the indexes: and if the result does not meet the requirement, performing iterative calculation until the collision requirement is met, wherein the iterative principle is as follows: considering the factor of vehicle body strength, preferentially increasing the energy absorption stroke which does not meet the collision interface under the condition that the energy absorption space is met; if the energy absorption space is insufficient, the buffer force value is increased;
(5) if the calculation result meets the collision energy absorption requirement, the energy absorption configuration can be optimized to obtain an optimal energy absorption scheme; the optimization principle is as follows: the ratio of the absorption energy to the weight of the energy-absorbing element, namely the weight energy-absorbing ratio, is 0.2KJ/kg-200 KJ/kg; the ratio of the energy absorption stroke to the energy absorption direction of the energy absorption element, namely the energy absorption rate is 20-95%;
(6) according to the principle, the optimized energy absorption configuration of the two ends of each vehicle is adjusted and input, wherein the energy absorption configuration comprises the type of an energy absorption device, a buffer force value, an energy absorption stroke and an energy absorption curve;
(7) solving by adopting a four-order Runge Kutta method to obtain the walking displacement of each vehicle at the collision moment and the speed of each vehicle at the collision moment, and further obtaining the changes of the acceleration, the buffer force and the energy absorption of the vehicle body along with the time in the whole collision process;
(8) analyzing an optimized calculation result, and judging whether the energy absorption stroke of each interface is maximally utilized when the energy absorption configuration meets the collision energy absorption condition; if the spare energy absorption stroke accounts for more than 70% of the whole energy absorption stroke, continuing optimization, specifically: firstly, reducing the energy absorption stroke of the head car; if the energy absorption is reduced and the collision energy absorption is not satisfied, the crushing force value is improved on the premise of ensuring that the vehicle body is not damaged; and then further carrying out iterative calculation until the energy absorption stroke of the energy absorption device is 30-95% of the whole energy absorption stroke.
The principle of the initial energy absorption configuration in the step (2) is as follows:
a) the method comprises the following steps Calculating to obtain the theoretical absorbable energy value of the train according to the momentum theorem and the principle of energy conservation;
b) the method comprises the following steps According to the number of the finished train marshalling, the theoretical energy absorption of each carriage is calculated;
c) the method comprises the following steps Searching an energy absorption configuration database which is successfully applied by taking 50 to 200 percent of theoretical energy absorption of each vehicle as a target to find out approximate energy absorption and energy absorption configuration modes;
d) the method comprises the following steps If a plurality of approaching schemes exist, selecting the train with the closest train grouping number;
e) the method comprises the following steps Then, the inquired energy absorption configuration scheme is used as the initial energy absorption configuration of the newly designed vehicle, and the initial energy absorption configuration comprises an energy absorption form, a buffering force and an energy absorption stroke; the specific method comprises the following steps: the energy absorption forms and configurations of the head and tail vehicle ends and the middle vehicle are the same as the energy absorption configuration scheme obtained by inquiring; when the number of the marshalling is different, increasing or reducing the energy absorption configuration number of the middle vehicle;
f) the method comprises the following steps In the step c), if no approaching scheme exists, expanding or reducing the theoretical absorption energy by 1 time according to the existing configuration of the database, and continuously repeating the steps c) and d) for inquiring until finding out an approaching energy absorption configuration scheme;
g) the method comprises the following steps If the theoretical energy absorption is enlarged by 1 time, the closest energy absorption is reduced by 1 time, and the specific energy absorption form is unchanged; if the theoretical energy absorption is reduced by 1 time, the closest energy absorption is enlarged by 1 time, and the specific energy absorption form is unchanged.
The energy collision one-dimensional simulation method in the step (3) comprises the following steps: each compartment of the whole train is equivalent to a rigid mass block, the weight of each rigid mass block is the same as that of the corresponding compartment, each energy absorption configuration of the train end and the middle train is simplified into an equivalent stiffness spring system, and the specific principle is as follows: the energy absorption device and the corresponding equivalent stiffness spring have the same force displacement curve, and finally, an equivalent mass spring system model of the whole train is obtained; then, establishing a motion balance equation of the system by utilizing the Daronbel principle; solving the nonlinear differential equation set by adopting a four-order Runge Kutta method; and (3) obtaining the change of the displacement and the speed of each vehicle along with the time, and further calculating the change of the acceleration, the buffering force and the energy absorption of the vehicle body along with the time in the whole collision process.
The method combines an actual successful energy absorption configuration scheme with theoretical simulation analysis, firstly calls energy configuration of similar cases from a database as initial configuration of a newly designed vehicle according to basic design parameters of the weight, collision speed, friction coefficient and braking coefficient of the newly designed vehicle and a certain principle, then simplifies a train into a mass spring system, establishes a balance equation of the train by using the Dalabel principle, adopts a four-order Runge Tower method to solve, optimizes according to results and according to the principle that an energy absorption element has small mass, small volume and large energy absorption capacity, and performs iterative calculation until meeting collision energy absorption conditions. In the whole design process, the existing successful cases are combined, and the rationality and feasibility of the energy absorption design of the collision interface are improved. The simplified model is used for simulation calculation, so that the dependence on computer hardware is reduced under the condition of ensuring the accuracy of the calculation result, the simulation efficiency is improved, and the period of the design scheme is greatly shortened.
Drawings
FIG. 1 is a flow chart of a design method of the present invention.
Detailed Description
Referring to fig. 1, as communication is more frequent across an area, it is difficult to meet the requirement of passenger capacity for a short-train (model CR400BF, 8 trains) that have been operated at a speed of 350 km/h. 16 marshalling standard motor train units with the speed of 350 kilometers per hour are produced at the same time, and multi-vehicle operation is realized, so that the passenger capacity is increased, and the operation efficiency is improved. The length of the train body is increased, namely the mass and the passenger carrying capacity of the train are increased, and the kinetic energy during the operation is increased on the premise of not reducing the operation speed, so that the requirement on the collision resistance of the train body of the long marshalling train is inevitably improved relative to the short marshalling train.
The optimized design method of the invention is described below by taking 16 marshalling car body crashworthiness design as an example, and comprises the following steps:
1. determining that the whole vehicle is organized into 16 vehicles, the collision speed is 36km/h, the type of each vehicle is a motor vehicle, the weight of each vehicle is 57.5 tons, and the dynamic and static friction coefficients are input according to measured data;
2. according to the momentum theorem and the principle of energy conservation, the theoretical absorbable energy value of the train is calculated to be 23 MJ; and (4) according to the number of 16 finished vehicle groups, obtaining the theoretical energy absorption size of each compartment to be 1.44 MJ. And searching an energy absorption configuration database which is successfully applied by taking 50 to 200 percent of theoretical energy absorption of each vehicle as a target to find out approximate energy absorption and energy absorption configuration modes. And finally finding the energy absorption configuration of the marshalling train with the speed of 350 kilometers per hour 8 as the initial configuration by combining the vehicle marshalling number. The energy absorption forms and configurations of the head and tail vehicle ends and the middle vehicle are the same as the energy absorption configuration scheme obtained by inquiring; all energy absorbing configurations of the center car are the same as the energy absorbing configuration of the 8-consist center car.
3. Adopting a multi-body dynamics theory to carry out energy collision one-dimensional simulation, firstly establishing a simulation model: the long grouped 16 carriages are equivalent to 16 rigid mass blocks, and the weight of each rigid mass block is the same as that of the corresponding carriage; each energy absorption device of the vehicle end and the middle vehicle is simplified into a corresponding equivalent stiffness spring system, and the specific principle is as follows: the energy device and the corresponding equivalent stiffness spring have the same force displacement curve, and finally the equivalent mass spring system model of the whole train is obtained; then, establishing a motion balance equation of the system by utilizing the Daronbel principle; solving the nonlinear differential equation set by adopting a four-order Runge Kutta method; and (3) obtaining the change of the displacement and the speed of each vehicle along with the time, and further calculating the acceleration, the change of the buffer force and the change of the energy absorption along with the time of the vehicle body in the whole collision process.
4. According to simulation analysis results, analysis calculation results show that the average acceleration in the collision process meets the requirement that the average acceleration in the EN15227 standard is less than or equal to 5g, the energy absorption stroke of the middle vehicle does not exceed the preset stroke, but the energy absorption stroke of the head vehicle exceeds the designed energy absorption stroke. Because the buffering force is smaller than the strength of the vehicle body, the buffering force of the energy absorber of the head vehicle is increased, and simulation analysis is performed again.
5. And (3) carrying out simulation calculation on the superposition result, wherein the calculation result meets the collision energy absorption requirement and meets the optimal energy absorption scheme, namely: the ratio of the absorption energy to the weight of the energy-absorbing element, namely the weight energy-absorbing ratio, is 0.2KJ/kg-200 KJ/kg; the ratio of the energy absorption stroke to the energy absorption direction of the energy absorption element, namely the energy absorption rate is 30-95%; no further iterative optimization is required. The specific results are as follows:
the overall energy absorption is 22.77MJ with a specific configuration: the platform force of the crushing pipe of the head hook is 1800kN, the stroke is 600mm, the platform force of the anti-climbing energy absorption device is 1000KN, the stroke is 750mm, the platform force of the main energy absorption device is 1880kN, and the stroke is 500 mm. The platform force of the coupler with the crushing pipe is 1800kN, the stroke is 500mm, the platform force of the anti-climbing energy absorption device of the middle car is 1080kN, and the stroke is 210 mm; the data of the energy absorption of each collision interface obtained by the one-dimensional simulation analysis are shown in the following table: the maximum acting force of all collision interfaces does not exceed 2880kN, the acceleration of the vehicle body does not exceed 3.21g, and the EN15227 standard requirement is met.
Claims (3)
1. The optimal design method for the crashworthiness of the rail vehicle body is characterized by comprising the following steps:
(1) determining the whole vehicle marshalling, the collision speed, the dynamic friction coefficient, the static friction coefficient, the type of each vehicle and the weight of each vehicle; the above parameters are used as initial conditions;
(2) determining initial energy absorption configuration similar to the newly designed vehicle from all energy absorption configuration databases which are successfully applied through the parameters;
(3) performing simulation analysis on the initial energy absorption configuration obtained in the step (2): performing one-dimensional simulation of energy collision by adopting a multi-body dynamics theory;
(4) analyzing the calculation result, judging whether the stroke of each interface force exceeds a preset stroke, judging whether the energy absorption configuration meets the energy collision requirement, and evaluating the indexes: and if the result does not meet the requirement, performing iterative calculation until the collision requirement is met, wherein the iterative principle is as follows: considering the factor of vehicle body strength, preferentially increasing the energy absorption stroke which does not meet the collision interface under the condition that the energy absorption space is met; if the energy absorption space is insufficient, the buffer force value is increased;
(5) if the calculation result meets the collision energy absorption requirement, the energy absorption configuration can be optimized to obtain an optimal energy absorption scheme; the optimization principle is as follows: the ratio of the absorption energy to the weight of the energy-absorbing element, namely the weight energy-absorbing ratio, is 0.2KJ/kg-200 KJ/kg; the ratio of the energy absorption stroke to the energy absorption direction of the energy absorption element, namely the energy absorption rate is 20-95%;
(6) according to the principle, the optimized energy absorption configuration of the two ends of each vehicle is adjusted and input, wherein the energy absorption configuration comprises the type of an energy absorption device, a buffer force value, an energy absorption stroke and an energy absorption curve;
(7) solving by adopting a four-order Runge Kutta method to obtain the walking displacement of each vehicle at the collision moment and the speed of each vehicle at the collision moment, and further obtaining the changes of the acceleration, the buffer force and the energy absorption of the vehicle body along with the time in the whole collision process;
(8) analyzing an optimized calculation result, and judging whether the energy absorption stroke of each interface is maximally utilized when the energy absorption configuration meets the collision energy absorption condition; if the spare energy absorption stroke accounts for more than 70% of the whole energy absorption stroke, continuing optimization, specifically: firstly, reducing the energy absorption stroke of the head car; if the energy absorption is reduced and the collision energy absorption is not satisfied, the crushing force value is improved on the premise of ensuring that the vehicle body is not damaged; and then further carrying out iterative calculation until the energy absorption stroke of the energy absorption device is 30-95% of the whole energy absorption stroke.
2. The optimal design method for the crashworthiness of the railway vehicle body as claimed in claim 1, wherein: the principle of the initial energy absorption configuration in the step (2) is as follows:
a) the method comprises the following steps Calculating to obtain the theoretical absorbable energy value of the train according to the momentum theorem and the principle of energy conservation;
b) the method comprises the following steps According to the number of the finished train marshalling, the theoretical energy absorption of each carriage is calculated;
c) the method comprises the following steps Searching an energy absorption configuration database which is successfully applied by taking 50 to 200 percent of theoretical energy absorption of each vehicle as a target to find out approximate energy absorption and energy absorption configuration modes;
d) the method comprises the following steps If a plurality of approaching schemes exist, selecting the train with the closest train grouping number;
e) the method comprises the following steps Then, the inquired energy absorption configuration scheme is used as the initial energy absorption configuration of the newly designed vehicle, and the initial energy absorption configuration comprises an energy absorption form, a buffering force and an energy absorption stroke; the specific method comprises the following steps: the energy absorption forms and configurations of the head and tail vehicle ends and the middle vehicle are the same as the energy absorption configuration scheme obtained by inquiring; when the number of the marshalling is different, increasing or reducing the energy absorption configuration number of the middle vehicle;
f) the method comprises the following steps In the step c), if no approaching scheme exists, expanding or reducing the theoretical absorption energy by 1 time according to the existing configuration of the database, and continuously repeating the steps c) and d) for inquiring until finding out an approaching energy absorption configuration scheme;
g) the method comprises the following steps If the theoretical energy absorption is enlarged by 1 time, the closest energy absorption is reduced by 1 time, and the specific energy absorption form is unchanged; if the theoretical energy absorption is reduced by 1 time, the closest energy absorption is enlarged by 1 time, and the specific energy absorption form is unchanged.
3. The optimal design method for the crashworthiness of the railway vehicle body as claimed in claim 1, wherein: the energy collision one-dimensional simulation method in the step (3) comprises the following steps: each compartment of the whole train is equivalent to a rigid mass block, the weight of each rigid mass block is the same as that of the corresponding compartment, each energy absorption configuration of the train end and the middle train is simplified into an equivalent stiffness spring system, and the specific principle is as follows: the energy absorption device and the corresponding equivalent stiffness spring have the same force displacement curve, and finally, an equivalent mass spring system model of the whole train is obtained; then, establishing a motion balance equation of the system by utilizing the Daronbel principle; solving the nonlinear differential equation set by adopting a four-order Runge Kutta method; and (3) obtaining the change of the displacement and the speed of each vehicle along with the time, and further calculating the change of the acceleration, the buffering force and the energy absorption of the vehicle body along with the time in the whole collision process.
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