A force and rigidity equivalence-based head car mold shrinkage construction method and a head car mold shrinkage

Abstract

The invention discloses a train head car mold shrinkage construction method based on force and rigidity equivalence and a head car mold shrinkage. The method comprises the following steps of S1, obtaining the similarity factors of the head car mold shrinkage relative to all dynamic parameters of a full-size train; S2, dividing the full-size train head into a deformation energy absorption area anda non-deformation area according to the deformation energy absorption characteristic; S3, respectively constructing a deformation energy absorption area and a non-deformation area of the head car shrinkage mold based on the similarity factors, according to the deformation energy absorption curve of the full-size train head car, a deformation energy absorption characteristic curve of a head car shrinkage mold is obtained through conversion, and the sizes of a buffer, a crushing pipe, a main energy absorption device and a cab in a deformation energy absorption area of the head car shrinkage moldare designed on the basis of the deformation energy absorption characteristic curve of the head car shrinkage mold and size similarity factors; and designing a non-deformation area of the head car shrinkage mold according to the size similarity factor and the rigidity similarity factor. According to the present invention, the built head train shrinkage mold can ensure that the train impact forceand the train body rigidity are similar, the train collision process is accurately restored, and the reliability is higher.

Description

technical field [0001] The invention belongs to the technical field of vehicles, and in particular relates to a method for constructing a shrinking mold of a head car based on equivalent force and stiffness and a shrinking mold of a head car. Background technique [0002] With the continuous improvement of train speed, the requirements for train operation safety are getting higher and higher. The research on train passive safety protection mainly includes three methods: numerical simulation, real vehicle test and shrinkage model test. Numerical simulation cannot solve the uncertainty caused by the change of input parameters, and cannot accurately describe various complex constraints in the actual structure of the train; the actual vehicle test costs huge, the cycle is long, and the realization is difficult; the equivalent reduction model of the train adopts a small-scale train model It is an efficient and economical research method to study the dynamic response of a full-sc...

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Problems solved by technology

However, it designed a train equivalent scaled model crash test device, and did not propose a specific train scaled model construction method; in addition, Gao Guangjun et al. proposed "a train scaled equivalent model construction method and system for crash tests" "Invention patent, based on the principle that the scale model is consistent with the actual train impact acceleration, the dynamic equation is converted without considering the damping to obtain the scale factor of the train mass and impact force, as well as the scale factor of the train speed and time Scale factor; according to the scale factor of train mass and impact force and the scale factor of speed and time, the scaling criterion is formulated; according to the scaling criterion, the parameters of the scaling model are determined to construct the scaling model, in which the scaled car body is selected as solid Made of iron blocks, the scaled energy-absorbing structure is made of honeycomb aluminum or foamed aluminum

However, because this scheme simplifies the train into a single mass point, without considering the actual structure of the train, the scaled car body is replaced by high-strength, non-deformable materials, such as solid iron blocks, which leads to changes in the center of gravity of the train. The internal structure of the train is quite different, and the rigidity of the car body cannot be guaranteed to be similar. It has a great impact on the dynamic response of the train collision, so it is difficult to accurately simulate the dynamic response of the train collision, and it is impossible to truly restore the train collision process.

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