Crashworthiness design and experimental validation of a novel collision post structure for subway cab cars

Abstract

This paper proposes a novel collision post structure designed to improve the crashworthiness of subway cab cars. The structure provides two innovative features: 1) a simpler connection between the post and the car roof, which gives a more reasonable load transfer path to reduce the stress concentration at the joint; and 2) a stiffness induction design that provides an ideal deformation model to protect the safe space of the cab cars. The novel collision post structure was evaluated with finite element analysis, and a prototype cab car was mechanically tested. The results demonstrate that the deformation response was stable and agreed well with the expected ideal mode. The maximum load was 874.17 kN and the responses remained well above the elastic design load of 334 kN as required by the design specification. In addition, there was no significant tearing failure during the whole test process. Therefore, the novel collision post structure proposed has met the requirements specified in new standard to improve the crashworthiness of subway cab cars. Finally, the energy absorption efficiency and light weight design highlights were also summarized and discussed.

Keywords

collision post structure / subway cab cars / crashworthiness / quasi-static test

References

[1] XieS, ZhouH. Impact characteristics of a composite energy absorbing bearing structure for railway vehicles [J]. Composites Part B: Engineering, 2014, 67: 455-463

[2] XuP, YangC, PengY, YaoS, ZhangD, LiB. Crash performance and multi-objective optimization of a gradual energy-absorbing structure for subway vehicles [J]. International Journal of Mechanical Science, 2016, 107: 1-12

[3] XuP, YangC, PengY, YaoS, XingJ, LiB. Cut-out grooves optimization to improve crashworthiness of a gradual energy-absorbing structure for subway vehicles [J]. Materials and Design, 2016, 103: 132-143

[4] XieS, LiangX, ZhouH, LiJ. Crashworthiness optimisation of the front-end structure of the lead car of a high-speed train [J]. Structralal and Multidisciplinary Optimization, 2016, 53: 339-347

[5] LuZ, LiB, YangC, ZhaoH, XuP, YaoS, PengY, ZhangD. Numerical and experimental study on the design strategy of a new collapse zone structure for railway vehicles [J]. International Journal of Crashworthiness, 2017, 22: 488-502

[6] XuP, XingJ, YaoS, YangC, ChenK, LiB. Energy distribution analysis and multi-objective optimization of a gradual energy-absorbing structure for subway vehicles [J]. Thin-Walled Structures, 2017, 115: 255-263

[7] YangC, XuP, YaoS, XieS, LiQ, PengY. Optimization of honeycomb strength assignment for a composite energy-absorbing structure [J]. Thin-Walled Structures, 2018, 127: 741-755

[8] PengY, HouL, CheQ, XuP, LiF. Multi-objective robust optimization design of a front-end underframe structure for a high-speed train [J]. Engineering Optimization, 2018, 1: 1-22

[9] XingJ, XuP, YaoS, ZhaoH, HuangQ, XuK, LiB. Crashworthiness optimisation of a step-like bi-tubular energy absorber for subway vehicles [J]. International Journal of Crashworthiness, 2019, 4: 1-11

[10] GaoG, ZhuoT, GuanW. Recent research development of energy-absorption structure and application for railway vehicles [J]. Journal of Central South University, 2020, 27(4): 1012-1038

[11] WebsterT, FrancisM, LouisT, IsabelB, WilliamHCollision of reading company commuter train and tractor-semitrailer, near Yardley Pennsylvania, June 5, 1975 [R], 1976, Washinton D C, National Transportation Safety Board

[12] HallJ, FrancisR, HammerschmidtJ, GogliaJ, BlackGRailroad accident report near head-on collision and derailment of two new jersey transit commuter trains near secaucus, New Jersey February 9, 1996 [R], 1997, Washinton D C, National Transportation Safety Board

[13] HallJ, FrancisR, HammerschmidtJ, GogliaJ, BlackGCollision and derailment of Maryland rail commuter MARC Train 286 and national railroad passenger corporation AMTRAK Train 29 near Silver Spring, MD February 16, 1996 [R], 1997, Washinton D C, National Transportation Safety Board

[14] HallJ, FrancisR, HammerschmidtJ, GogliaJ, BlackGCollision of Northern Indiana commuter transportation district train 102 with a tractor-trailer, Portage, Indiana, June 18, 1998 [R], 1999, Washinton D C, National Transportation Safety Board

[15] TyrellD C. Rail passenger equipment accidents and the evaluation of crashworthiness strategies [J]. Proceedings of the Institute of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 2002, 216: 131-147

[16] TYRELL D C, SEVERSEN K J, MAYVILLE R A, STRINGFELLOW R G, BERRY S, PERLMAN A B. Evaluation of cab car crashworthiness design modifications [C]// Proceedings of the 1997 ASME/IEEE Joint Railroad Conference. Boston: 1997, 49–58. DOI: https://doi.org/10.1109/RRCON.1997.581353.

[17] MAYVILLE R A, RANDOLPH P, JOHNSON K N. Static and dynamic crush testing and analysis of a rail vehicle corner structural element [C]// 8th ASME Symposium on Crashworthiness, Occupant Protection and Biomechanics in Transportation. Nashville: 1999: 1–17. https://rosap.ntl.bts.gov/view/dot/34003.

[18] APTA SS-C&S-034-99. Standard for the design and construction of passenger railroad rolling stock [S]. The American Public Transportation Association, 1999.

[19] MAYVILLE R A, JOHNSON K N, TYRELL D C, STRINGFELLOW R G. Rail vehicle cab car collision and corner post designs according to APTA S-034 requirements [C]// 2003 ASME International Mechanical Engineering Congress & Exposition. Washington, DC: 2003: 44114. DOI: https://doi.org/10.1115/IMECE2003-55114.

[20] STRINGFELLOW R, AMAR T R. Development and fabrication of state-of-the-art end structures for budd M1 cars [C]// 2008 ASME Rail Transportation Division Fall Technical Conference. Chicago: 2008: 74033. DOI: https://doi.org/10.1115/RTDF2008-74033.

[21] MARTINEZ E, TYRELL D, ZOLOCK J. Rail-Car impact tests with steel coil: Car crush [C]// 2003 IEEE/ASME Joint Rail Conference. Chicago: 2003: 1656. DOI: https://doi.org/10.1115/RTD2003-1656.

[22] JACOBSEN K. Rail car impact tests with steel coil: Collision dynamics [C]// 2003 IEEE/ASME Joint Railroad Conference. Chicago: 2003: 1655. DOI: https://doi.org/10.1109/RRCON.2003.1204652.

[23] TYRELL D. Review of severe deformation recommended practice through analyses [C]// 2005 IEEE/ASME Joint Rail Conference. Pueblo: 2005: 70043. DOI: https://doi.org/10.1109/RRCON.2005.186062.

[24] MayrellR, StringfellowR, MartinezEDevelopment of conventional cab car end structure designs for full scale testing [R], 2006, Washinton D C, US Department of Transportation

[25] TYRELL D, MARTINEZ E, JACOBSEN K, PERLMAN B. Passenger cab car grade crossing impact test report [R]. Washinton D C: US Department of Transportation, 2007. https://rosap.ntl.bts.gov/view/dot/8856.

[26] MARTINEZ E, SPONS G, TYRELL D. Train-to-train impact test of crash energy management passenger rail equipment: Structural results [C]// ASME 2006 International Mechanical Engineering Congress and Exposition. Chicago: 2006: 13597. DOI: https://doi.org/10.1115/IMECE2006-13597.

[27] PRIANTE M, LLANA P, JACOBSEN K, TYRELL D, PERLMAN B. A dynamic test of a collision post of a state-of-the-art end frame design [C]// 2008 ASME Rail Transportation Division Fall Technical Conference. Chicago: 2008: 74020. DOI: https://doi.org/10.1115/RTDF2008-74020.

[28] STRINGFELLOW R, PAETSCH C. Modeling material failure during cab car end frame crush [C]// Proceedings of the 2009 ASME Joint Rail Conference. Pueblo: 2009: 63054. DOI: https://doi.org/10.1115/JRC2009-63054.

[29] MUHLANGER M, LLANA P, TYRELL D. Dynamic and quasi-static grade crossing collision tests [C]// Proceedings of the 2009 ASME Joint Rail Conference. Pueblo: 2009: 63035. https://watermark.silverchair.com/115_1.pdf.

[30] ASME RT-2-2014. Safety standard for structural requirements for heavy rail transit vehicles [S]. The American Society of Mechanical Engineers, 2014.