Study on Dynamic Damage of Crash Barrier under Impact Load of High-Speed Train
Abstract
:1. Introduction
2.2. Crash Barrier Model
2.3. Tunnel Surrounding Rock Model
3. Calculation Results and Analysis
3.1. The Motion Response of the Train
3.1.1. Train Motion Response When It Hits barriers without Embedded Steel Bars
3.1.2. Train Motion Response When It Hits Barriers with Embedded Steel Bars
Lateral Speed of the Train
Lateral Displacement of the Train
3.2. The Deformation Characteristics of the Train
4. Conclusions
- (1)
- It has been found that the impact resistance of the crash barrier has greatly improved after embedding steel bars. Under the impact of a crash barrier, the transverse velocity of the train decreases continuously until it reaches 0, then gradually increases to a positive value. In contrast, when there are no embedded steel bars in the crash barrier, the transverse velocity of the train also decreases to 0 but does not reach a positive value. This indicates that during the impact process, the lateral velocity of the train gradually decreases, preventing the train from moving onto other tracks. Instead, the train tends to realign with its original track direction as its speed changes to a positive value. With the increase in stirrup and vertical reinforcement, the rate of change also increases, leading to a significant enhancement of the crash barrier’s anti-impact capability. From the lateral displacement of the train, it can also be observed that after the steel bars are embedded, the train tends to move in the opposite direction. This indicates that the crash barrier effectively intercepts the train.
- (2)
- When the train derails, it has a “drag” effect on the adjacent carriages, which leads to the “stacking effect” between the coupler buffer device and the following vehicles. In the process of a collision, not only does the locomotive directly participate but the subsequent vehicles also indirectly participate in the collision process. However, this "stacking effect" also has a certain range of influence. In a certain distance, the "stacking effect" caused by impact gradually weakens as the distance increases. The stress concentration is primarily focused in the impact area, and as it moves towards the rear carriages, the transmission of stress decreases. The plastic deformation area is present in the direct impact zone of the locomotive, whereas it is absent in other parts of the train.
- (3)
- At present, research on anti-collision measures for train derailment primarily focuses on bridge anti-collision walls, but there is a lack of research on crash barriers within tunnels. The crash barriers installed inside the tunnel proposed in this paper are simpler than the existing anti-collision facilities on the bridge, and they have been proven effective in stop** trains. This can provide valuable insights for the design, structural optimization, and ongoing construction of anti-collision measures in tunnels.
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
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Material Type | Modulus of Elasticity/MPa | Poisson Ratio | Density/(kg/m3) | Yield Strength/MPa |
---|---|---|---|---|
Aluminum alloy | 70,000 | 0.30 | 2700 | 225 |
Fiber-reinforced plastic (FRP) | 8400 | 0.40 | 1600 | 150 |
Yield Stress/MPa | Inelastic Strain | Damage Parameters | Injury Strain |
---|---|---|---|
26.891995 | 0 | 0 | 0 |
38.455 | 0.000655112 | 0.208666 | 0.000655112 |
34.996704 | 0.001094755 | 0.309287 | 0.001094755 |
28.692459 | 0.001615505 | 0.420016 | 0.001615505 |
23.005654 | 0.002118518 | 0.513588 | 0.002118518 |
18.639761 | 0.002583716 | 0.586791 | 0.002583716 |
15.401391 | 0.003016618 | 0.643377 | 0.003016618 |
12.985351 | 0.003425935 | 0.687565 | 0.003425935 |
9.724696 | 0.004199373 | 0.751014 | 0.004199373 |
6.31521 | 0.005656052 | 0.824267 | 0.005656052 |
3.623665 | 0.008446082 | 0.890016 | 0.008446082 |
1.784225 | 0.01483769 | 0.941518 | 0.01483769 |
Yield Stress/MPa | Cracking Strain | Damage Parameters | Cracking Strain |
---|---|---|---|
3.423939 | 0 | 0 | 0 |
3.257697 | 0.0000285912 | 0.125466 | 2.85912 × 10−5 |
2.70156 | 0.000105241 | 0.349736 | 0.000105241 |
2.169453 | 0.000181201 | 0.495345 | 0.000181201 |
1.561394 | 0.000320091 | 0.650423 | 0.000320091 |
1.045034 | 0.000577855 | 0.778459 | 0.000577855 |
0.675897 | 0.001074269 | 0.867185 | 0.001074269 |
0.430703 | 0.002052317 | 0.922839 | 0.002052317 |
0.272294 | 0.003996113 | 0.955944 | 0.003996113 |
0.171334 | 0.007866298 | 0.975075 | 0.007866298 |
0.107651 | 0.01555814 | 0.985949 | 0.01555814 |
0.067876 | 0.03076417 | 0.992065 | 0.03076417 |
Working Condition | Diameter of Reinforcement (mm) | Number of Vertical Reinforcements | Reinforcement Ratio (%) | Stirrup Radius (m) | Stirrup Number |
---|---|---|---|---|---|
1 | 10 | 8 | 0.2224 | 0.25 | 5 |
2 | 10 | 16 | 0.4448 | 0.25 | 5 |
3 | 10 | 24 | 0.6672 | 0.25 | 5 |
4 | 10 | 32 | 0.8896 | 0.25 | 5 |
5 | 10 | 8 | 0.2224 | 0.25 | 10 |
6 | 10 | 16 | 0.4448 | 0.25 | 10 |
7 | 10 | 24 | 0.6672 | 0.25 | 10 |
8 | 10 | 32 | 0.8896 | 0.25 | 10 |
9 | 10 | 8 | 0.2224 | 0.25 | 15 |
10 | 10 | 16 | 0.4448 | 0.25 | 15 |
11 | 10 | 24 | 0.6672 | 0.25 | 15 |
12 | 10 | 32 | 0.8896 | 0.25 | 15 |
13 | 10 | 8 | 0.2224 | 0.25 | 20 |
14 | 10 | 16 | 0.4448 | 0.25 | 20 |
15 | 10 | 24 | 0.6672 | 0.25 | 20 |
16 | 10 | 32 | 0.8896 | 0.25 | 20 |
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Qian, K.; Wang, G.; Ma, H.; Zeng, H. Study on Dynamic Damage of Crash Barrier under Impact Load of High-Speed Train. Sustainability 2024, 16, 3147. https://doi.org/10.3390/su16083147
Qian K, Wang G, Ma H, Zeng H. Study on Dynamic Damage of Crash Barrier under Impact Load of High-Speed Train. Sustainability. 2024; 16(8):3147. https://doi.org/10.3390/su16083147
Chicago/Turabian StyleQian, Kun, Guanhan Wang, Hongsheng Ma, and Hailing Zeng. 2024. "Study on Dynamic Damage of Crash Barrier under Impact Load of High-Speed Train" Sustainability 16, no. 8: 3147. https://doi.org/10.3390/su16083147