A full-process design method for high-speed train energy-absorbing body and rail vehicle

Abstract

The present invention discloses a full-process design method for an energy-absorbing car body of a high-speed train and a rail vehicle, comprising the following steps: energy management, material selection, taking the characteristic parameters obtained in step 1 as the force level input for material selection, selecting a lightweight material matching the material for the main structure of the car body in combination with the lightweight requirement, and testing the material performance; component design, designing the cross-sectional shape of each component; structural design of the energy-absorbing component, and simulation to verify the effectiveness and feasibility of the structure and performance; analyzing the interface relationship and installation space relationship between the energy-absorbing component and the main structure of the car body, determining the strength and stiffness matching gradient between the energy-absorbing component and the main structure of the car body, and simulation to verify the matching of the energy-absorbing component with the main structure of the car body, and the stability of the energy consumption process; analyzing the vehicle-end connection interface relationship and space relationship, and analyzing the mutual influence relationship between the coupler system, the inner and outer windshields, and the vehicle-end electrical connector; and performing vehicle performance evaluation.

Description

Technical Field

[0001] The present invention relates to the field of high-speed train body design, and in particular to a full-process design method for a high-speed train energy-absorbing body and a rail vehicle. Background Art

[0002] Passive safety of rail vehicles is an important part of train operation safety, providing the last line of defense for members. During a high-speed train collision, there are problems such as unstable impact behavior of various train interfaces and ineffective energy dissipation. The current solutions are as follows:

[0003] First, the lead car is equipped with a rear crush tube coupler system and a dedicated anti-climbing energy absorption device to suppress impact behavior and dissipate energy, such as Figure 1 As shown, in Figure 1 The front end of the locomotive is equipped with a rear crush tube coupler and an anti-climbing energy absorption device;

[0004] Second, the middle interface (the connection position of adjacent vehicles in the same train formation) is equipped with a front crush tube semi-permanent coupler to suppress impact behavior and dissipate energy, such as Figure 2 As shown, two adjacent vehicles are connected by a semi-permanent coupler and an inner folding shed windshield;

[0005] 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 solved. Summary of the invention

[0006] In view of the shortcomings of the prior art, the first invention object of the present invention is to provide a full-process design method for a high-speed train energy-absorbing body. The second invention object of the present invention is to provide a rail vehicle obtained by the full-process design method for a high-speed train energy-absorbing body based on the method.

[0007] In order to achieve the above object, the present invention is implemented by the following technical solutions:

[0008] In a first aspect, an embodiment of the present invention provides a full-process design method for a high-speed train energy-absorbing body, comprising the following steps:

[0009] Step 1: obtaining characteristic parameters of each interface of the train, wherein the characteristic parameters include energy dissipation value, each interface force displacement relationship, each train speed, and acceleration curve;

[0010] Step 2: Use the characteristic parameters obtained in step 1 as the force level input for material selection, select lightweight materials that match the materials used in the main structure of the vehicle body in combination with lightweight requirements, and test the material properties;

[0011] Step 3: Design the cross-sectional shape of each component;

[0012] Step 4: Based on the integrated design concept of anti-climbing, load-bearing and energy-absorbing structure, the structural design of the energy-absorbing component is carried out, and simulation is performed to verify the effectiveness and feasibility of the structure and performance;

[0013] 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 strength and stiffness matching gradient between 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 and the stability of the energy consumption process;

[0014] Step 6: Analyze the relationship between the vehicle-side connection interfaces and the spatial relationship, and analyze the mutual influence between the coupler system, the inner and outer windshields, and the vehicle-side electrical connectors;

[0015] Step 8: Conduct vehicle performance evaluation.

[0016] As a further feature, the anti-climbing-load-bearing-energy absorbing structure includes a front end coupler, a front end chassis structure, a front end chassis strong guide structure, a middle end chassis structure, a middle end chassis strong guide structure and a middle end coupler.

[0017] In a second aspect, the present invention further provides a rail vehicle, which adopts the above-mentioned full-process design method for the energy-absorbing body of a high-speed train.

[0018] The beneficial effects of the above embodiments of the present invention are as follows:

[0019] The present invention implements a full-process design method, innovatively proposes and applies an integrated design technology of anti-climbing, load-bearing and energy-absorbing structure, successfully solves the problem of stability of train impact interface behavior, and thus achieves an effective energy dissipation effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0021] Figure 1 It is a schematic diagram of the structure of an anti-climbing energy absorption device provided on the front of a vehicle in the prior art;

[0022] Figure 2 It is a schematic diagram of the structure of setting a crush pipe at the middle interface of the vehicle body in the prior art;

[0023] Figure 3 It is a flow chart of the full-process design method of the energy-absorbing car body of a high-speed train proposed by the present invention;

[0024] Figure 4 It is a schematic diagram of various cross-sectional shapes designed for the components in step 3;

[0025] Figure 5 , Figure 6 It is a schematic diagram of the integrated design of anti-climbing, load-bearing and energy absorption of the components in step 4;

[0026] Figure 7 It is a schematic diagram of the spatial relationship and stiffness matching of the vehicle design in step 5;

[0027] Figure 8 This is a schematic diagram of the impact relationship analysis of the vehicle-side connector in step 6. DETAILED DESCRIPTION

[0028] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0029] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise explicitly stated in the present invention, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof;

[0030] Glossary part:

[0031] In this embodiment, the “vertical direction” refers to the height direction of the vehicle body; the “lateral direction” refers to the width direction of the vehicle body; and the “longitudinal direction” refers to the length direction of the vehicle body.

[0032] As introduced in the background technology, the energy-absorbing car body design method existing in the prior art has certain problems. In order to solve the above technical problems, the present invention proposes a full-process design method for the energy-absorbing car body of a high-speed train.

[0033] In a typical embodiment of the present invention, the design method disclosed in the present invention covers all relevant technologies for the development of high-speed train energy-absorbing car bodies, and specifically includes the following steps:

[0034] The first step: energy management. The energy management program of this step runs through the entire R&D process. The specific steps are as follows:

[0035] 1) Sort out and calculate the required parameters such as the number of vehicle formations, axle weight (the weight of the whole vehicle allowed to be shared by each axle under the train operation state), vehicle spacing (the spacing between adjacent vehicles in the same train formation), collision speed (the relative speed of two trains of the same type colliding), static load limit that the vehicle body can withstand, and basic characteristic curve of the coupler system;

[0036] 2) Construct a vehicle grouping model suitable for one-dimensional multi-body simulation calculation and set boundary constraints;

[0037] 3) The train longitudinal dynamics calculation program is used to solve the vehicle formation model to obtain the energy dissipation value of each train interface, the force-displacement relationship of each interface, the speed of each vehicle, and the acceleration curve; the obtained characteristic parameters are used as input for material selection and component design force level, and as support for component design and vehicle design force level gradient matching parameters.

[0038] Furthermore, in calculations, the law of conservation of momentum is followed: m1v1 = (m1 + m2)v2; the law of conservation of energy is followed: Newton's Second Law:

[0039] Step 2: Material selection. The material selection in this step is the basis for the design of the energy-absorbing body. The material selection mentioned here mainly refers to the material selection of the energy-absorbing components, including the material selection of the front-end hook of the head car, the material selection of the front-end chassis structure and the material selection of the front-end chassis strong guide structure; it also includes the material selection of the middle-end chassis structure, the material selection of the middle-end chassis strong guide structure and the material selection of the middle-end hook in the high-speed train. It should be specially explained that the middle-end chassis structure, the middle-end chassis strong guide structure and the middle-end coupler include the chassis structure, chassis strong guide structure and coupler located at the rear ends of the two head cars and at both ends of the middle car, that is, the "middle end" in this embodiment refers to the part between the front and rear of the car, which is a relatively wide range.

[0040] The specific steps are as follows:

[0041] 1) Based on the energy management input force level and the lightweight requirements, the energy absorbing components are made of lightweight materials that match the materials used in the main structure of the vehicle body;

[0042] 2) Carry out material performance tests to obtain static performance parameters and dynamic performance parameters of materials (material true stress-strain curve, material damage curve), establish material constitutive models, effectively support element design, component design and performance simulation analysis, truly reflect failure modes, and improve the accuracy of simulation analysis.

[0043] Step 3: Design the cross-sectional shape of each component, including the front end coupler, front end chassis structure and front end chassis strong guide structure located at the head car, and the middle end chassis structure, middle end chassis strong guide structure and middle end coupler located at the rear end of the two end cars and both ends of the middle car;

[0044] 1) Analyze the travel space of the head vehicle interface and the intermediate interface, consider the deformation mode, and determine the travel utilization rate;

[0045] 2) Consider various component cross-sectional shapes according to the force level and stroke utilization; Figure 4As shown, the cross-sectional shapes include circular, rectangular, rectangular with vertical beams, hexagonal, rectangular with internal oblique reinforcement beams, and field-shaped;

[0046] 3) Establish a finite element model, use finite element simulation analysis methods to conduct scheme comparison, and determine the preferred solution taking into account lightweight, processability, and cost factors.

[0047] Step 4: Design of energy absorbing components. The energy absorbing components mentioned here refer to the energy absorbing components formed after the previous components are assembled together;

[0048] 1) Analyze the installation space of the head vehicle interface and the middle interface and the overall travel space to determine the structural installation matching method;

[0049] 2) Using the innovative anti-climbing-load-bearing-energy absorption structure integrated design technology, the structural design of the energy absorption components is carried out, and the strength-stiffness matching and action coordination are fully considered to realize the integrated design of the coupler system, the car body energy absorption structure, and the strong guide car body structure. The multi-stage energy absorption setting and step-by-step action are achieved to achieve effective contact of the first-stage coupling contact components and the initial and continuous effectiveness of the anti-climbing function, and the stable and effective energy consumption process;

[0050] 3) Establish a finite element model and use the finite element simulation analysis method to carry out simulation analysis of the deformation process to verify the effectiveness and feasibility of the structure and performance.

[0051] Furthermore, the anti-climbing-load-bearing-energy-absorbing structure of the above-mentioned components, such as Figure 5 , Figure 6 As shown, the anti-climbing-load-bearing-energy absorption structure includes a front-end coupler, a front-end chassis structure, a front-end chassis strong guide structure, a middle-end chassis structure, a middle-end chassis strong guide structure, and a middle-end coupler on the vehicle body; in this embodiment, the front-end coupler, the front-end chassis structure, the front-end chassis strong guide structure, the middle-end chassis structure, the middle-end chassis strong guide structure, and the middle-end coupler on the vehicle body are integrated into an overall design, wherein the front-end coupler realizes initial contact, anti-climbing and energy absorption, the front-end chassis structure realizes load-bearing and energy absorption, the front-end chassis strong guide structure realizes load-bearing and continuous and stable anti-climbing, the middle-end chassis structure realizes load-bearing and energy absorption, the middle-end chassis strong guide structure realizes load-bearing and continuous and stable anti-climbing, and the middle-end coupler realizes stable contact, anti-climbing and energy absorption.

[0052] Step 5: Matching design between energy-absorbing components and the main structure of the vehicle

[0053] 1) Analyze the interface relationship between the above energy absorbing components and the main structure of the vehicle body, as well as the installation space relationship;

[0054] 2) Determine the strength and stiffness matching gradient between the energy-absorbing components and the main structure of the vehicle body to ensure the integrity of the passenger compartment space; among them, for the front of the vehicle, the stiffness of the vehicle body structure located in the passenger compartment space is greater than the stiffness of the front chassis structure and the middle chassis structure; the stiffness of the front chassis structure and the middle chassis structure is greater than the stiffness of the front hook and the middle hook; for the middle vehicle, the stiffness of the vehicle body structure located in the passenger compartment space is greater than the stiffness of the two chassis structures; the stiffness of the two chassis structures is greater than the stiffness of the two hooks; specifically, Figure 7 As shown, from front to back, the stiffness of the front end coupler part can be 1000-1800KN, the stiffness of the front end chassis structure can be 2100-3000KN, the body structure stiffness of the passenger compartment living space part can be 5000-7000KN, the stiffness of the middle end chassis structure can be 1800-2500KN, and the stiffness of the middle end coupler can be 1000-1300KN.

[0055] 3) Establish a finite element model and 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 vehicle body, and the stability of the energy consumption process.

[0056] Step 6: Matching design between train vehicles, as follows:

[0057] 1) Analyze the vehicle-side connection interface relationship and spatial relationship;

[0058] 2) Analyze the interaction between the coupler system, the inner and outer windshields between the connected vehicles, and the vehicle-end electrical connectors;

[0059] 3) Carry out overall planning of the train.

[0060] Step 7: Performance evaluation, in which the performance evaluation adopts simulation analysis and test verification, and the two are mutually verified throughout the entire design and development process, as follows:

[0061] 1) Energy absorbing elements, energy absorbing components, and vehicle-level evaluation and design are carried out simultaneously;

[0062] 2) The final performance evaluation uses train-level simulation analysis and small-scale train-level test verification to provide support for the final performance effectiveness and feasibility of the system solution.

[0063] Furthermore, this embodiment also provides a rail vehicle, and the rail vehicle is designed using the design method described above. 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 appropriate type of vehicle, such as a conventional train, a motor vehicle, a subway vehicle, an urban rail vehicle, etc. The present invention is not limited to one or some specific rail vehicle types.

[0064] Finally, it should be noted that relational terms such as first and second are merely used to distinguish one entity or operation from another entity or operation, but do not necessarily require or imply any actual relationship or order between these entities or operations.

[0065] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A full-process design method for a high-speed train energy-absorbing body, characterized in that: The following steps are involved: Step 1: obtaining characteristic parameters of each interface of the train, wherein the characteristic parameters include energy dissipation value, relationship between force and displacement of each interface, speed of each train, and acceleration curve; Step 2: Using the characteristic parameters obtained in step 1 as the force level input for selecting the material of the energy absorbing element, selecting a lightweight material that matches the material used in the main structure of the vehicle body in combination with the lightweight requirements, and testing the performance of the lightweight material; Step 3: Designing the cross-sectional shape of each energy absorbing element; Step 4: Based on the integrated design concept of anti-climbing, load-bearing and energy-absorbing structure, the structural design of the energy-absorbing component is carried out, and simulation is performed 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 strength and stiffness matching gradient between 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 and the stability of the energy consumption process; Step 6: Analyze the relationship between the vehicle-side connection interfaces and the spatial relationship, and analyze the mutual influence between the coupler system, the inner and outer windshields, and the vehicle-side electrical connectors; Step 7: Evaluate the performance of the entire vehicle and complete the design.

2. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The specific process of step 1 is as follows: 1) Calculate the required vehicle marshaling number, axle weight, vehicle spacing, collision speed, static load limit of the vehicle body, and basic characteristic curve of the coupler system; 2) Construct a vehicle grouping model suitable for one-dimensional multi-body simulation calculation and set boundary constraints; 3) The train longitudinal dynamics calculation method is used to solve the model and obtain the energy dissipation value of each interface of the train, the relationship between the force and displacement of each interface, and the speed and acceleration curve of each vehicle.

3. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The specific process of step 2 is as follows: 1) Based on the energy management input force level and the lightweight requirements, select lightweight materials that match the main structure of the vehicle body; 2) Carry out material performance tests to obtain static and dynamic performance parameters of materials, establish material constitutive models, and effectively support component design, part design, and performance simulation analysis.

4. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The specific process of step 3 is as follows: 1) Analyze the travel space of each intermediate interface, consider the deformation mode, and determine the travel utilization rate; 2) Consider various component cross-sectional shapes according to the force level and stroke utilization; 3) Establish a finite element model, use finite element simulation analysis methods to conduct scheme comparison, and determine the preferred solution taking into account lightweight, processability, and cost factors.

5. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The specific process of step 4 is as follows: 1) Analyze the installation space of each intermediate interface component and the overall travel space to determine the structural installation matching method; 2) Using the integrated design of anti-climbing, load-bearing and energy-absorbing structure, carry out the structural design of energy-absorbing components; 3) Establish a finite element model and use the finite element simulation analysis method to carry out simulation analysis of the deformation process to verify the effectiveness and feasibility of the structure and performance.

6. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The anti-climbing-load-bearing-energy absorbing structure comprises 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.

7. The full-process design method for the energy-absorbing body of a high-speed train as claimed in claim 6, characterized in that: The stiffness of the main structure of the car body located in the passenger compartment space is greater than the stiffness of the front-end underframe structure and the middle-end underframe structure; the stiffness of the front-end underframe structure and the middle-end underframe structure is greater than the stiffness of the front-end coupler and the middle-end coupler.

8. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The specific process of step 5 is as follows: 1) Analyze the interface relationship between the energy-absorbing components and the main structure of the vehicle body, as well as the installation space relationship; 2) Determine the strength and stiffness matching gradient between the energy-absorbing components and the main structure of the vehicle body to ensure the integrity of the passenger compartment space; 3) Establish a finite element model and 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 vehicle body, and the stability of the energy consumption process.

9. The full-process design method for the energy-absorbing body of a high-speed train according to claim 1, characterized in that: The energy absorbing elements, energy absorbing components, and vehicle-level evaluations in step 7 are carried out simultaneously with the design; the performance evaluation is verified by train-level simulation analysis and small-scale train-level tests.

10. A rail vehicle, characterized in that: The vehicle body is designed using the full-process design method for an energy-absorbing vehicle body as described in any one of claims 1-9.

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