CN111353220A - Train collision energy distribution rapid analysis method - Google Patents
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Abstract
A train collision energy distribution rapid analysis method relates to the technical field of rail vehicle collision passive safety. Establishing an equivalent rigid body block model of the vehicle through modeling software, wherein the equivalent rigid body block model comprises a model of an energy absorbing element between vehicles including a coupler buffer device and an energy absorbing unit; establishing equivalent rigid body block models of different types of passengers; elastically connecting different types of passenger equivalent rigid body block models with the vehicle rigid body block model by establishing a coordinate system; defining unit types, attributes and material performances of an analysis model, wherein the rapid analysis model comprises vehicle weight information, vehicle body material freedom degree states, model unit information and mechanical property information of energy absorption elements among train vehicles; establishing a track rigid body model and a wheel-track friction force equivalent model; establishing a collision contact relation between a moving train and a static train; defining initial collision speed and output information of the moving train, defining force-time curves and force-travel curves of all sections of the analysis calculation model, and defining energy output of all items.
Description
Technical Field
The invention relates to the technical field of passive safety of rail vehicle collision.
Background
The passive safety of the train becomes a key point and a difficult point of the modern rail vehicle design, and with the increase of the running speed of the train, once the train collision accident happens, the consequences are not imaginable, so that the life safety of passengers is threatened, and huge economic damage and social influence are caused. Due to the complexity of a train operation system, even a modern train adopting active safety protection such as advanced signals, scheduling management, programmed management and the like cannot avoid the occurrence of train collision accidents by 100 percent, and a 7.23 motor train accident is the best explanation; as the last barrier for protecting passengers, passive safety of the train is very important. Therefore, it is necessary to intensively study to improve the passive safety of train collision, protect the life and property safety of passengers in the event of collision accident, and reduce economic damage and social influence.
The passive safety of train collision is the integral embodiment of the whole train system performance, and the research on the train collision by a single vehicle cannot be realized. For a brand-new project, in the design stage of the scheme, the design key of the passive safety of train collision is to realize the design of energy absorption elements and energy absorption distribution among all the vehicles in the train formation, and the design can be completed only by carrying out analysis, calculation and optimization for dozens of times or even hundreds of times. At present, two common methods are adopted, one method is to adopt three-dimensional whole train finite element analysis, namely, a whole train collision finite element model is established for analysis, the method is large in calculation scale (the number of calculation grids is usually more than 2000 ten thousand), and is limited by the limitation of calculation hardware, the calculation cost is usually high, the time for calculating once is very long (the calculation period is usually about 80 hours by adopting 120-core HPC), dozens of times or even hundreds of times of analysis and calculation are needed in the design stage, and obviously, the method cannot meet the design requirement and delays the design progress; the other method is a one-dimensional simplified energy distribution analysis method, which is proposed by some host factories and scientific research structures at home and abroad in recent years, namely, a vehicle structure adopts rigid mass blocks for equivalence, and energy absorbing elements such as a car coupler, a climbing preventer and the like adopt beam units for equivalence, and the method can realize rapid analysis of train collision energy distribution, but the method cannot consider the influence of passengers, so that passengers certainly exist on a train when the actual train collides, and meanwhile, the collision of the train in an AW3 state (such as the American los Angeles subway project R13749) is definitely required to be considered in some engineering projects, the mass of the passengers necessarily increases the collision kinetic energy of the train, and the collision kinetic energy of the train has influence on the collision response of the passengers of the train, but because the vehicle body structure is not fixedly connected and is relatively elastically connected, and because the postures and positions of the passengers are different, the influence on the collision response of the train is more complicated, however, the existing energy distribution analysis method is adopted, the mass of the passengers can only be directly added into the total mass of the vehicle, namely the passengers are directly and fixedly connected to the vehicle body, the method is obviously unreasonable, the collision of the train is undoubtedly aggravated, the over-design of the vehicle is caused, designers are misled to a certain degree, and the overweight of the vehicle is caused.
Disclosure of Invention
The invention aims to provide a method for rapidly analyzing collision energy distribution of a train, which can effectively solve the technical problem of theoretical support of passive safety design of the train.
The purpose of the invention is realized by the following technical scheme: a train collision energy distribution rapid analysis method comprises the following steps:
step one, establishing a vehicle equivalent rigid body block model through modeling software, wherein the vehicle equivalent rigid body block model comprises a vehicle coupler buffer device and an energy absorption unit and is used as an inter-vehicle energy absorption element model, and the mass of the vehicle equivalent rigid body block is the same as that of an actual vehicle;
classifying according to the position of the passenger in the vehicle and the passenger with or without a seat, and establishing equivalent rigid body block models of different types of passengers, wherein the equivalent rigid body block models of the passengers have the same quality as the actual passengers;
thirdly, elastically connecting different types of passenger equivalent rigid body block models and vehicle rigid body block models by establishing a coordinate system, wherein the elastically connected whole model forms a train collision energy distribution rapid analysis model considering the influence of passengers;
step four, defining the unit type, the attribute and the material performance of a rapid analysis model, wherein the rapid analysis model comprises vehicle weight information, the freedom degree state of a vehicle body material, model unit information, mechanical characteristic information of energy absorption elements among train vehicles, the positions of passengers in the vehicles, the mass of the passengers with seats or without seats and elastic connection information of the passengers with the vehicles;
establishing a track rigid body model and a wheel-rail friction force equivalent model;
step six, establishing a contact relation of collision of the moving train or the static train;
defining the initial collision speed of the moving train;
step eight, defining output information, including calculating collision termination time and time step length, opening various output information switches, defining the speed and acceleration output nodes of the test vehicle, the compression force of various energy absorption elements, a compression displacement output unit and a test vehicle energy absorption output unit, and defining the output information of various collision energy;
step nine, submitting all the output information to an LS-DYNA platform for calculation;
step ten, reading the calculation result information, analyzing the compression force and the compression displacement of each section of the energy-absorbing element model, calculating a compression force-time curve and a compression force-travel curve, analyzing and judging according to the calculation result, if the design requirements are met, finishing the analysis, otherwise, returning to the step one, and modifying the design parameters for recalculation.
The software involved in modeling is HYPERMESH preprocessing software.
Compared with the prior art, the advantages and effects are as follows: the train collision energy distribution method considers the train collision energy distribution influenced by passengers, and has the advantages and effects of quick analysis as follows:
(1) the method can simulate the complex elastic connection relationship among different positions, seated or unseated passenger types and different passenger types and vehicles when the train collision happens, and can consider the influence of the passengers at different positions, seated or unseated on the train collision response;
(2) the method can realize rapid modeling and rapid train collision energy distribution analysis, complete the first model establishment within 2 hours, complete one calculation (adopting a 24-core workstation) within 2 minutes, and complete one model modification within 10 minutes;
(3) the rapid conversion can be realized for different engineering projects, different train types and different passenger types and states;
(4) rapidly obtaining the relation between the compression force and the compression stroke of energy absorbing elements (a car coupler buffer device and an anti-climbing energy absorbing device) in each vehicle collision interface in train marshalling, and judging whether the collision force exceeds an allowable range;
(5) rapidly obtaining speed and acceleration time curves of each vehicle in the train marshalling, and judging whether the train collision is finished;
(6) quickly obtaining the absorption energy and the friction energy of an energy absorption element in each vehicle collision interface in train marshalling, and judging whether the train meets the energy absorption requirement or not;
(7) quickly optimizing and adjusting input parameters according to the calculation result;
(8) theoretical support is provided for the passive safety design of train collision.
Drawings
FIG. 1 is a flow chart of a method for rapid analysis of train crash energy distribution with consideration of occupant impact;
FIG. 2 is a schematic diagram of a train crash energy distribution rapid analysis model taking into account occupant effects;
FIG. 3 is a partial schematic view of a train collision interface of a rapid analysis model of train collision energy distribution with consideration of occupant effects;
FIG. 4 is a schematic view of a characteristic curve of an energy absorbing element at a collision interface between two trains in a minimum motion unit of the train; the abscissa in the figure represents the compression displacement of the energy-absorbing elements including the car coupler buffer device and the energy-absorbing unit at the collision interface of two cars between the minimum motion units of the train, and the unit is mm, and the ordinate in the figure represents the compression force of the energy-absorbing elements and the unit is kN;
FIG. 5 is a schematic view of a characteristic curve of an energy absorbing element at a collision interface of two trains in a minimum motion unit of the train; the abscissa in the figure represents the compression displacement of the energy-absorbing elements including the car coupler buffer device and the energy-absorbing unit at the collision interface of two cars in the minimum motion unit of the train, and the unit is mm, and the ordinate in the figure represents the compression force of the energy-absorbing elements and the unit is kN;
FIG. 6 is a schematic view of the position of different types of occupants within the vehicle;
FIG. 7 is a schematic diagram of the elastic connection characteristics of the occupant equivalent rigid block and the vehicle rigid block; the abscissa in the figure indicates the position of the passenger relative to the vehicle, represents the distance moved by the passenger when the passenger comes into contact with the vehicle at the time of a train collision, and is in mm, and the ordinate in the figure represents the contact reaction force generated when the passenger comes into contact with the vehicle, and is in kN;
FIG. 8 is a schematic diagram of crash speed versus time curves for each vehicle in a train consist; the abscissa in the graph represents the time of occurrence of a train collision in units of s, and the ordinate in the graph represents the speed of the vehicle in units of km/h;
FIG. 9 is a schematic illustration of an average deceleration over time for each vehicle collision in a train consist; the abscissa in the graph represents the time at which a train collision occurs in units of s, and the ordinate in the graph represents the deceleration of the vehicle in units of g;
FIG. 10 is a schematic diagram of a train crash energy versus time curve; the abscissa in the graph represents the time of the occurrence of the train collision in units of s, and the ordinate in the graph represents the energy of the train in units of MJ;
FIG. 11 is a schematic representation of the energy absorption of an energy absorber element at an impact interface between vehicles as a function of time; the abscissa in the graph represents the time of occurrence of a train collision in units of s, and the ordinate in the graph represents the energy absorbed by the energy-absorbing element at the collision interface between the vehicles in units of MJ;
FIG. 12 is a graphical representation of the compression travel of an energy absorber element at an impact interface between vehicles as a function of time; the abscissa in the graph represents the time in s at which the train impact occurs and the ordinate in mm represents the displacement in mm of compression of the energy absorbing element at the impact interface between the vehicles.
Detailed Description
1) The train collision rigid body model is created, and is shown in figure 1, figure 2, figure 3, figure 4 and figure 5
a. Referring to fig. 2 and fig. 3, a rigid body model for train collision is established by using HYPERMESH preprocessing software, wherein a train is a 6-train marshalling, 2 trains form a train minimum motion unit, and the rigid body model for train collision comprises: the system comprises a vehicle equivalent rigid body block model 1, two vehicle collision interface energy-absorbing elements 2 (comprising a vehicle coupler buffer device and an anti-climbing energy-absorbing unit) in a minimum motion unit of a train, and two vehicle collision interface energy-absorbing elements 3 (comprising a vehicle coupler buffer device and an anti-climbing energy-absorbing unit) between the minimum motion units of the train;
b. the vehicle equivalent rigid body block model 1 adopts solid entity units, rigid body materials are endowed, only the freedom degree of the train movement direction is set through the materials, and other freedom degrees are all restricted; the weight of the equivalent rigid body block model of the vehicle body is adjusted to be the same as the mass of the actual vehicle through the material density, and the mass of the equivalent rigid body block model of the vehicle is 37.195 tons in the example; two train collision interface energy-absorbing elements 2 (comprising a train coupler buffer device and an anti-climbing energy-absorbing unit) in a train minimum motion unit and two train collision interface energy-absorbing elements 3 (comprising a train coupler buffer device and an anti-climbing energy-absorbing unit) between train minimum motion units all adopt discrete beam units, and simultaneously, a collision force-displacement characteristic curve is given;
c. referring to the attached figure 4, a schematic diagram of a collision force-displacement characteristic curve of two train collision energy absorption elements 3 (comprising a coupler buffer device and an anti-climbing energy absorption unit) between minimum motion units of a train is shown. The abscissa in the figure represents the compression displacement of the energy-absorbing elements including the car coupler buffer device and the energy-absorbing unit at the collision interface of two cars between the minimum motion units of the train, and the unit is mm, and the ordinate in the figure represents the compression force of the energy-absorbing elements and the unit is kN; a curve 1 is a collision force-displacement curve of the coupler buffer device, wherein when the compression displacement is 0-20mm, the collision force quickly rises from 0kN to 700kN, when the compression displacement is 20-340 mm, the collision force keeps 700kN, when the compression displacement is 340-342 mm, the collision force firstly rises to 8400kN and then the coupler is sheared, and then the collision force falls to 0 kN; a curve 2 is a collision force-displacement curve of the anti-climbing energy-absorbing unit, wherein when the compression displacement of the coupler buffer device reaches 258mm, the anti-climbing energy-absorbing unit starts to contact, 258mm-558mm is primary energy absorption, the collision force is 1500kN, 558mm-1220mm is secondary energy absorption, the collision force is 2600kN, 1220mm-1400mm is a vehicle elastic equivalent stage, the collision force is 3500kN, and after the train collision is finished, the maximum compression displacement of two train collision energy-absorbing elements between the minimum motion units of the train cannot exceed 1220 mm; the curve 3 is a resultant force-displacement curve of collision forces of the car coupler buffer device and the anti-climbing energy absorption unit;
d. referring to the attached figure 5, a schematic diagram of a collision force-displacement characteristic curve of two train collision interface energy absorption elements 2 (comprising a car coupler buffer device and an anti-climbing energy absorption unit) in a minimum motion unit of a train is shown. The abscissa in the figure represents the compression displacement of the energy-absorbing elements including the car coupler buffer device and the energy-absorbing unit at the collision interface of two cars in the minimum motion unit of the train, and the unit is mm, and the ordinate in the figure represents the compression force of the energy-absorbing elements and the unit is kN; a curve 4 is a collision force-displacement curve of the coupler buffer device, wherein when the collision force is increased from 0kN to 1000kN gradually when the distance is 0mm-150mm, the collision force is kept at 1000kN when the distance is 150mm-710mm, then the coupler is sheared, and the collision force is reduced to 0 kN; a curve 5 is a collision force-displacement curve of the anti-climbing energy-absorbing unit, wherein when the compression displacement of the coupler buffer device reaches 608mm, the anti-climbing energy-absorbing unit starts to contact, 608mm-868mm is primary energy-absorbing, the collision force is 1600kN, 868mm-1115mm is secondary energy-absorbing, the collision force is 2400kN, 1115mm-1200mm is a vehicle elastic equivalent stage, the collision force is 3500kN, and after the train collision is finished, the maximum compression displacement of the two train collision energy-absorbing elements in the minimum motion unit of the train cannot exceed 1115 mm; and a curve 6 is a resultant force-displacement curve of collision forces of the car coupler buffer device and the anti-climbing energy absorption unit.
2) Passenger equivalent rigid body model creation is shown in figure 1, figure 2, figure 6 and figure 7
a. Referring to fig. 6, the occupants are classified into 7 types, each denoted as M, according to their positions and postures in the vehicle1-M7The details of the occupant are shown in Table 2-1 below: HYPERMESH preprocessing software is used for establishing passenger equivalent rigid body model, including passenger equivalent rigid body block model 6, elastic connection 7 between passenger equivalent rigid body block model and vehicle rigid body block model, and different types of passenger rigid body block models 6-1-6-7 are divided into M1-M7；
b. The passenger equivalent rigid body block model 6 adopts solid entity units, rigid body materials are endowed, only the freedom degree of the train motion direction is set through the materials, and other freedom degrees are all restrained; mass passing material density for multiplicative element equivalent rigid body block modelAdjusted to be M1-M7The same; the passenger equivalent rigid body block model and the vehicle rigid body block model are elastically connected 7 with a practical discrete beam unit, and an elastic connection curve is given at the same time;
TABLE 2-1 occupant classification information Table
c. Referring to fig. 7, a schematic diagram of the elastic connection characteristic of the occupant equivalent rigid block to the vehicle rigid block is shown. The abscissa in the figure indicates the position of the passenger relative to the vehicle, represents the distance moved by the passenger when the passenger comes into contact with the vehicle at the time of a train collision, and is in mm, and the ordinate in the figure represents the contact reaction force generated when the passenger comes into contact with the vehicle, and is in kN; curves 7-13 are respectively the occupant M1-M7Elastic connection curve with rigid body block of vehicle, average deceleration of passenger should not exceed 7.5g during train collision, contact force between passenger and vehicle structure is passenger M1-M7The product of the mass of (c) and the acceleration of 7.5 g.
3) Establishing a track rigid body model 4 and a wheel-track friction equivalent model 5, as shown in the attached figures 2 and 3
a. Establishing a track rigid body model 4 in HYPERMESH preprocessing software, endowing rigid body materials by adopting a solid unit, constraining all degrees of freedom through material setting, and placing the rigid body model under a train collision rigid body model;
b. a wheel-rail friction equivalent model 5 is established in HYPERMESH preprocessing software, a discrete beam unit is adopted, one end node of the discrete beam unit is connected to a vehicle equivalent rigid body block model, the other end node of the discrete beam unit is connected with a rail rigid body model, the train adopts the maximum service brake, the wheel-rail friction coefficient is 0.134, and the discrete beam unit is set to always keep the force along the vehicle running direction as the product of the vehicle mass, the gravity acceleration g and the wheel-rail friction coefficient 0.134.
And (3) completing a train collision energy distribution rapid analysis model considering the influence of the passengers through the steps 1), 2) and 3).
4) Establishing collision contact relation between moving train and static train
Establishing a collision contact relation between a moving train and a static train in the collision process of the train in HYPERMESH preprocessing software, wherein a surface-to-surface contact type is adopted, and the contact friction coefficient is set to be 0.15; and establishing an internal collision contact relation between the moving train and the static train in the collision process of the train, wherein a single-side self-contact type is adopted, and the contact friction coefficient is set to be 0.15.
5) Defining initial collision velocity of moving train
The initial state of train collision is defined in the preprocessing software HYPERMESH, and the moving train sets the initial collision speed to be 40 km/h.
6) Defining calculation output information
Defining and calculating collision termination time in HYPERMESH preprocessing software, calculating time step, opening various output information switches, defining speed and acceleration output information through a node set on a vehicle, defining compression force and compression displacement output information of an energy absorption element of a collision section between vehicles through a discrete beam unit set, defining energy absorption of the energy absorption element of the collision section between vehicles through a discrete beam unit part set, and defining output information of various collision energies.
7) Outputting the calculation file and submitting the calculation file to an LS-DYNA platform for calculation
And outputting an analysis calculation model file, usually a k file, in HYPERMESH preprocessing software, submitting an LS-DYNA software platform, and performing rapid analysis on the collision energy distribution of the train by adopting a 120-core HPC calculation platform.
8) Reading the calculation result information, and performing analysis and judgment according to the calculation result, as shown in FIG. 8, FIG. 9, FIG. 10, FIG. 11, and FIG. 12
a. Referring to fig. 8, a diagram of collision speed versus time for each vehicle in a train consist is shown. The abscissa in the graph represents the time of occurrence of a train collision in units of s, and the ordinate in the graph represents the speed of the vehicle in units of km/h; the two trains are counted from the collision interface to the 1 st train to the 6 th train in sequence, the curves 14 to 19 are the change curves of the collision speeds of the 1 st train to the 6 th train in the moving train along with the time, and the curves 20 to 25 are the change curves of the collision speeds of the 1 st train to the 6 th train in the static train along with the time. The figure shows that the collision speed of each vehicle of the moving train is gradually reduced, the collision speed of each vehicle of the static train is gradually increased, and the collision speed of the moving train and the collision speed of the static train are consistent about 0.8s after the two trains collide, so that the end of the train collision process can be judged;
b. referring to fig. 9, a graph of average deceleration versus time for each vehicle in a train consist is shown. The abscissa in the graph represents the time at which a train collision occurs in units of s, and the ordinate in the graph represents the deceleration of the vehicle in units of g; the two trains are counted from the collision interface to the 1 st train to the 6 th train in turn, the curves 26 to 31 are the change curves of the collision average deceleration of the 1 st train to the 6 th train in the moving train along with the time, and the curves 32 to 2537 are the change curves of the collision average deceleration of the 1 st train to the 6 th train in the static train along with the time. As can be seen from the figure, in the process of train collision, the collision average deceleration of each vehicle is less than 7.5g, and the design requirement is met;
c. referring to fig. 10, a train impact energy-time curve is shown. The abscissa in the graph represents the time of the occurrence of the train collision in units of s, and the ordinate in the graph represents the energy of the train in units of MJ; the curves 38-41 are respectively sliding energy, kinetic energy, internal energy and total energy, and it can be seen from the figure that in the process of train collision, the kinetic energy can be kept unchanged, and accords with the law of energy conservation, the kinetic energy is gradually reduced and converted into internal energy and sliding energy, and the energy is absorbed by energy-absorbing elements between collision interfaces of the train and consumed by friction between wheel rails;
d. referring to FIG. 11, a graphical representation of the energy absorption of an energy absorber element at an impact interface between vehicles as a function of time is shown. The abscissa in the graph represents the time of occurrence of a train collision in units of s, and the ordinate in the graph represents the energy absorbed by the energy-absorbing element at the collision interface between the vehicles in units of MJ; the two trains are counted from the collision interface to the 1 st train to the 6 th train in turn, the curve 42 is the energy absorption-time curve of the energy absorption elements at the collision interface of the two trains, and the total energy absorption amount is about 1.43 MJ; the curve 43 is a curve of the sum of energy absorption of the energy absorption elements at the collision interfaces of the 1 st vehicle and the 2 nd vehicle of the moving train and the static train to the time, and the total energy absorption amount is about 1.17 MJ; the curve 44 is a curve of the sum of energy absorption elements at collision interfaces of a 2 nd train and a 3 rd train of a moving train and a static train to time, and the total energy absorption amount is about 0.65 MJ; the curve 45 is a curve of the sum of energy absorption elements at collision interfaces of a 3 rd train and a 4 th train of a moving train and a static train to time, and the total energy absorption amount is about 0.78 MJ; the curve 46 is a curve of the sum of energy absorption elements at collision interfaces of a 4 th train and a 5 th train of a moving train and a static train to time, and the total energy absorption amount is about 0.24 MJ; the curve 47 is a curve of the sum of energy absorption elements at collision interfaces of a 5 th train and a 6 th train of a moving train and a static train to time, and the total energy absorption amount is about 0.1 MJ;
e. referring to FIG. 12, a graphical representation of the compression stroke of an energy absorber element at an impact interface between vehicles as a function of time is shown. The abscissa in the figure represents the time of occurrence of a train collision in units of s, and the ordinate in the figure represents the displacement of compression of the energy-absorbing element at the collision interface between the vehicles in units of mm; the two trains are counted from the collision interface to the 1 st train to the 6 th train in turn, and a curve 48 is a compression stroke-time curve of the energy absorption elements of the collision interface of the two trains; curves 49 and 50 are respectively compression stroke-time curves of the energy absorbing elements at the collision interfaces of the 1 st vehicle and the 2 nd vehicle of the static train and the moving train; curves 51 and 52 are respectively compression stroke-time curves of energy absorbing elements of collision interfaces of 2 nd train to 3 rd train of a static train and a moving train; curves 53 and 54 are respectively compression stroke-time curves of the energy absorbing elements of collision interfaces of a 3 rd train and a 4 th train of a static train and a moving train; curves 55 and 56 are respectively compression stroke-time curves of energy absorbing elements of collision interfaces of 4 th train and 5 th train of a static train and a moving train; curves 57 and 58 are respectively compression stroke-time curves of the energy absorbing elements of the collision interfaces of the 5 th train and the 6 th train of the stationary train and the moving train; curve 59 is the maximum limit of the compression stroke of the energy absorbing elements of the collision interface of the two vehicles in the minimum motion unit of the train, and is 1115 mm; curve 60 is the maximum limit of the compression stroke of the energy-absorbing element at the collision interface of the two vehicles between the minimum motion units of the train, and is 1220 mm; as can be seen from the figure, in the whole collision process of the two trains, the compression strokes of the energy absorption elements of the collision interfaces of the two vehicles in the minimum motion units of the trains do not exceed the maximum limit value 1115mm, the compression strokes of the energy absorption elements of the collision interfaces of the two vehicles between the minimum motion units of the trains do not exceed the maximum limit value 1220mm, and the energy absorption parameters meet the design requirements.
A train collision energy distribution rapid analysis method is characterized in that a vehicle equivalent rigid body block model, including a car coupler buffer device and an energy absorption unit, between-vehicle energy absorption element models are established through modeling software, and the mass of the vehicle equivalent rigid body block is the same as that of an actual vehicle; classifying passengers with seats or without seats according to the positions of the passengers in the vehicle, and establishing equivalent rigid body block models of the passengers of different types, wherein the equivalent rigid body block models of the passengers have the same quality as the actual passengers; elastically connecting different types of passenger equivalent rigid body block models with a vehicle rigid body block model by establishing a coordinate system, wherein the connected whole model forms a train collision energy distribution rapid analysis model considering passenger influence; defining unit types, attributes and material performances of an analysis model, wherein the rapid analysis model comprises vehicle weight information, vehicle body material freedom degree states, model unit information, mechanical characteristic information of energy absorption elements among train vehicles, the positions, seated or unseated passenger masses and elastic connection information of the train vehicles; establishing a track rigid body model and a wheel-track friction force equivalent model; establishing a collision contact relation between a moving train and a static train; defining the initial collision speed of the moving train; defining output information, including calculating collision termination time, calculating time step length, opening various output information switches, defining force-time curves and force-travel curves of various sections of the analysis calculation model, and defining various energy outputs; outputting a calculation file and submitting the calculation file to an LS-DYNA platform for calculation; reading the calculation result information, carrying out analysis and judgment according to the calculation result, finishing the analysis if the design requirement is met, or returning to the step I to modify the design parameters for recalculation. The method can consider the influence of passengers at different positions, with seats or without seats on the collision response of the train, can quickly realize the distribution analysis of the collision energy of the train, completes the first establishment of the model within 2 hours, completes one calculation (by adopting a 24-core workstation) within 2 minutes, and completes one model modification within 10 minutes.
Claims (2)
1. A train collision energy distribution rapid analysis method comprises the following steps:
step one, establishing a vehicle equivalent rigid body block model through modeling software, wherein the vehicle equivalent rigid body block model comprises a vehicle coupler buffer device and an energy absorption unit and is used as an inter-vehicle energy absorption element model, and the mass of the vehicle equivalent rigid body block is the same as that of an actual vehicle;
classifying according to the position of the passenger in the vehicle and the passenger with or without a seat, and establishing equivalent rigid body block models of different types of passengers, wherein the equivalent rigid body block models of the passengers have the same quality as the actual passengers;
thirdly, elastically connecting different types of passenger equivalent rigid body block models and vehicle rigid body block models by establishing a coordinate system, wherein the elastically connected whole model forms a train collision energy distribution rapid analysis model considering the influence of passengers;
step four, defining the unit type, the attribute and the material performance of a rapid analysis model, wherein the rapid analysis model comprises vehicle weight information, the freedom degree state of a vehicle body material, model unit information, mechanical characteristic information of energy absorption elements among train vehicles, the positions of passengers in the vehicles, the mass of the passengers with seats or without seats and elastic connection information of the passengers with the vehicles;
establishing a track rigid body model and a wheel-rail friction force equivalent model;
step six, establishing a contact relation of collision of the moving train or the static train;
defining the initial collision speed of the moving train;
step eight, defining output information, including calculating collision termination time and time step length, opening various output information switches, defining the speed and acceleration output nodes of the test vehicle, the compression force of various energy absorption elements, a compression displacement output unit and a test vehicle energy absorption output unit, and defining the output information of various collision energy;
step nine, submitting all the output information to an LS-DYNA platform for calculation;
step ten, reading the calculation result information, analyzing the compression force and the compression displacement of each section of the energy-absorbing element model, calculating a compression force-time curve and a compression force-travel curve, analyzing and judging according to the calculation result, if the design requirements are met, finishing the analysis, otherwise, returning to the step one, and modifying the design parameters for recalculation.
2. The train collision energy distribution rapid analysis method according to claim 1, characterized in that: the software involved in modeling is HYPERMESH preprocessing software.
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Application publication date: 20200630 |