车钩缓冲装置对轨道列车碰撞安全性的影响综述

朱涛; 张敬科; 吴启凡; 吕锐娟; 王小瑞; 肖守讷; 邓永权

doi:10.19818/j.cnki.1671-1637.2021.01.011

车钩缓冲装置对轨道列车碰撞安全性的影响综述

doi: 10.19818/j.cnki.1671-1637.2021.01.011

西南交通大学牵引动力国家重点实验室，四川成都 610031

基金项目:

国家重点研发计划项目 2016YFB1200404

四川省科技计划项目 2019YJ0216

牵引动力国家重点实验室自主课题 2019TPL_T13

详细信息

作者简介:
朱涛(1984-)，男，湖北老河口人，西南交通大学副研究员，工学博士，从事机车车辆结构设计与理论、列车碰撞动力学研究

中图分类号: U270.34
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出版历程
- 收稿日期: 2020-10-18
- 刊出日期: 2021-08-27

Review on influence of coupler and draft gear on safety of railway train collision

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

Funds:

National Key Research and Development Program of China 2016YFB1200404

Sichuan Science and Technology Program 2019YJ0216

Independent Subject of State Key Laboratory of Traction Power 2019TPL_T13

More Information

Author Bio:
ZHU Tao(1984-), male, associate professor, PhD, zhutao034@swjtu.cn

摘要

摘要: 从轨道列车车钩缓冲装置功能和失效原理、分类和标准、理论和应用与列车整体碰撞响应4个方面，梳理了近20年车钩缓冲装置在列车碰撞领域的研究方法和研究成果，总结了4个方面研究的优缺点与未来亟待解决的问题；从列车碰撞动力学的角度，阐述了车钩缓冲装置在列车碰撞中的作用，及其在车辆系统整体设计中的地位；基于欧盟、美国、日本与中国列车耐撞性和强度标准，介绍了车钩缓冲装置的子部件组成；从车钩缓冲装置理论模型在列车碰撞动力学模型和有限元模型的应用剖析其演化过程；基于当前国内外车钩缓冲装置的研究现状，指出未来轨道列车车钩缓冲装置的研究趋势和发展目标。研究结果表明：车钩缓冲装置是列车多级吸能系统中重要组成部分之一，需针对不同车钩缓冲装置类型建立不同的力学模型，准确反映缓冲器的非线性迟滞特性和压溃管的压溃吸能特性，以及车钩的运动关系；在国内外现行标准中，仅规定了车钩缓冲装置的静强度指标，且仅有货车车辆缓冲器的详细界定，缺乏中高速轨道车辆的车钩缓冲装置在动态场景下的载荷指标、能量上限等标准规范；胶泥、气液缓冲器具有比摩擦式缓冲器更好的碰撞力学性能，但其复杂的非线性特性描述依赖于准确的数学模型和试验，目前尚未对车钩缓冲装置数学模型的横向、垂向动态特性进行详细研究；应结合试验，加强研究车辆运行和碰撞过程中车钩缓冲装置的触发和失效稳定性，及其对列车纵向撞击响应的影响；中低速下较大的车钩缓冲装置刚度会导致非正常的垂向和横向响应，不同速度等级下车钩缓冲装置的力学特性和初始姿态对车辆碰撞机理的影响较大。
- 车辆工程 /
- 车钩缓冲装置 /
- 能量吸收系统 /
- 碰撞安全性 /
- 碰撞响应 /
- 建模方法
Abstract: The research methodologies and results of coupler and draft gear in the field of train collisions in last 20 years were reviewed from four specific aspects of coupler and draft gears in train: function and failure mechanisms, classifications and standards, theories and applications, and train collision responses. The strengths, weaknesses, and future problems to be solved of these four studies were summarized. The role of coupler and draft gear in train collisions, as well as its position in the overall design of vehicle system, was discussed from the perspective of kinematic theory of train collisions. The compositions of sub-components of coupler and draft gear were introduced based on the crashworthiness and strength standards of trains in European Union, the United States, Japan, and China.The evolution of the theoretical model of coupler and draft gear was analyzed from its application in train collision dynamics model and finite element model.Research trends and development goals of coupler and draft gear were described based on the current state of coupler and draft gear worldwide. Research results show that coupler and draft gear is one of the important components in the multistage energy-absorption systems of trains. It is necessary to establish different mechanical models for different types of coupler and draft gears to accurately reflect the nonlinear hysteresis characteristics of the buffer, the energy absorption characteristics of the collapse pipe, and the dynamic characteristics of coupler and draft gear during collision. The coupler draft gear standards that currently exist in China and abroad only specify the static strength indices for coupler draft gears and only provide detailed specifications for freight-car coupler draft gears. The standardized load indicators and energy limits for the coupler and draft gear are scarce of high-speed trains in dynamic scenarios. Although elastomer and gas-liquid buffers have better mechanical collision properties than friction buffers, their complex nonlinear characteristics depend on accurate mathematical models and tests. At present, the transverse and vertical dynamic characteristics of the mathematical model of coupler and draft are yet to be formulated in details.Tests should be used to strengthen studies on the activation and failure stability of coupler and draft gears in train-operation and train-collision processes, as well as their effects on the longitudinal collision response of train cars.High stiffness levels in coupler and draft gear can lead to abnormal vertical and horizontal responses at low and medium speeds.The mechanical properties and initial attitudes of coupler and draft gears at different speed levels have great influence on vehicle collision mechanism. 2 tabs, 17 figs, 91 refs.
- vehicle engineering /
- coupler and draft gear /
- energy absorption system /
- crash safety /
- collision response /
- modeling method

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图 1 列车碰撞能量吸收过程

Figure 1. Energy absorption process of train collision

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图 2 轨道车辆被动安全性设计要求

Figure 2. Design requirements of passive safety of rail vehicle

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图 3 13A/QKX-100型钩缓装置

Figure 3. 13A/QKX-100 type coupler and draft gear

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图 4 DFC-E100型钩缓装置

Figure 4. DFC-E100 type coupler and draft gear

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图 5 柴田密接式钩缓装置

Figure 5. Shibata close-connected coupler and draft gear

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图 6 沙库密接式钩缓装置

Figure 6. Shaku close-connected coupler and draft gear

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图 7 过载保护吸能结构

Figure 7. Overload protection energy absorbing structures

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图 8 非线性钩缓装置数学模型

Figure 8. Non-liner mathematical model of coupler and draft gear

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图 9 钩缓装置非线性迟滞曲线

Figure 9. Non-linear hysteresis curves of coupler and draft gear

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图 10 耦合界面接口

Figure 10. Coupling interface hickey

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图 11 车体连接

Figure 11. Vehicle body connection

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图 12 摩擦式缓冲器动力学模型

Figure 12. Dynamics model of friction buffer

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图 13 13A型车钩和MT-2型缓冲器等效模型

Figure 13. Equivalent models of 13A type coupler and MT-2 type buffer

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图 14 半永久牵引杆有限元模型

Figure 14. Finite element model of semi-permanent drawbar

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图 15 模拟碰撞试验

Figure 15. Simulation crash test

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图 16 连挂试验中的推回式钩缓装置

Figure 16. Push-back coupler and draft gear in coupling test

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图 17 车辆掉轨行为

Figure 17. Vehicle off track behavior

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表 1 各标准对车钩与车体强度要求

Table 1. Requirements of strength of couplers and vehicle bodies in various standards

标准	APTA PR-CS-S-034-99, Rev.2	ASME RT-1—2015、ASME RT-2—2014	GM/RT2100	BS EN 12663-1:2010+A1:2014	JIS E 7105:1989	TB/T 1335—1996
车钩强度/kN	≥2 950			≥1 500	≥1 600	1 800/2 000
机车强度/kN	≥3 560		不低于7 km·h^-1的冲击速度产生的力	≥2 000
客运列车强度/kN	≥3 560			≥2 000	≥490	1 700 ~1 900
动车组等固定机组强度/kN	≥3 560			≥1 500	≥980
客运重轨车辆强度/kN		车钩产生最大可能载荷的1.1倍		≥800	≥490
客运轻轨车辆强度/kN		车钩产生最大载荷		≥400	≥490
有轨电车强度/kN		车钩产生最大载荷		≥200	≥290

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表 2 列车钩缓装置特性

Table 2. Characteristics of coupler and draft gear in train

钩缓编号	最大压缩载荷/kN	载荷峰值时刻/ms	最大行程/mm	吸收能量/kJ	是否失效
1	550	6	27.5	6.74	是
2	550	136	182.3	44.75	是
3	550	442	329.7	67.55	是
4	424	508	288.4	241.05	是
5	418	765	286.6	111.15	否
6	389	782	283.7	62.57	否

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