Journal of Jilin University(Engineering and Technology Edition) ›› 2020, Vol. 50 ›› Issue (1): 147-155.doi: 10.13229/j.cnki.jdxbgxb20180942

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Simulation analysis and evaluation on passive safety of the longitudinal berth

Xin TONG1(),Le-le ZHANG1(),Wen LIU1,Hong-jun KANG2   

  1. 1. School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China
    2. Product R&D Center, Tangshan Railway Vehicle Co. , Ltd. , Tangshan 063035, China
  • Received:2018-09-14 Online:2020-01-01 Published:2020-02-06
  • Contact: Le-le ZHANG E-mail:16121401@bjtu.edu.cn;llzhang1@bjtu.edu.cn

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Abstract:

The longitudinal berth is designed with a central aisle and double-deck berth units on both sides. With relatively independent longitudinal berths, the passengers lie parallel with the train’s running direction. In collision accidents, compared with the transversal berth, and the kinematic responses of dummies reflect the passive safety protection performance of structures. Analyzing the characteristics of the longitudinal berth in the structural design of a passenger interface, the finite element models of typical collision scenes with dummies were established according to a passive safety evaluation method for a passenger interface based on the anthropomorphic simulation test. The simulation was carried out with the standard load as the boundary condition. The passive safety protection of the structure to occupants was evaluated by analyzing kinematic responses and injury parameters, and compared with 25T transversal berth. The results indicate that, in the longitudinal berth, under forward load, the head and neck injury indexes of the dummies exceed the standard criterion values (HIC 15 is 626 and Nij is 2.5). Under the backward load, the peak femur compressive force reaches 6.4 kN, which exceeds the criterion value. Due to fundamental changes in the structural design, dummies in the longitudinal and transversal berths can’t avoid secondary impacts and have different injuries. The longitudinal berth restrains occupants more effectively and reduces the risks of injury in secondary impacts.

Key words: vehicle operation engineering, passive safety, secondary impact, longitudinal berth, simulation

CLC Number: 

  • U298.2

Fig.1

"

Table 1

Comparison between longitudinal and transversal berth"

卧铺类型 定员/人 床铺层数 铺位长度/mm 铺位宽度/mm
新型纵向 60 2 1950 715
25T横向 36 2 1900 700

Fig.2

Passive safety evaluation method for a passenger interface"

Fig.3

Collision scenario of longitudinal berth"

Fig.4

Collision scenario of transversal berth"

Fig.5

Standard pulse"

Table 2

Finite element model"

车厢模型 单元数/节点数 部件、结构 实际材料 材料模型编号
纵向卧铺 88890/83169 床垫、靠背、枕头 聚氨酯泡沫 MAT_057: LOW_DENSITY_FOAM
地板、侧墙等 7003铝合金

MAT_003: PLASTIC_KINEMATIC

MAT_020:RIGID
隔断等 酚醛玻璃钢
横向卧铺 235838/235523 餐桌 —

MAT_001:ELASTIC

MAT_020:RIGID
床等 —

Table 3

7003 aluminum alloy and phenolic FRP"

材 料

密度/

（kg?m-3）

 杨氏模量/GPa 泊松比 屈服强度/MPa 切线模量/GPa
7003铝合金 2700 63.1 0.33 — —
酚醛玻璃钢 2000 10 0.29 100 0.26

Fig.6

Stress-strain curve of polyurethane foams"

Table 4

Element number of dummy model"

假人姿态 壳单元 体单元 梁单元 弹簧单元 质量单元
卧姿 1606 2644 3 8 32

Fig.7

Contact stiffness of table and berth"

Fig.8

"

Fig.9

"

Fig.10

Tibia moment and force of No.2 dummy"

Table 5

Injury parts of dummy"

车厢类型 载荷方向 假人编号

碰撞接

触部位

 接触部位数量

超过限

值部位
纵向卧铺 正向 1 头部 1 头部、颈部
反向 2 脚部 1 腿部
横向卧铺 正向 3 头、胸、四肢 3 胸部
4 头、胸、四肢 3 头部、胸部
5 胸、四肢 2 —
6 四肢 1 —

Table 6

Comparison between injury threshold and injury value"

损伤指标 标准值 纵向卧铺 25T横向卧铺
1号 2号 3号 4号 5号 6号
头部 最大3 ms加速度/g 80 128.4 41.3 40.6 266.2 51.3 33.7
H I C 15 500 626 36 186 1 910 177 157
颈部 最大向前弯曲力矩/（N·m） 310 124.2 16.4 77.1 11.6 11.3 12.7
最大向后弯曲力矩/（N·m） 135 63.3 9.8 60.5 10.6 11.8 10.1
最大拉力/kN 4.17 0.3 0.1 1.3 1.2 0.4 0.4
最大压力/kN 4 15.1 3.8 0.6 0.3 1.0 0.2
N i j 1 2.5 0.6 0.6 0.3 0.2 0.1
胸部 最大3 ms加速度/g 60 57.2 16.4 153.5 78.9 29.9 17.7
最大压缩量/mm 63 2.8 1.9 6.2 10.8 4.2 4.7
VC 1 0.1 0.1 0.4 0.6 0.2 0.3
CTI 1 0.7 0.2 1.8 1.0 0.3 0.2
腿部 左侧股骨最大轴向压缩力/kN 4.3 0.8 6.3 2.7 2.1 0.2 0.5
右侧股骨最大轴向压缩力/kN 4.3 0.8 6.4 2.8 1.9 0.2 0.5
左侧胫骨最大轴向压缩力/kN 8 0.8 7.3 2.2 2.5 0.3 0.5
右侧胫骨最大轴向压缩力/kN 8 0.8 7.5 2.3 2.2 0.2 0.6
左侧胫骨指数TI 1.3 0.4 0.9 0.8 0.7 0.4 0.3
右侧胫骨指数TI 1.3 0.4 0.9 0.3 0.6 0.2 0.3

Fig.11

Contact stiffness of partition structure"

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