摘要
为探究APM300型轨道车辆车体碰撞时能量变化的规律,文章建立碰撞理论模型,利用ANSYS软件,根据EN 15227:2020标准,同时参考国内外相关机车车辆耐碰撞设计规范及准则进行计算。分析AW0和AW2载荷下6辆车编组APM300型轨道车辆在5 km/h、8 km/h、12 km/h、13 km/h、15 km/h碰撞速度下的能量分布。研究发现,在初始动能较低时,碰撞产生的能量主要被车钩吸收,随着初始动能的提高,车辆速度约在12 km/h以上时,头车车钩缓冲装置和中间车车钩缓冲装置吸能逐渐平稳,随着速度越高吸能占比逐渐降低,车体吸能所占的比例越来越高。车辆速度在15 km/h时,碰撞的能量变化仍满足EN 15227:2020标准的要求,但随着速度和载荷的增加,剩余动能所占比例越来越大,剩余动能过大而引起猛烈的冲击,导致乘客室内加速度过大,故APM300型轨道车辆极限碰撞速度建议设置为15 km/h。找到车体吸能与速度和载荷的变化规律,可以为车体结构刚度的设计以及车钩吸能缓冲器的选型提供理论依据,为车体结构工程师提供更多的理论数据。
To study the law of energy change during carbody collision of APM300 rail vehicles,a theoretical collision model is established in this article with the software ANSYS as per EN 15227:2020,and the calculation refers to the specifications and rules for crashworthiness design of relevant rolling stock home and abroad.The energy distribution of APM300 rail vehicles composed of 6 cars is analyzed under the loads of AW0 and AW2 at the collision speeds of 5 km/h,8 km/h,12 km/h,13 km/h and 15 km/h.It turns out from the study that when the initial kinetic energy is lower,the energy generated by collision is mainly absorbed by couplers;when the initial kinetic energy increases and the speed of vehicle is above 12 km/h,the energy absorption of the coupler and draft gear of the lead car and the couplers and draft gears of the intermediate cars becomes steady progressively.With the increase of the vehicle speed,the couplers and draft gears absorb less and less energy,while the carbody absorbs more and more energy.When the vehicle speed is 15 km/h,the collision energy change can still meet the requirement of EN 15227:2020,however with the increase of speed and load,the residual kinetic energy shares a higher and higher proportion.The violent shock caused by excessive residual kinetic energy leads to excessive acceleration of the passenger compartment,therefore it’s recommended to set the limit collision speed of APM300 rail vehicles at 15 km/h.Understanding the change law of the energy absorption of carbody with the change of speed and load allows for the provision of a theoretical basis for the design of the structural stiffness of carbody and the selection of the energy-absorbing buffer of coupler and offer more theoretical data to carbody structure engineers.
作者
邵志威
钱名鑫
SHAO Zhiwei;QIAN Mingxin(CRRC Puzhen Alstom Transportation Systems Co.,Ltd,Wuhu 241060,China)
出处
《智慧轨道交通》
2024年第5期20-26,51,共8页
INTELLIGENT RAIL TRANSIT
