Page 72 - 捷運技術 第35期

64 Tomonori Umebayashi Toshinori Kimura Hiroyuki Morimoto 陳立島 CRASHWORTHINESS ANALYSIS OF CK371

0 500

-500 A01-A02 400 A01-A02
A02-A03
-1000 A02-A03 300 A03-A04
A03-A04 A04-A05
Force (KN) -1500 A04-A05 Deformation of Fuse （excluding coupler deformation：mm) 200 A05-A06
A05-A06
A06-B01
-2000 A06-B01 100 B01-B02
B01-B02
B02-B03
B02-B03
-2500 B03-B04
B03-B04 0 B04-B05
-3000 B04-B05 -100 B05-B06
B05-B06
-3500 -200
0.00 0.50 1.00 Time (sec) 1.50 2.00 2.50 0.00 0.50 1.00 1.50 2.00 2.50
Time (sec)
Fig.3-1-1 Force vs. Time(case 1) Fig. 3-1-2 Deformation of fuse vs.
Force vs. Time between each cars (Case 1) (W1+W4)
Deformation of Fuse vs. Time (Case 1) (,W1+W4)

Time (case 1)
0 500 A01-A02
-500 A01-A02 400 A02-A03
A03-A04
-1000 A02-A03 300 A04-A05
A03-A04
A04-A05 200 A05-A06
A06-B01
Force (KN) -1500 A05-A06 Deformation of Fuse （excluding coupler deformation：mm) 100 B01-B02
A06-B01
B02-B03
B01-B02
-2000
B03-B04
-2500 B02-B03 -100 0 B04-B05
B03-B04
B05-B06
B04-B05
B05-B06 -200
-3000
-3500 -300 0.00 0.50 1.00 1.50 2.00 2.50
0.00 0.50 1.00 1.50 2.00 2.50
Time (sec) Time (sec)
Deformation of Fuse vs. Time (Case 2) (,W4+W4)
Force vs. Time between each cars (Case 2) (W4+W4)
Fig. 3-2-1 Force vs. Time (Case 2) Fig.3-2-2 Deformation of fuse vs.
Time (case 2)
For the non cab end, it is found that the fuse deformation of no.2 end (car number A04
and A05) is the largest. The maximum value of fuse deformations is about 111 mm, which is
less than the fuse length of 120 mm for these cars.
3) Relation between carbody column buckling strength and fuse buckling strength
Carbody column buckling strength is 6,769kN. On the other hand, as shown in Fig. 2-2-4,
the maximum buckling strength of 3122 kN (= one (1) mechanical fuse buckling strength x
two (2) fuses= 1,561kN x 2) at the cab end and 2,998kN (= one (1) mechanical fuse buckling
strength x two (2) fuses= 1,499kN x 2) at the non cab end are less than 50% of column
buckling strength of above the mentioned value. Thus, carbody column buckling strength and
fuse buckling strength meet specification requirement of PTS.
4、Conclusion
With respect to rail vehicles, for which demands for the evaluation of crashworthiness have
been increasing in recent years, we have in this report initially compared the results of a
compression test on the fuse element that absorbs the crash energy with those of calculations, and
confirmed that the numerical calculations proved sufficiently accurate to predict the result.
Two trains collision are analyzed and the results are in accordance with the PTS requirements.
Consequently, it has been shown that it is possible on the one hand to design a rail vehicle’s
carbody structure taking crashworthiness into account, and on the other to design a carbody
structure taking the crash safety into account by evaluating the behaviors during a crash by means
of simulated calculations.
Reference

1. LS-DYNA KEYWORD USER’S MANUAL March 2001 Version 960 Livermore Software
Technology Corporation.
2. Kawasaki Technical Review Oct.1991 No.111 Kawasaki Heavy Industries, Ltd.
“Crashworthiness of Taipei Electric Multiple Unit Train” Tokio Ohnishi, Koji Wada, Mitsuji
Yoshino, Atsushi Sano.