CN115600313A - A whole-process design method of high-speed train energy-absorbing car body and rail vehicle - Google Patents

Abstract

The invention discloses a whole-process design method for an energy-absorbing car body of a high-speed train and a rail vehicle, comprising the steps of: energy management, material type selection, inputting the characteristic parameters obtained in step 1 as the force level of material type selection, and combining light Quantify the demand, select lightweight materials that match the main structure of the car body, and test the material properties; component design, design the cross-sectional shape of each component; carry out structural design of energy-absorbing components, and conduct simulations to verify the structure and performance effectiveness and feasibility; analyze the interface relationship between the energy-absorbing components and the main structure of the vehicle body, and the installation space relationship, determine the matching gradient of the strength and stiffness of the energy-absorbing components and the main structure of the vehicle body, and conduct simulations to verify the relationship between the energy-absorbing components and the main structure of the vehicle body Structural matching, stability of energy consumption process; analysis of vehicle-end connection interface relationship, spatial relationship, analysis of mutual influence relationship between coupler system, inner and outer windshield, and vehicle-end electrical connector; vehicle performance evaluation.

Description

A whole-process design method of high-speed train energy-absorbing car body and rail vehicle

technical field

The invention relates to the field of car body design for high-speed trains, in particular to a whole-process design method for an energy-absorbing car body of a high-speed train and a rail vehicle.

Background technique

Passive safety of rail vehicles is an important part of train operation safety, providing the last protection for members. During the collision process of high-speed trains, there are problems that the impact behavior of each interface of the train is unstable and the energy cannot be effectively dissipated. The current solution is as follows:

First, the front car is equipped with a rear crush tube coupler system and a dedicated anti-climbing energy-absorbing device to suppress impact behavior and dissipate energy. As shown in Figure 1, the front end of the front car in Figure 1 is equipped with a rear crush Pipe coupler and anti-climbing energy-absorbing device;

Second, the intermediate interface (referring to the connection position of adjacent vehicles in the same train formation) is equipped with a semi-permanent coupler with a front crush tube to suppress the impact behavior and dissipate energy. As shown in Figure 2, between two adjacent vehicles It is connected with the windshield of the inner bellows through a semi-permanent coupler;

However, the above method has the problem of unstable impact behavior due to the vertical and lateral swing of the semi-permanent coupler, and the effectiveness of energy dissipation has not been fundamentally resolved.

Contents of the invention

In view of the deficiencies in the prior art, the first object of the present invention is to provide a full-process design method for the energy-absorbing car body of a high-speed train. A rail vehicle obtained by the method is provided.

In order to achieve the above object, the present invention is achieved through the following technical solutions:

In the first aspect, the embodiment of the present invention provides a whole-process design method for an energy-absorbing car body of a high-speed train, comprising the following steps:

Step 1 obtains the characteristic parameter of each interface of the train, and described characteristic parameter comprises each interface force-displacement relation of energy dissipation value, each car speed, acceleration curve;

Step 2. Input the characteristic parameters obtained in step 1 as the force level for material selection, and combine lightweight requirements to select lightweight materials that match the materials used for the main structure of the car body, and test the material properties;

Step 3 designs the cross-sectional shape of each component;

Step 4: Carry out the structural design of the energy-absorbing components based on the integrated design concept of anti-climbing-load-bearing-energy-absorbing structure, and conduct simulation to verify the effectiveness and feasibility of the structure and performance;

Step 5 Analyze the interface relationship and installation space relationship between the energy-absorbing component and the main structure of the vehicle body, determine the matching gradient of the strength and stiffness of the energy-absorbing component and the main structure of the vehicle body, and perform simulation to verify the matching between the energy-absorbing component and the main structure of the vehicle body, Stability of consumption process;

Step 6 Analyze the connection interface relationship and spatial relationship at the vehicle end, and analyze the mutual influence relationship between the coupler system, internal and external windshields, and electrical connectors at the vehicle end;

Step 8 Carry out vehicle performance evaluation.

As a further step, the anti-climbing-bearing-energy-absorbing structure includes a front-end coupler, a front-end chassis structure, a front-end chassis strong guiding structure, a middle-end chassis structure, a middle-end chassis strong-guiding structure, and a middle-end coupler.

In the second aspect, the present invention also provides a rail vehicle, which adopts the whole-process design method for the energy-absorbing car body of a high-speed train mentioned above.

The beneficial effects of the above-mentioned embodiments of the present invention are as follows:

By implementing the whole-process design method, the present invention innovatively proposes and applies the integrated design technology of anti-climbing-load-bearing-energy-absorbing structure, successfully solves the problem of the behavior stability of the impact interface of the train, and then achieves the effect of effective energy dissipation.

Description of drawings

The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention, and the schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations to the present invention.

Fig. 1 is the structural representation of setting anti-climbing energy-absorbing device at the front of the vehicle in the prior art;

Fig. 2 is a structural schematic diagram of a crushing pipe arranged at the middle interface of the car body in the prior art;

Fig. 3 is the flow chart of the whole process design method of the high-speed train energy-absorbing car body that the present invention proposes;

Fig. 4 is the various cross-sectional shape design schematic diagrams of component design in step 3;

Figure 5 and Figure 6 are schematic diagrams of integrated anti-climbing-carrying-energy-absorbing components in step 4;

Fig. 7 is a schematic diagram of the spatial relationship and stiffness matching of the vehicle design in step 5;

Fig. 8 is a schematic diagram of the influence relationship analysis of the vehicle end connector in step 6.

detailed description

It should be noted that the following detailed description is exemplary and intended to provide further explanation of the present invention. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

It should be noted that the terminology used here is only for describing specific embodiments, and is not intended to limit exemplary embodiments according to the present invention. As used herein, unless the invention clearly states otherwise, the singular form is also intended to include the plural form. In addition, it should also be understood that when the terms "comprising" and/or "comprising" are used in this specification, their Indicate the presence of features, steps, operations, means, components and/or combinations thereof;

Noun explanation part:

"Vertical" in this embodiment refers to the height direction of the vehicle body; "horizontal" refers to the width direction of the vehicle body; "longitudinal" refers to the length direction of the vehicle body.

As introduced in the background technology, there are certain problems in the design method of the energy-absorbing car body in the prior art. In order to solve the above technical problems, the present invention proposes a whole-process design method of the energy-absorbing car body of a high-speed train.

In a typical implementation of the present invention, the design method disclosed in the present invention covers all related technologies in the research and development of high-speed train energy-absorbing car bodies, and specifically includes the following steps:

The first step: energy management, the energy management program of this step runs through the entire research and development process, and the specific steps are as follows:

1) Sort out and calculate the required number of vehicle formations, axle load (the weight of the whole vehicle under the operating state of the train that each axle is allowed to share), vehicle spacing (the distance between adjacent vehicles in the same train formation), collision speed (two vehicles of the same type) train collision relative speed), the static load limit of the car body, the basic characteristic curve of the coupler system and other parameters;

2) Construct a vehicle marshalling model suitable for one-dimensional multi-body simulation calculation, and set boundary constraints;

3) Use the train longitudinal dynamics calculation program to solve the vehicle marshalling model, obtain the energy dissipation value of each interface of the train, the force-displacement relationship of each interface, the speed and acceleration curve of each vehicle; the obtained characteristic parameters are used as material selection, component Design force level input, component design, vehicle design force level gradient matching parameter support.

牛顿第二定律：

Further, when calculating, follow the momentum conservation: m ₁ v ₁ = (m ₁ +m ₂ )v ₂ ; energy conservation:

Newton's second law:

The second step: material selection. The material selection in this step is the basis for the design of the energy-absorbing car body. The material selection mentioned here mainly refers to the material selection of the energy-absorbing parts, including the front-end coupler of the head car. Material selection, material selection of the front underframe structure and material selection of the strong guiding structure of the front underframe; it also includes the material selection of the intermediate underframe structure in high-speed trains, and the material selection of the strong guiding structure of the intermediate underframe Type selection and material selection of the middle end coupler. It should be specially noted that the middle end chassis structure, the middle end chassis strong guiding structure and the middle end coupler include the chassis structure, the chassis strong guiding structure and the coupler located at the rear end of the two-end vehicles and the two ends of the middle vehicle, that is, the present embodiment The "middle end" in refers to the part between the front and the rear of the car, which is a relatively wide range.

Specific steps are as follows:

1) Based on the energy management input force level and combined with the lightweight requirements, the energy-absorbing components are selected from lightweight materials that match the materials used for the main structure of the car body;

2) Carry out material performance testing to obtain material static performance parameters and dynamic performance parameters (material true stress-strain curve, material damage curve), establish a material constitutive model, effectively support component design, component design and performance simulation analysis, and truly reflect failure modes. Improve the accuracy of simulation analysis.

Step 3: Design the cross-section shape of each component. The components here include the front coupler at the head car, the front underframe structure and the strong guiding structure of the front underframe, and the middle underframe structure at the rear end of the two cars and both ends of the middle car. The strong guide structure of the end chassis and the coupler at the middle end;

1) Analyze the stroke space of the head car interface and the middle interface, consider the deformation mode, and determine the stroke utilization rate;

2) According to the force level and stroke utilization rate, consider the cross-sectional shape of various schemes; as shown in Figure 4, the cross-sectional shape includes circular, rectangular, rectangular with vertical beams, hexagonal, and inclined reinforcement beams inside. Rectangular, square, etc.;

3) Establish a finite element model, use the finite element simulation analysis method to carry out scheme comparison and selection, and determine the preferred scheme taking into account the requirements of lightweight, manufacturability, and cost factors.

Step 4: Design of energy-absorbing components. The energy-absorbing components mentioned here refer to the energy-absorbing components formed after the front components are assembled together;

1) Analyze the installation space of the head car interface and the middle interface and the overall travel space, and determine the structural installation matching method;

2) Using the innovative anti-climbing-load-bearing-energy-absorbing structure integrated design technology, carry out the structural design of energy-absorbing components, fully consider the strength and stiffness matching, and action coordination, and realize the coupler system, vehicle body energy-absorbing structure, and strong-guided vehicle Integrated design of body structure, multi-level energy-absorbing settings, step-by-step action, to achieve effective contact and anti-climbing function of the first-level connected contact parts and anti-climbing function, which is effective initially and continuously, and the energy consumption process is stable and effective;

3) Establish the finite element model, use the finite element simulation analysis method to carry out the simulation analysis of the deformation process, and verify the effectiveness and feasibility of the structure and performance.

Further, the anti-climbing-bearing-energy-absorbing structure of the above-mentioned components, as shown in Figure 5 and Figure 6, the anti-climbing-bearing-energy-absorbing structure includes the front-end coupler on the car body, the front-end underframe structure, and the strong guide of the front-end underframe structure, middle end chassis structure, middle end chassis strong guiding structure, middle end coupler; in this embodiment, the front coupler on the car body, front end chassis structure, front end chassis strong guiding structure, middle end chassis structure The strong guiding structure of the middle chassis and the coupler at the middle end are designed in an integrated way. Among them, the front coupler realizes initial contact, anti-climbing and energy absorption, the front chassis structure realizes load bearing and energy absorption, and the front chassis strong guiding structure realizes load bearing and Continuous and stable anti-climbing, the middle end chassis structure realizes load bearing and energy absorption, the strong guiding structure of the hollow space end underframe realizes load bearing and continuous stable anti-climbing, and the middle end coupler realizes stable contact, anti-climbing and energy absorption.

Step 5: Matching design between the energy-absorbing components and the main structure of the car body

1) Analyze the interface relationship between the above-mentioned energy-absorbing components and the main structure of the vehicle body, and the installation space relationship;

2) Determine the strength and stiffness matching gradient between the energy-absorbing components and the main structure of the car body to ensure the integrity of the passenger compartment space; among them, for the front of the car, the structural stiffness of the car body located in the passenger compartment space is greater than the stiffness of the front end chassis structure and the middle end chassis structure; The stiffness of the front-end underframe structure and the middle-end underframe structure is greater than that of the front-end coupler and the middle-end coupler; for the middle vehicle, the structural stiffness of the car body located in the passenger compartment space is greater than that of the two underframe structures; the stiffness of the two underframe structures is greater than The stiffness of the two couplers; as shown in Figure 7, from the front to the rear, the stiffness of the front coupler part can be 1000-1800KN, the stiffness of the front underframe structure can be 2100-3000KN, and the car body structure stiffness of the passenger compartment living space It can be 5000-7000KN, the rigidity of the chassis structure at the middle end can be 1800-2500KN, and the rigidity of the coupler at the middle end can be 1000-1300KN.

3) Establish a finite element model, use the finite element simulation analysis method to carry out simulation analysis of the deformation process, verify the matching between the energy-absorbing components and the main structure of the car body, and the stability of the energy consumption process.

Step 6: Matching design between train vehicles, details are as follows:

1) Analyze the car-end connection interface relationship and spatial relationship;

2) Analyze the mutual influence relationship between the coupler system, the inner and outer windshields located between connected vehicles, and the electrical connector at the vehicle end;

3) Carry out the overall calculation of the train.

Step 7: Performance evaluation. The performance evaluation adopts simulation analysis and test verification methods. The two are mutually verified and run through the entire design and development process. The details are as follows:

1) The evaluation and design of energy-absorbing components, energy-absorbing components, and vehicle level are carried out simultaneously;

2) The final performance evaluation adopts train-level simulation analysis and small group train-level test verification to provide support for the final performance effectiveness and feasibility of the system solution.

Further, this embodiment also provides a rail vehicle, and the rail vehicle is designed using the aforementioned design method. Since the rail vehicle is designed using the design method described above, the rail vehicle also has all the advantages described above. In some embodiments, the rail vehicle provided by the present invention can be any suitable type of vehicle, such as ordinary speed trains, bullet trains, subway vehicles, urban rail vehicles, etc., and the present invention is not limited to certain or certain specific types of rail vehicles .

Finally, it should be noted that relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any relationship between these entities or operations. This actual relationship or sequence.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims (10)

1. A full-flow design method for an energy absorption train body of a high-speed train is characterized by comprising the following steps:

step 1, acquiring characteristic parameters of each interface of a train, wherein the characteristic parameters comprise an energy dissipation value, a force-displacement relation of each interface, a speed curve and an acceleration curve of each train;

step 2, inputting the characteristic parameters obtained in the step 1 as an acting force level of the energy-absorbing element material selection, combining with a lightweight requirement, selecting a light material matched with a material used for a main structure of the vehicle body, and testing the performance of the light material;

step 3, designing the section shape of each energy-absorbing element;

step 4, structural design of the energy absorption part is carried out based on an integrated design concept of an anti-climbing-bearing-energy absorption structure, simulation is carried out, and effectiveness and feasibility of the structure and performance are verified;

step 5, analyzing the interface relation and the installation space relation of the energy absorption part and the vehicle body main structure, determining the strength and rigidity matching gradient of the energy absorption part and the vehicle body main structure, simulating, and verifying the matching property of the energy absorption part and the vehicle body main structure and the stability of the energy consumption process;

step 6, analyzing the relationship and the spatial relationship of the vehicle end connecting interface, and analyzing the mutual influence relationship of the vehicle coupler system, the inner windshield, the outer windshield and the vehicle end electric connector;

and 7, evaluating the performance of the whole vehicle to complete the design.

2. The full-process design method of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the specific process of step 1 is as follows:

1) Calculating the required vehicle grouping number, the axle weight, the vehicle distance, the collision speed, the static load limit value endured by the vehicle body and the basic characteristic curve of the coupler system by using a comb;

2) Constructing a vehicle marshalling model suitable for one-dimensional multi-body simulation calculation, and setting boundary constraint;

3) And solving the model by adopting a train longitudinal dynamics calculation method to obtain energy dissipation values of all interfaces of the train, force displacement relations of all interfaces, speeds of all trains and acceleration curves.

3. The method for designing the whole flow of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the specific process of step 2 is as follows:

1) Selecting a light material matched with the material for the main body structure of the vehicle body based on the energy management input force level and combined with the light weight requirement;

2) The material performance test is carried out to obtain the static performance parameters and the dynamic performance parameters of the material, a material constitutive model is established, and the element design, the part design and the performance simulation analysis are effectively supported.

4. The method for designing the whole flow of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the specific process of step 3 is as follows:

1) Analyzing the stroke space of each intermediate interface, and determining the stroke utilization rate by considering the deformation mode;

2) According to the force level and the stroke utilization rate, the section shapes of elements of various schemes are considered;

3) Establishing a finite element model, developing scheme comparison and selection by using a finite element simulation analysis method, and determining a preferred scheme by considering the requirements of light weight, manufacturability and cost factors.

5. The method for designing the whole flow of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the specific process of step 4 is as follows:

1) Analyzing the installation space and the total stroke space of each intermediate interface component, and determining the structure installation matching mode;

2) The structural design of the energy absorption part is developed by utilizing the integrated design of the anti-climbing, bearing and energy absorption structure;

3) Establishing a finite element model, carrying out simulation analysis on the deformation process by using a finite element simulation analysis method, and verifying the structural and performance effectiveness and feasibility.

6. The full-process design method of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the anti-creep-load-energy-absorbing structure comprises a front-end car coupler, a front-end underframe structure, a front-end underframe strong guide structure, an intermediate-end underframe strong guide structure and an intermediate-end car coupler.

7. The full-process design method for the energy-absorbing train body of the high-speed train as claimed in claim 6, wherein the rigidity of the main structure of the train body in the passenger room space is greater than the rigidity of the front end underframe structure and the middle end underframe structure; the rigidity of the front end underframe structure and the middle end underframe structure is greater than the rigidity of the front end coupler and the middle end coupler.

8. The method for designing the whole flow of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the specific process of step 5 is as follows:

1) Analyzing the relation between the energy absorption part and the interface of the vehicle body main structure and the relation between the energy absorption part and the installation space;

2) Determining the matching gradient of the strength and the rigidity of the energy absorption part and a main structure of a vehicle body, and ensuring the space integrity of a passenger room;

3) Establishing a finite element model, developing simulation analysis of a deformation process by using a finite element simulation analysis method, and verifying the matching property of the energy absorption part and the main structure of the vehicle body and the stability of the energy consumption process.

9. The full-process design method of the energy-absorbing train body of the high-speed train as claimed in claim 1, wherein the energy-absorbing element, the energy-absorbing part, the whole-train-level evaluation and the design in step 7 are carried out synchronously; and the performance evaluation adopts train-level simulation analysis and small-marshalling train-level test verification.

10. A rail vehicle, characterized in that its body is designed using the energy-absorbing body full-flow design method of any one of claims 1 to 9.

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