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首页> 外文会议>ASME(American Society of Mechanical Engineers)//IEEE（Institute of Electrical and Electronics Engineers）Joint Rail Conference; ASME(American Society of Mechanical Engineers) Internal Combustion Engine Division Spring Technical Conference; 20070313-16; 2 >Rail Car Crashworthiness Design and Testing - Lessons Learned
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Rail Car Crashworthiness Design and Testing - Lessons Learned

机译：铁路车辆的耐撞性设计和测试-经验教训

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Following National Transportation Safety Board (NTSB) recommendations and directions from early 1996, the Washington Metropolitan Transit Authority (WMATA) has worked to provide the latest crashworthiness and passenger safety requirements for its new car procurements. Taking advantage of recent developments in the field of vehicle crashworthiness, new technical requirements were developed and implemented for the 5000 and 6000 series vehicles. To date, WMATA is the first transit authority in the U.S. to require a dynamic sled test per the APTA SS-C&S-016-SS Standard, and the second (after the New York City Transit Authority) to run full-scale vehicle crash tests. Previously, the strength-based philosophy was used to ensure some level of rail vehicle crashworthiness. However, WMATA is now implementing a strength-based crashworthiness approach, augmented with "energy-based" requirements. Should a collision occur, the Authority's ultimate goal is to reduce passenger deceleration rates during a collision, while at the same time controlling the absorption of collision energy in a manner that minimizes loss of space in the occupied volume of the vehicle. The passenger survivability measure using maximum acceleration has been supplemented by introducing the duration of the acceleration as an additional criteria following the Head Injury Criteria (HIC) and Abbreviated Injury Scale (AIS) approaches developed for the automotive industry. WMATA's crashworthiness requirements now include sustaining a hard coupling without any damage to the body or coupler (except emergency release), and head-on collision of two eight-car trains with specified passenger loads (one train stationary with brakes applied) with no permanent deformation of the passenger compartment and with the acceleration level and duration not to exceed the specified HIC. The implementation of an "energy-based" crashworthiness approach was divided into several logical steps/stages. During the design process, several modifications were introduced to optimize crashworthiness and to ensure structural compatibility with the existing fleet. The design was verified by implementing full-scale testing, and potential passenger injuries were assessed by using instrumented anthropomorphic test devices (ATDs), and measuring the forces and accelerations acting on these ATDs during the test.
机译：遵循国家运输安全委员会（NTSB）的建议和指示，从1996年初开始，华盛顿大都会运输管理局（WMATA）致力于为其新车采购提供最新的耐撞性和乘客安全要求。利用车辆防撞性领域的最新发展，为5000和6000系列车辆开发并实施了新的技术要求。迄今为止，WMATA是美国第一个按APTA SS-C＆S-016-SS标准要求进行动态雪橇测试的运输当局，也是第二个（仅次于纽约市运输当局）运行全面的车辆碰撞测试的运输当局。 。以前，基于强度的原理用于确保一定程度的铁路车辆防撞性。但是，WMATA现在正在实施基于强度的耐撞性方法，并增加了“基于能量”的要求。如果发生碰撞，管理局的最终目标是降低碰撞期间的乘客减速率，同时以使车辆占用空间中的空间损失最小化的方式控制碰撞能量的吸收。遵循针对汽车行业开发的头部伤害标准（HIC）和缩写伤害量表（AIS）的方法，通过引入加速持续时间作为附加标准，对使用最大加速度的乘客生存能力进行了补充。 WMATA的耐撞性要求包括：保持牢固的联轴器而不会损坏车身或联轴器（紧急释放装置除外），以及两辆指定载客量的八节车厢列车的正面碰撞（其中一列固定的刹车并施加了制动）且没有永久变形乘客舱的高度，加速水平和持续时间不超过规定的HIC。 “基于能源”的耐撞性方法的实现分为几个逻辑步骤/阶段。在设计过程中，进行了几处修改，以优化耐撞性并确保与现有机队的结构兼容性。通过进行全面测试来验证设计，并通过使用仪器化拟人化测试设备（ATD）并测量测试过程中作用于这些ATD的力和加速度来评估潜在的乘客伤害。

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