CN109492346B - Construction method of simplified rail train collision simulation model - Google Patents
Construction method of simplified rail train collision simulation model Download PDFInfo
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Abstract
The invention discloses a method for constructing a simplified rail train collision simulation model, which comprises the following steps: dividing a response surface of the target intermediate vehicle; performing a collision simulation experiment to obtain the response displacement and the response force of each response surface at a preset collision speed; identifying each section as a plastic deformation section or an elastic deformation section based on the deformation of each section, and calculating the rigidity of each elastic deformation section, wherein the deformation is related to the response displacement of the response surface, and the rigidity is related to the response displacement and the response force of the response surface; and then constructing a rail train collision simulation full model, and replacing elastic deformation sections of all intermediate cars on the rail train collision simulation full model by adopting mass points and discrete beam units based on the calculated rigidity. The invention realizes more reasonable and accurate simplification by the method.
Description
Technical Field
The invention belongs to the technical field of vehicle collision simulation, and particularly relates to a construction method of a simplified model for rail train collision simulation.
Background
The collision accident of the train can greatly threaten the personal safety of passengers and cause serious property loss. Therefore, the crashworthiness of the rail train becomes the important research point in the field of train safety. However, in the real vehicle collision experiment, huge manpower, material resources and financial resources are consumed, and the repeatability of the experiment is extremely low, so that the research on vehicle collision by using a simulation technology becomes an important means, the train is effectively simplified, the calculation efficiency can be improved, and the calculation cost is reduced.
At present, Nanjing aerospace university provides a patent of 'a complete vehicle collision simulation method based on parametric design', wherein nonlinear finite element software is adopted to calculate the impact force-stroke of a train energy absorption element and determine the equivalent total rigidity of an energy absorption device, and the complete vehicle collision simulation is carried out by combining nonlinear finite element and nonlinear multi-body dynamics, but the method mainly aims at the energy absorption element between each carriage and does not disclose or provide the simplification of the body structure of a rail train; the university of Zhongnan proposes a 'model simplification method for multi-vehicle collision simulation of railway trains', which is characterized in that a dynamic nonlinear large-deformation finite element method is adopted to simplify a head vehicle and a middle vehicle which form a whole vehicle, the middle part of a single-section vehicle which is not subjected to plastic deformation is extracted, the total mass and the central position of the single-section vehicle are calculated, the middle part and the central position are respectively replaced by corresponding mass points, and all nodes of the rest part of the vehicle body are connected by beam units; although the model is simplified by adopting the mass points and the beam units, the technology does not provide a scheme for realizing equivalent rigidity of a vehicle body structure, the rigidity of each part of the same vehicle body is greatly different, and the scheme does not analyze the rigid bodies of each part of the vehicle body, so the rationality, the effectiveness and the accuracy of the model simplification method are still to be improved.
Disclosure of Invention
The invention aims to provide a method for constructing a simplified model for simulating rail train collision, which is more reasonable, effective and accurate in simplification, divides the deformation analysis of a train intermediate car into elastic deformation areas of the intermediate car based on rigidity difference, and simplifies the elastic deformation areas of the intermediate car based on rigidity analysis
A method for constructing a simplified rail train collision simulation model comprises the following steps:
s1: constructing a local simulation model, and dividing a response surface of a target intermediate vehicle in the local simulation model based on the rigidity difference;
the local simulation model at least comprises 3 sections of vehicles including a head vehicle, and one intermediate vehicle in the local simulation model is selected as a target intermediate vehicle;
the response surfaces are sections where vertical sides of openings on the shell of the target middle vehicle are located, and the structure between every two adjacent response surfaces is a section of the middle vehicle;
s2: performing a collision simulation experiment on the local simulation model at a preset collision speed to obtain the response displacement and the response force of each response surface on the target intermediate vehicle at the preset collision speed;
the preset collision speed at least comprises a target collision speed, and the elastic deformation of the vehicle at the target collision speed is complete;
s3: calculating the deformation of the section between every two adjacent response surfaces based on the response displacement of each response surface on the target intermediate vehicle at the target collision speed, and identifying each section as a plastic deformation section or an elastic deformation section based on the deformation of each section;
the deformation of the section between two adjacent response surfaces is the absolute value of the difference of the response displacements of the two adjacent response surfaces;
s4: calculating a stiffness of each elastically deforming segment based on the response displacement and the response force;
the rigidity of the elastic deformation section is equal to the deformation load of the elastic deformation section divided by the deformation amount, wherein the deformation load is the absolute value of the difference between the response forces of two adjacent response surfaces corresponding to the elastic deformation section;
s5: constructing a rail train collision simulation full model, and replacing elastic deformation sections of all intermediate cars on the rail train collision simulation full model with mass points and discrete beam units based on the rigidity calculated in the step S4;
the mass points are arranged on the response surface of each elastic deformation section on each middle vehicle, the vertical and radial coordinates of all the mass points are respectively connected with adjacent mass points with the same vertical and radial coordinates of the gravity center of the whole vehicle body structure of all the elastic deformation sections by using discrete beam units, the rigidity of the discrete beam unit between every two adjacent mass points is equal to the rigidity of the corresponding elastic deformation section between every two adjacent response surfaces, and the mass of each mass point is equal to the sum of 1/2 masses of the vehicle body structure in the elastic deformation section where the response surface of each mass point is located.
According to the method, based on the fact that the rigidity of each area of the rigidity of the vehicle body is different due to the opening of the shell, the middle vehicle is divided into each section by the response surface, the sections are identified to be elastic deformation sections or plastic deformation sections, and finally the elastic deformation sections are simplified based on rigidity equivalence. Because the intermediate train is divided into sections based on the rigidity difference, and the elastic deformation area of the intermediate train is simplified by taking the sections as units, the rigidity of the simplified model is more accurately matched with the rigidity of an actual train, and the simplification is more reasonable and effective; meanwhile, the rigidity calculation and the elastoplasticity identification are carried out on the basis of the response force and the response displacement obtained by the simulation experiment, a practical and feasible scheme is provided for realization, and the obtained simplified model can greatly reduce the simulation calculation amount.
The present invention uses the vehicle body direction along the rail as the x direction, and defines the vertical direction and the radial direction perpendicular to the x direction as the y direction and the z direction. The x coordinate of the mass point is equal to the x coordinate of the corresponding response surface, that is, the mass point is located on the corresponding response surface, the y coordinate and the z coordinate of the mass point are determined according to the center of gravity of the whole elastic deformation section, and generally, each obtained elastic deformation section is a coherent section.
The discrete beam unit is substantially a Y ═ kX model, where X denotes displacement, k denotes stiffness, and Y denotes force.
Further preferably, the process of identifying each block section as a plastic deformation block section or as an elastic deformation block section based on the deformation amount of each block section in step S3 is as follows:
firstly, arranging the acquired final deformation of each section in a descending order;
then, sequentially overlapping the final deformation amounts of different sections based on the arrangement sequence until the sum of the overlapped deformation amounts is more than or equal to 90% of the sum of the final deformation amounts of all the sections;
the section not participating in the superposition calculation of the deformation is an elastic deformation section, and the section already participating in the superposition calculation is a plastic deformation section.
Further preferably, when the preset collision speed in step S2 further includes a collision speed different from the target collision speed, the stiffness of each elastic deformation section in step S4 is obtained as follows:
firstly, calculating the rigidity of each elastic deformation section at different preset collision speeds based on the response displacement and the response force; respectively calculating the rigidity of each elastic deformation zone section by using the rigidity of the same elastic deformation zone section at different preset collision speeds or respectively calculating the rigidity of each elastic deformation zone section by using the rigidity of the same elastic deformation zone section at different preset collision speeds;
the sections with the same type of shell openings are the same type of sections and the sections without any shell openings are the same type of sections.
The invention comprehensively considers the rigidity at each preset speed aiming at the rigidity of the same elastic deformation section or the same type of elastic deformation section, thereby improving the rigidity reliability of each finally obtained elastic deformation section.
Further preferably, the rigidity of each elastic deformation section is equal to the average rigidity of the same elastic deformation section or the same type of elastic deformation section at different preset collision speeds.
More preferably, the opening in the housing when the response surface is divided is a door or a window.
Preferably, the local simulation model and the rail train collision simulation full model are both finite element simulation models.
Further preferably, the response surface includes a cross section where two vertical sides of each opening, which is not the first and last openings, on the target middle car shell are located, and a cross section where an inner vertical side on the first opening and the last opening is located, where the inner vertical side is a side on the two vertical sides of the opening away from two ends of the middle car.
The two sides are coupler mounting parts which can be firstly subjected to plastic deformation in the collision process, can be determined as plastic deformation areas and are not simplified objects, and therefore the simplified parts of the intermediate car are not included.
Further preferably, the target collision speed is greater than or equal to 30 km/h.
Preferably, the rail train is a subway train.
Further preferably, the discrete beam elements are linear springs.
Advantageous effects
1. The invention provides a brand new method for simplifying a rail train simulation model, which is based on the fact that rigidity of each area of the rigidity of a train body is different due to an opening of a shell, divides an intermediate train into each section by a response surface, identifies the section as an elastic deformation section or a plastic deformation section, and finally simplifies the elastic deformation section based on rigidity equivalence. Compared with the conventional method for simplifying the model of the multi-vehicle collision simulation of the railway train, the method has the advantages that the intermediate train is divided into sections through the response surface based on the rigidity difference, and the elastic deformation area of the intermediate train is simplified by taking the sections as units, so that the rigidity of the simplified model is more accurately matched with the rigidity of the actual train, the simplification is more reasonable and effective, the elastic deformation sections are extracted to the maximum extent, and the simulation model is simplified to the maximum extent; on the other hand, the method is realized by providing a feasible scheme based on the rigidity calculation and the elastoplasticity identification based on the response force and the response displacement obtained by the simulation experiment, and the obtained simplified model can greatly reduce the simulation calculation amount.
2. The invention greatly reduces the number of grid elements and the number of nodes of the finite element model by simplifying the simulation model, particularly aiming at the finite element simulation model, effectively improves the simulation efficiency and reduces the calculation complexity.
3. Experiments also verify that the numerical simulation result of the simplified model and the non-simplified model provided by the invention has high goodness of fit, so that the reliability and the accuracy of the simplified model provided by the invention are verified.
Drawings
FIG. 1 is a schematic flow chart of a method for constructing a simplified model for rail train collision simulation according to the present invention;
FIG. 2 is a schematic diagram of the response surface division of the target intermediate vehicle provided by the present invention;
FIG. 3 is a schematic diagram of a finite element model of forward collision of a rigid wall, which is a partial simulation model provided by the present invention;
FIG. 4 is a schematic illustration of the amount of deformation and the total amount of deformation of the 6 plastic deformation sections provided by the present invention;
FIG. 5 is a simplified model of a center vehicle provided by the present invention;
FIG. 6 is a simplified model of a forward collision finite element of a rigid wall, which is a partial simulation model provided by the present invention;
FIG. 7 is a simplified front and rear comparison view of the axial impact force of the rigid wall provided by the present invention in a model;
FIG. 8 is a simplified before and after comparison graph of impact forces on multiple response surfaces provided by the present invention, wherein (a), (b), (c), (d), (e), and (f) are respectively a comparison graph of impact forces on response surfaces section1, section2, section3, section10, section11, and section12 on the model;
FIG. 9 is a comparison diagram of longitudinal forces of each coupler of the whole vehicle before and after model simplification provided by the invention, wherein (a), (b) and (c) are comparison diagrams of a first vehicle-a second vehicle section, a second vehicle-a third vehicle section and a third vehicle-a fourth vehicle section before and after second vehicle section simplification of a local simulation model respectively;
FIG. 10 is a comparison of vehicle kinetic energy provided by the present invention before and after model simplification.
Detailed Description
The present invention will be further described with reference to the following examples.
The invention aims to provide a method for constructing a simplified model for rail train collision simulation, which is described by taking a subway vehicle as an example in the embodiment, but the method is also suitable for other rail vehicles such as high-speed rails and motor trains. As shown in fig. 1, the method for constructing a simplified model for rail train collision simulation provided by this embodiment includes the following steps:
s1: and constructing a local simulation model, and dividing a response surface of the target intermediate vehicle in the local simulation model based on the rigidity difference.
Since a rail train is composed of a plurality of carriages, and there is interaction between vehicles during a collision, in order to ensure the reliability of the simplified result, a local simulation model for analyzing the characteristics of the intermediate vehicle is required to be composed of at least 3 carriages including a head vehicle, and one intermediate vehicle in the local simulation model is used as a target intermediate vehicle for analyzing the characteristics of the intermediate vehicle. The local simulation model in this embodiment is composed of 4 marshalling of subway trains. Therefore, the local simulation model is a finite element model consisting of 4 carriages for the head car, the second section of intermediate car, the third section of intermediate car and the tail car, and the second section of intermediate car is taken as the target intermediate car in the embodiment.
Since the existence of the door and window structure can cause the structural strength of the door and window to be different from that of the door and window, as shown in fig. 2, the structure of the second-section intermediate vehicle is divided into three types of door, window and door-window, response surfaces section1, section2, section3, section4, section5, section6, section7, section8, section9, section10, section11 and section12 are established at the structural type change position of the second-section vehicle, and the second-section intermediate vehicle is divided into the following sections based on the divided response surfaces: section1-section2, section2-section3, section3-section4, section4-section5, section5-section6, section6-section7, section7-section8, section8-section9, section9-section10, section10-section11, section11-section 12. It should be noted that, since it is considered that the two ends of the car body are coupler-mounted portions which are first plastically deformed during a collision and can be determined as plastic deformation regions, which are not simplified objects, and therefore are not directly taken into consideration in the simplified portion of the intermediate car, the response surfaces selected in this embodiment are a cross section including two vertical sides of each opening (window and door) other than the first and last openings (windows or doors) on the target intermediate car shell, and a cross section including an inner vertical side on the first opening and the last opening (window or door), where the inner vertical sides are sides of the two vertical sides of the opening which are away from the two ends of the intermediate car. The first and last openings shown in fig. 2 are windows.
S2: and performing a collision simulation experiment on the local simulation model at a preset collision speed to obtain the response displacement and the response force of each response surface on the target intermediate vehicle at the preset collision speed.
As shown in fig. 3, a local simulation model-rigid wall forward collision finite element model is constructed based on the local simulation model, wherein the rigid wall is located right in front of the local simulation model, and the rigid wall is fixed without freedom. And the local simulation model impacts the rigid wall at a preset impact speed to carry out an impact simulation experiment. In this embodiment, the preset collision speeds are respectively: 36km/h, 25km/h and 16 km/h. The selection criteria were: the preset collision speed at least comprises a target collision speed, the elastic deformation of the vehicle at the target collision speed is complete, and 36km/h is the target collision speed in the embodiment. In other possible embodiments, the target collision speed is at least 30km/h or more, and if two or more of the preset collision speeds satisfy the requirement, the maximum preset collision speed is selected as the target collision speed. The response displacement refers to the sum displacement of unit nodes on the response surface, and the response force refers to the resultant force of unit node forces on the response surface; therefore, after collision simulation is carried out at a preset collision speed, the absolute value of the difference value of the response displacement between the adjacent response surfaces is the deformation generated in the corresponding section; the absolute value of the stress difference between the adjacent response surfaces is the deformation load borne by the corresponding section.
S3: calculating the deformation of the section between every two adjacent response surfaces based on the response displacement of each response surface on the target intermediate vehicle at the target collision speed, and identifying each section as a plastic deformation section or an elastic deformation section based on the deformation of each section;
since the vehicle is elastically deformed completely at the target collision speed and is plastically deformed, the elastic curve region and the plastic deformation region of the second-section intermediate vehicle can be used. The distinguishing process comprises the following steps:
firstly, arranging the acquired final deformation of each section in a descending order;
then, sequentially overlapping the final deformation amounts of different sections based on the arrangement sequence until the sum of the overlapped deformation amounts is more than or equal to 90% of the sum of the final deformation amounts of all the sections;
the section not participating in the superposition calculation of the deformation is an elastic deformation section, and the section already participating in the superposition calculation is a plastic deformation section.
For example, in the present embodiment, the following sections 1-2, 2-3, 3-4, 4-5, 5-6, 6-7, 7-8, 8-9, 9-10, 10-11, 11-12 are obtained and then sorted, and then the total of the deformation amounts of the 6 sections, namely section1-2, section2-3, section3-4, section9-10, section10-11, and section11-12 (see fig. 4) accounts for 97% of the total of the deformation amounts of all the sections, so as to conclude sections 1-2, 2-3, 2-4, 2-10, 2-12, and then the sections 2-72, 2-6, 2-2, 2-72, 2-6, 2-72, 2-6, 2, 365-6, 365, 366, and 366 are obtained as plastic sections, and the sections of the section, The 5 sections of section8-9 are the elastically deformable sections of the second intermediate car. The simplified modeling method for vehicle collision only simplifies the elastic deformation area of the vehicle, and the rigidity of the corresponding structure of the elastic deformation area is elastic rigidity. Thus, step S4 is performed.
S4: calculating a stiffness of each elastically deforming segment based on the response displacement and the response force;
the rigidity of the elastically deforming section is equal to the deformation load of the elastically deforming section divided by the deformation amount. In the present embodiment, first, the rigidity of each elastic deformation section at each of different preset collision speeds (36km/h, 25km/h, 16km/h) is calculated based on the response displacement and the response force; and calculating the rigidity of each elastic deformation section by using the rigidity of the same elastic deformation section or the same elastic deformation section at different preset collision speeds. The rigidity of the elastic deformation section is equal to the average rigidity value of the same elastic deformation section or the same type of elastic deformation section at different preset collision speeds.
As shown in table 1 below, the elastic stiffnesses of the structures corresponding to the 5 elastic deformation sections, namely section4-5, section5-6, section6-7, section7-8 and section8-9, are obtained respectively, and are compared with the elastic stiffnesses corresponding to the 5 elastic deformation sections obtained under the condition of a collision speed of 36km/h, and the comparison result shows that the calculated elastic stiffnesses corresponding to the 5 elastic deformation sections are close to each other under different collision speeds, so that the elastic stiffnesses of the elastic deformation sections obtained under the conditions of 3 different collision speeds are averaged, and the obtained elastic stiffness average value is used as the final elastic stiffness of the structure corresponding to each elastic deformation region.
TABLE 1 variable of each interface shape of intermediate vehicle of subway
In table 1, it can be seen that the elastic deformation sections (4-5 and 8-9) with windows and the elastic deformation sections (5-6 and 7-8) without windows and doors are respectively subjected to uniform average calculation, which is based on the condition that the rigidity of the same section is the same and is not different, and therefore, the rigidity average of the sections 4-5 and 8-9 is taken as the rigidity of the sections 4-5 and 8-9; and taking the average value of the rigidity of the 5-6 sections and the 7-8 sections as the rigidity of the 5-6 and 7-8 sections.
S5: constructing a rail train collision simulation full model, and replacing elastic deformation sections of all intermediate cars on the rail train collision simulation full model with mass points and linear springs based on the stiffness calculated in the step S4;
in the embodiment, the rail train collision simulation full model is a complete rail train finite element model. As shown in fig. 5, a mass point is arranged on the position of the response surface of each elastic deformation section on each intermediate vehicle, the vertical and radial coordinates of the mass point are respectively equal to the vertical and radial coordinates of the gravity center of the whole vehicle body structure of all the elastic deformation sections, adjacent mass points are connected by a linear spring, and the stiffness of the linear spring between two adjacent mass points is equal to the stiffness of the elastic deformation section between two corresponding adjacent response surfaces. The mass of the mass point is equal to the sum of 1/2 masses of the vehicle body structure in the elastically deformable section in which the responsive surface of each mass point is located. For example, the structural mass corresponding to the elastic deformation region section4-5 is equally distributed on the mass point 1 and the mass point 2, the linear spring connects the mass point 1 and the mass point 2, and the stiffness of the linear spring is the elastic stiffness of the structure corresponding to the elastic deformation region section 4-5; the structural mass corresponding to the elastic deformation region section5-6 is evenly distributed on the mass point 2 and the mass point 3, the linear spring connects the mass point 2 and the mass point 3, and the stiffness of the linear spring is the elastic stiffness of the structure corresponding to the elastic deformation region section5-6, at this time, the mass on the mass point 2 is equal to the sum of the structural mass 1/2 corresponding to the elastic deformation region section4-5 and the structural mass 1/2 corresponding to the elastic deformation region section 5-6; and simplifying the finite element model of one section of the intermediate vehicle by analogy, and similarly, simplifying other sections of the intermediate vehicle according to the simplification method.
Through the method, the intermediate train of the rail train can be simplified, for example, as shown in fig. 6, the simplified intermediate train is a simplified partial simulation model of the second intermediate train, namely a rigid wall forward collision finite element simplified model. In order to further verify the reliability of the simplified model, the reliability of the simplified model is compared with that of a non-simplified model in a simulation mode, numerical simulation results are shown in the following figures 7-10, the results show that the numerical simulation results of the simplified model and the non-simplified model are well matched, and the simplified middle car is reasonable and accurate. Meanwhile, the number of elements and the number of nodes of the finite element model of the second section of subway vehicle and the simplified finite element model of the second section of subway vehicle are shown in table 2, and the number of elements and the number of nodes of the finite element model of the second section of subway vehicle are respectively 66.50% and 68.29% of the original finite element model of the second section of subway vehicle. Therefore, the model is simplified by adopting the simplification method, particularly the number of grids and nodes can be effectively reduced aiming at the finite element model, and the operation efficiency is greatly improved.
TABLE 2
| Number of grids | Number of nodes | |
| Before simplification | 544753 | 489356 |
| After simplification | 362271 | 334199 |
It should be emphasized that the examples described herein are illustrative and not restrictive, and thus the invention is not to be limited to the examples described herein, but rather to other embodiments that may be devised by those skilled in the art based on the teachings herein, and that various modifications, alterations, and substitutions are possible without departing from the spirit and scope of the present invention.
Claims (9)
1. A method for constructing a simplified model for rail train collision simulation is characterized by comprising the following steps: the method comprises the following steps:
s1: constructing a local simulation model, and dividing a response surface of a target intermediate vehicle in the local simulation model based on the rigidity difference;
the local simulation model at least comprises 3 sections of vehicles including a head vehicle, and one intermediate vehicle in the local simulation model is selected as a target intermediate vehicle;
the response surfaces are sections where vertical sides of openings on the shell of the target middle vehicle are located, and the structure between every two adjacent response surfaces is a section of the middle vehicle;
s2: performing a collision simulation experiment on the local simulation model at a preset collision speed to obtain the response displacement and the response force of each response surface on the target intermediate vehicle at the preset collision speed;
the preset collision speed at least comprises a target collision speed, and the elastic deformation of the vehicle at the target collision speed is complete;
s3: calculating the deformation of the section between every two adjacent response surfaces based on the response displacement of each response surface on the target intermediate vehicle at the target collision speed, and identifying each section as a plastic deformation section or an elastic deformation section based on the deformation of each section;
the deformation of the section between two adjacent response surfaces is the absolute value of the difference of the response displacements of the two adjacent response surfaces;
the identification process of the plastic deformation section or the elastic deformation section is as follows: arranging the acquired final deformation of each section in a descending order; sequentially overlapping the final deformation amounts of different sections based on the arrangement sequence until the sum of the overlapped deformation amounts is more than or equal to 90% of the sum of the final deformation amounts of all the sections; wherein, the section not participating in the superposition calculation of the deformation is an elastic deformation section, and the section already participating in the superposition calculation is a plastic deformation section;
s4: calculating a stiffness of each elastically deforming segment based on the response displacement and the response force;
the rigidity of the elastic deformation section is equal to the deformation load of the elastic deformation section divided by the deformation amount, wherein the deformation load is the absolute value of the difference between the response forces of two adjacent response surfaces corresponding to the elastic deformation section;
s5: constructing a rail train collision simulation full model, and replacing elastic deformation sections of all intermediate cars on the rail train collision simulation full model with mass points and discrete beam units based on the rigidity calculated in the step S4;
the mass points are arranged on the response surface of each elastic deformation section on each middle vehicle, the vertical and radial coordinates of all the mass points are respectively equal to the vertical and radial coordinates of the gravity center of the whole vehicle body structure of all the elastic deformation sections, adjacent mass points are connected by discrete beam units, the rigidity of the discrete beam unit between every two adjacent mass points is equal to the rigidity of the corresponding elastic deformation section between every two adjacent response surfaces, and the mass of each mass point is equal to the sum of 1/2 masses of the vehicle body structure in the elastic deformation section where the response surface of each mass point is located.
2. The method of claim 1, wherein: when the preset collision speed in step S2 further includes a collision speed different from the target collision speed, the rigidity of each elastically deforming section in step S4 is obtained as follows:
firstly, calculating the rigidity of each elastic deformation section at different preset collision speeds based on the response displacement and the response force; respectively calculating the rigidity of each elastic deformation zone section by using the rigidity of the same elastic deformation zone section at different preset collision speeds or respectively calculating the rigidity of each elastic deformation zone section by using the rigidity of the same elastic deformation zone section at different preset collision speeds;
the sections with the same type of shell openings are the same type of sections and the sections without any shell openings are the same type of sections.
3. The method of claim 2, wherein: the rigidity of each elastic deformation section is equal to the average rigidity value of the same elastic deformation section or the same type of elastic deformation section at different preset collision speeds.
4. The method of claim 1, wherein: the opening on the shell is a door or a window when the response surface is divided.
5. The method of claim 1, wherein: the local simulation model and the rail train collision simulation full model are both finite element simulation models.
6. The method of claim 1, wherein: the response surface comprises a cross section where two vertical side edges of each opening, which is not the first opening and the last opening, on the target middle vehicle shell are located, and a cross section where an inner vertical side edge on the first opening and the last opening is located, wherein the inner vertical side edge is a side edge which is far away from two ends of the middle vehicle on the two vertical side edges of the opening.
7. The method of claim 1, wherein: the target collision speed is greater than or equal to 30 km/h.
8. The method of claim 1, wherein: the rail train is a subway train.
9. The method of claim 1, wherein: the discrete beam elements are linear springs.
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| CN101510230A (en) * | 2009-03-11 | 2009-08-19 | 同济大学 | Vehicle road load emulation method |
| KR102146244B1 (en) * | 2013-02-22 | 2020-08-21 | 삼성전자주식회사 | Methdo for controlling display of a plurality of objects according to input related to operation for mobile terminal and the mobile terminal therefor |
| CN103294860B (en) * | 2013-05-28 | 2015-10-14 | 中南大学 | The Model Simplification Method of the many vehicle collision emulation of a kind of railway train |
| CN103425834A (en) * | 2013-08-07 | 2013-12-04 | 中国科学院深圳先进技术研究院 | Flexible material deformation simulating method and device |
| CN106485028B (en) * | 2016-11-03 | 2019-11-22 | 南京信息工程大学 | Support the flexible body deformation simulation modeling method pressed in real time |
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