Research on the crashworthy structures of subway vehicles

Xie, Suchao; Zhou, Hui

doi:10.1080/13588265.2013.832471

Cited by 9 publications

(7 citation statements)

References 34 publications

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“…In values used in this paper of c ¼ 1:7 Â 10 6 and p ¼ 4were taken from in Lowe et al 16 The 'AUTOMATIC_SURFACE_ TO_SURFACE' contact algorithm was used to model contacts between the energy-absorbing structures and the contact between two trains. The forces and displacements of the energy-absorbing structures were expressed as the force-displacement curve in Figure 7, which was obtained after referring to Xie and Zhou 24 and considering the space requirements of passengers and the average deceleration that occurs in a train collision at a speed of 25 km/h (5 g). The various areas in Figure 7 represent different components of the energy-absorbing structure based on its characteristics.…”

Section: Fe Simulations Setting Up the Simulation Modelsmentioning

confidence: 99%

Scaled tests and numerical simulations of rail vehicle collisions for various train sets

Peng

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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This paper investigates the energy absorption and dissipation pattern in train-to-train collisions. For this purpose, simplified scaled rail vehicle models were designed based on the energy-absorbing characteristics of honeycombbased structures under static loading, and scaled tests were performed under dynamic loading. In this study, a oneeighth-scale model of train-to-train collisions for a three-car set was tested, and the corresponding displacement-time and velocity-time curves were obtained. The extents of energy absorption and dissipation were also calculated. Also, finite element simulations were conducted to simulate one-eighth-scale train collisions for three-car, five-car and eightcar sets. The finite element numerical simulation of scaled train collisions produced results that were consistent with experiment results. The simulation results also indicated that train sets do not significantly affect energy absorption and dissipation pattern. The energy-absorbing structure at the front of a train plays a major role in the collisions. Moving cars absorb slightly more energy than stationary cars in both the scaled test and finite element simulations.

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Section: Fe Simulations Setting Up the Simulation Modelsmentioning

confidence: 99%

Scaled tests and numerical simulations of rail vehicle collisions for various train sets

Peng

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Peng et al 14 proposed a cutting-style energy-absorbing structure to improve the crashing performance of subway vehicles through experiment and numerical simulations. On this basis, Xie and Zhou 15 proposed the design concept of the crashworthy car body of a subway vehicle. In the study of Xie and Zhou, the head car's (HC) EA process during a collision can be subdivided into four classes: (1) the buffer of the coupler draft gear absorbs the energy, (2) the deformable collapsible tube in the coupler buffer absorbs the energy, (3) the coupler shear bolts absorb the energy and (4) the deformable car body structure (EA devices and anti-climbers) on the underframe of the front end of the HC absorbs the energy.…”

Section: Introductionmentioning

confidence: 99%

Energy absorption design study of subway vehicles based on a scaled equivalent model test

Ke-fei

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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To obtain the characteristics of collision energy absorption and improve the passive safety of subway vehicles, the energy absorption design of subway vehicles was studied based on a one-seventh-scale model crash test. A full-size three-dimensional model of a subway vehicle was established using the multibody dynamics software MADYMO. The simulation results of the dynamics model were scaled down according to the similarity coefficients. By comparing the simulation results with the scaled model test results, the maximum error of deformation was 2.10 and 4.35% for the head car and the maximum deforming middle car, respectively, and the energy absorption error was found to be 8.75 and 5.70% for the head car and the maximum deforming middle car, respectively. The results indicate that the collision dynamics model of subway vehicles is relatively accurate. Next, based on this dynamics model, a full factorial experiment was designed to study the effects of the marshalling, mass and crushing tube’s plastic deformation platform force on the energy absorption of subway vehicles. The calculation results were fitted by multiple linear regression functions. Finally, the authors obtained the crash energy absorption formulas for the subway head car with an accuracy of 98.42% and for the maximum deforming middle car with an accuracy of 95.31%. These formulas can be applied to the preliminary design of subway vehicles and offer guiding significance for the parameter design of subway vehicles’ energy-absorbing devices.

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“…Therefore, vehicle structures are required to show certain collision resistances, such as endowing the energy-absorbing structure at the ends of a vehicle with certain properties. 4,5 An energy-absorbing structure is capable of absorbing or dissipating all impact kinetic energies in a controllable manner. Thin-walled metal structures are widely used in practice due to their low cost, high strength-to-weight ratio, and favorable energy-absorbing efficiency.…”

Section: Introductionmentioning

confidence: 99%

Composite energy-absorbing structures combining thin-walled metal and honeycomb structures

Zhou

Xie

2016

Proceedings of the Institution of Mechanical Engineers, Part F:

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The energy-absorbing structure of a crashworthy railway vehicle was designed by combining the characteristics of thinwalled metal structures and aluminum honeycomb structures: finite element models of collisions involving energyabsorbing structures were built in ANSYS/LS-DYNA. In these models, the thin-walled metal structure was modeled as a plastic kinematic hardening material, and the honeycomb structure was modeled as an equivalent solid model with orthotropic-anisotropic mechanical properties. The analysis showed that the safe velocity standard for rail vehicle collisions was improved from 25 km/h to 45 km/h by using a combined energy-absorbing structure; its energy absorption exceeded the sum of the energy absorbed by the thin-walled metal structure and honeycomb structure when loaded separately, because of the interaction effects of thin-walled metal structure and aluminum honeycomb structure. For an aluminum honeycomb to the same specification, the composite structure showed the highest SEA when using a thinwalled metal structure composed of bi-grooved tubes, followed by that using single-groove tubes: that with a straightwalled structure had the lowest SEA.

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Research on the crashworthy structures of subway vehicles

Cited by 9 publications

References 34 publications

Scaled tests and numerical simulations of rail vehicle collisions for various train sets

Scaled tests and numerical simulations of rail vehicle collisions for various train sets

Energy absorption design study of subway vehicles based on a scaled equivalent model test

Composite energy-absorbing structures combining thin-walled metal and honeycomb structures

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