| 母东,向聪,刘勇,刘绪锡,张云逸.特种方舱铁路运输异常调车纵向冲击试验研究[J].装备环境工程,2021,18(5):100-105. MU Dong,XIANG Cong,LIU Yong,LIU Xu-xi,ZHANG Yun-yi.Experimental Research on the Longitudinal Impact of the Special Container under Shunting Accident[J].Equipment Environmental Engineering,2021,18(5):100-105. |
| 特种方舱铁路运输异常调车纵向冲击试验研究 |
| Experimental Research on the Longitudinal Impact of the Special Container under Shunting Accident |
| 投稿时间：2021-04-01 修订日期：2021-04-15 |
| DOI：10.7643/issn.1672-9242.2021.05.015 |
| 中文关键词: 纵向冲击 特种方舱 缓冲器 安全性中图分类号:TJ01 文献标识码:A 文章编号:1672-9242(2021)05-0100-06 |
| 英文关键词:longitudinal impact special container draft gear safety |
| 基金项目: |
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| Author | Institution |
| MU Dong | Institute of Systems Engineering, China Academy of Engineering Physics, Mianyang 621900, China |
| XIANG Cong | Institute of Systems Engineering, China Academy of Engineering Physics, Mianyang 621900, China |
| LIU Yong | Institute of Systems Engineering, China Academy of Engineering Physics, Mianyang 621900, China |
| LIU Xu-xi | Institute of Systems Engineering, China Academy of Engineering Physics, Mianyang 621900, China |
| ZHANG Yun-yi | Institute of Systems Engineering, China Academy of Engineering Physics, Mianyang 621900, China |
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| 中文摘要: |
| 目的 针对特种方舱铁路运输，明确异常调车纵向冲击试验方法，并掌握异常纵向冲击安全性边界。方法 首先开展“一车冲一车”、“一车冲三车”铁路冲击对比试验，获得2种工况下的冲击特性数据。然后，基于冲击试验获得的缓冲器性能，建立特种方舱铁路运输调车作业动力学模型，研究冲击模式下不同冲击速度的纵向冲击特性。结果 试验工况1(冲击速度为8 km/h，“一车冲一车”)下，车钩力不大于1200 kN，特种方舱内的包装箱固定状态良好。试验工况2(冲击速度为15 km/h，“一车冲三车”)下，连挂碰撞界面处的缓冲器完全压缩，铁路车辆前从板出现破坏，特种方舱门端角件发生局部塑性变形，包装箱后限位结构出现变形。基于动力学模型的仿真结果表明，“一车冲一车”工况下，MT-2缓冲器与车体能承受的极限冲击速度约为10 km/h。工况2受试车(特种方舱的装载车)前端车钩力约为2132 kN，接近MT-2缓冲器的最大作用力。结论 开展特种方舱铁路运输调车异常冲击试验，“一车冲一车”模式是更为合适的试验方法。连接车钩是整个特种方舱安全铁路运输系统的最薄弱环节，调车作业安全性边界冲击速度约为10 km/h。 |
| 英文摘要: |
| To propose the experimental conditions of the shunting impact on the container and obtain the safety boundary under shunting accident. Firstly, two conditions of impact experiments, which were 1 vehicle to 1 vehicle and 1 vehicle to 3 vehicle, were carried out to investigate the longitudinal characteristics of the railway shunting. Then, the vehicle shunting impact model of was built to study the influences of different impact velocities and impact conditions. In the condition of 1 vehicle to 1 vehicle at the impact velocity of 8 km/h, the coupler force was less than 1200 kN. The package inside was fastened tightly after the impact. When the impact velocity equaled to 15 km/h in the condition of 1 vehicle to 3 vehicle, the coupler at the collision interface was compressed to the maximum. After the impact experiment, the coupler of the vehicle was broken. Deformations were appeared at the corner of the container and the back board of the inner package. According to the simulation results, the maximum impact velocity was about 10 km/h, at which the draft gear MT-2 and vehicle structure could keep safe. In the condition of 1 vehicle to 3 vehicle, the coupler force at the front interface of the vehicle with container was about 2132 kN, which was close to the maximum capacity of the draft gear MT-2. In summary, as for the impact experiment on the container under shunting accident, it is much more appropriate to conduct in the condition of 1 vehicle to 1 vehicle. The coupler remains the weak point in the whole vehicle transportation, while the impact velocity boundary is about 10 km/h. |
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