Train driver protection under secondary impact

Abstract

An EMU train with detailed cabin structural is established based on the finite element method. The secondary impact between train driver and control desk is fully analysed and two measures are proposed to reduce the driver injury severity, such as the multi-objective optimization of the driver seat position and equipping the train with three-point seat belt. Simulation results indicate that the driver seat position has a significant effect on the driver injury severity during a secondary impact. According to the multi-objective optimization, some Pareto solutions are suggested to design the driver seat position. Besides that, it is also indicated although the chest and leg are well protected when the driver wears a two-point seat belt, it increases the head injure during a secondary impact. On the other hand, the three-point seat belt can supply the train driver with an overall protection against the secondary impact. The injury criteria (HIC, VC, TI) of the driver with the three-point seat belt is significantly lower than those of the driver without seat belt. Moreover, according to the simulation analysis, the limited load of the three-point seat belt is suggested about 1.5 kN.

Keywords

train collision / secondary impact / driver protection / multi-objective optimization / three-point seat belt

References

[1] XueX, SmithR A, SchmidF. Analysis of crush behaviours of a rail cab car and structural modifications for improved crashworthiness [J]. International Journal of Crashworthiness, 2005, 10(2): 125-136

[2] GaoG-j, TianH-qi. Train’s crashworthiness design and collision analysis [J]. International Journal of Crashworthiness, 2007, 12(1): 21-28

[3] ZhangZ-xinResearch on crashworthy structures and collision safety for high-speed trains [D], 2012, Chengdu, Southwest Jiaotong University(in Chinese)

[4] ScholesA, LewisJ H. Development of crashworthiness for railway vehicle structures [J]. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 1993, 207(1): 1-16

[5] WangW-b, HechtM, ZhouH-chaoA simulation method of crashworthy train set [C]//2011 IEEE International Conference on Computer Science and Automation Engineering, 2011, Chongqing, China, IEEE: 297301

[6] ZouX, GaoG-j, ZhangJ, ZhouX-s, ChenW, GuanW-yuan. A comparative crashworthiness analysis of multi-cell polygonal tubes under axial and oblique loads [J]. Journal of Central South University, 2017, 24(9): 2198-2208

[7] TyrellD C, SeversonK J, MarquisB PTrain crashworthiness design for occupant survivability [C]//International Mechanical Engineering Congress and Exposition, 19955978

[8] TyrellD C, SeversonK J, MarquisB PAnalysis of occupant protection strategies in train collisions [C]//International Mechanical Engineering Congress and Exposition, 1995539557

[9] TyrellD C. US rail equipment crashworthiness standards [J]. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 2002, 216(2): 123-130

[10] HechtM. The crashworthiness of tramcar and LRV [J]. Foreign Rolling Stock, 2005, 42(5): 39-41

[11] ChevalierM C, MaupasA, LevequeDAir-bag protection of the train driver during a collision [C]//Proceedings of the 2005 International IRCOBI Conference on the Biomechanics of Impact, 2005, Prague, Czech Republic, IRCOBI: 447450

[12] EamesAOptimising driving cab design for driver protection in a collision (debris ingress) [R], 2007

[13] DubrulleA H, RobacheF, DrazeticP. Analysis of train driver protection in rail collisions: Part I. Evaluation of injury outcome for train driver in desk impact [J]. International Journal of Crashworthiness, 2013, 18(2): 183-193

[14] DubrulleA H, RobacheF, DrazeticP. Analysis of train driver protection in rail collisions: Part II. Design of a desk with improved crashworthiness performance [J]. International Journal of Crashworthiness, 2013, 18(2): 194-205

[15] ZhangShengDesign and optimization of combined structure driver cab of high speed train [D], 2005, Changsha, National University of Defense Technology(in Chinese)

[16] HaoMengFinite element analysis and optimization design of a car rear seat [D], 2013, Changchun, Jilin University(in Chinese)

[17] GM/RT2100. Structural requirements for railway vehicle [S]. 2012.

[18] EN 15227. Railway applications-Crashworthiness requirements for railway vehicle bodies [S]. 2008.

[19] Code of Federal Regulation, Title49, Part571. Federal Motor Vehicle Safety Standard No.208, Occupant Crash Protection [S]. 2002.

[20] UIC 651. Layout of driver’s cabs in locomotives, railcars, multiple unit trains and driving trailers [S]. 2002.