Three-dimensional override analysis of crashed railway multiple units

Zhou, Hechao; Wang, Wenbin; Hecht, Markus

doi:10.1080/00423114.2011.631552

Cited by 28 publications

(13 citation statements)

References 9 publications

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“…Similar to TMM in this study, many previous studies [9][10][11][12][13][14][15][16] have considered the connection and energy absorption structures at the end of two adjacent vehicles as a simple force, which made the deformation of structures at the ends of vehicle uncertain. In Jacobsen's study [9], a 3D dynamic model of train collisions was used with connection and energy absorption structures replaced by a force, as shown in Figure 8, and the corresponding real train collision experiments were carried out.…”

Section: Discussionmentioning

confidence: 99%

“…After analyzing the characteristics of energy absorption structures, performance curves were drawn as force-displacement curves. Nonlinear springs were used to simulate the performance characteristics of energy absorption structures, which can be used to simulate any elastic-plastic deformation [14]. Using collision energy management (CEM), all energy absorption structures successively absorb energy in an orderly and controlled way.…”

Section: Energymentioning

confidence: 99%

“…Han and Koo investigated the crash simulation of highspeed train with an obstacle in three dimensions by using multibody dynamics and studied derailment and override [12]. Zhou et al studied three-dimensional dynamic models, influence of pitching frequencies, heights of mass centre, and collision mass on override and derailment analysis about two kinds of crashed freight trains on a curve [13,14]. Yang et al investigated the dynamic response of a train-bridge system subjected to earthquakes in a full three-dimensional model [15].…”

Section: Introductionmentioning

confidence: 99%

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Improved Multibody Dynamics for Investigating Energy Dissipation in Train Collisions Based on Scaling Laws

Shao

Yao

et al. 2016

Shock and Vibration

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This study aimed to investigate energy dissipation in train collisions. A 1/8 scaled train model, about one-dimensional in longitudinal direction, was used to carry out a scaled train collision test. Corresponding multibody dynamic simulations were conducted using traditional and improved method model (IMM) in ADAMS. In IMM, the connection between two adjacent cars was expressed by a nonlinear spring and energy absorbing structures were equivalently represented by separate forces, instead of one force. IMM was able to simulate the motion of each car and displayed the deformation of structures at both ends of the cars. IMM showed larger deformations and energy absorption of structures in moving cars than those in stationary cars. Moreover, the asymmetry in deformation proportion in main energy absorbing structures decreased with increasing collision speed. The asymmetry decreased from 11.69% to 3.60% when the collision speed increased from 10 km/h to 36 km/h.

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Section: Discussionmentioning

confidence: 99%

Section: Energymentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Improved Multibody Dynamics for Investigating Energy Dissipation in Train Collisions Based on Scaling Laws

Shao

Yao

et al. 2016

Shock and Vibration

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“…Since the last two decades, the crashworthiness of rail vehicles has been extensively studied. Various standards and principles have been developed, in which rail vehicles are designed to deform in a controlled pattern to minimise the damage resulting from collisions [1][2][3][4][5][6]. In 2001, a fouryear research project 'Passive safety of tramway for Europe (SAFETRAM)' was sponsored by the European Commission [7].…”

Section: Introductionmentioning

confidence: 99%

Three-dimensional derailment analysis of a crashed city tram

Zhou

Wang

Hecht

2013

Vehicle System Dynamics

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City tram collisions are simulated using multi-body dynamics. The aim of this paper is to investigate the collision-induced derailment. Simulation results demonstrate that the corner obstacle collision scenario defined in EN 15227 is mainly focused on the energy absorption process. Due to the large impact angle (45 • ), it is unlikely for a city tram to comply with this scenario without derailment. In order to avoid derailment, the maximum impact angle between city tram and oblique obstacle should be reduced to 25 • . Moreover, some influence factors are analysed, such as mass of loaded passengers, friction coefficient, impact angle, etc. Derailment phenomenon is shown to be significantly dependent on these parameters. Two measures are proposed to prevent the collided city tram from derailment. One is using secondary lateral dampers to absorb collision energy. Another is increasing the lateral stiffness of secondary springs as well as the lateral clearance, so that more collision energy can be stored in the suspension. With these measures, the safety against derailment can be improved.

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“…[1][2][3][4][5][6][7][8] The Cowper-Symonds model is applied to describe the strain rate effect in steel carbody structures. 9,10 A new type of energyabsorbing device for vehicles is studied based on the Johnson-Cook model.…”

Section: Introductionmentioning

confidence: 99%

Special dynamic behavior of an aluminum alloy and effects on energy absorption in train collisions

Chao

Zhu

et al. 2016

Advances in Mechanical Engineering

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Dynamic tension tests and compression tests were carried out for 5083-H111 aluminum alloy to investigate the dynamic mechanical behavior and its effect on energy absorption characteristics of an energy-absorbing device. The material constitutive relations were obtained at various levels of strain rates by means of tests. Three material models were performed on the energy-absorbing device of railway vehicles. We investigated the influence of the material dynamic behavior on the energy absorption capability. The results indicate that 5083-H111 aluminum alloy is endowed with negative strain rate sensitivity at medium-low strain rates and possesses the feature of negative and then positive strain rate sensitivity in the range of medium strain rates. The material presents obvious strain rate strengthening effect at high strain rates. Moreover, the order of magnitudes of the strain rate in the train collision is 0-2. It belongs to the medium strain rate. The practical absorbed energy of the structure made of 5083-H111 alloy is less than that of the same structure without regard to the strain rate effect in design phases.

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Three-dimensional override analysis of crashed railway multiple units

Cited by 28 publications

References 9 publications

Improved Multibody Dynamics for Investigating Energy Dissipation in Train Collisions Based on Scaling Laws

Improved Multibody Dynamics for Investigating Energy Dissipation in Train Collisions Based on Scaling Laws

Three-dimensional derailment analysis of a crashed city tram

Special dynamic behavior of an aluminum alloy and effects on energy absorption in train collisions

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