列车碰撞被动安全性与司乘人员冲击生物损伤研究进展

敬霖; 刘凯; 王成全

doi:10.11883/bzycj-2021-0330

列车碰撞被动安全性与司乘人员冲击生物损伤研究进展

doi: 10.11883/bzycj-2021-0330

西南交通大学牵引动力国家重点实验室，四川成都 610031

基金项目: 国家自然科学基金（12122211）

详细信息

通讯作者:
敬　霖（1984－　），男，博士，研究员，博士生导师，jinglin@swjtu.edu.cn

中图分类号: O389；U270.1
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- 文章访问数: 684
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- PDF下载量: 169
- 被引次数: 0
出版历程
- 收稿日期: 2021-07-31
- 修回日期: 2021-10-20
- 网络出版日期: 2021-11-10
- 刊出日期: 2021-12-05

Recentadvances in the collision passive safety of trains andimpact biological damage of drivers and passengers

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

摘要

摘要: 尽管铁路客运列车具有系列的主动安全保障措施，但列车服役中的意外碰撞事故仍不能完全避免，并且一旦发生，将造成严重的人员伤亡和巨大的经济损失。随着列车运行速度的不断提高，列车碰撞安全与冲击防护问题愈发受到关注和重视，并已开展了大量的探索和研究。本文中综述了列车碰撞被动安全性与司乘人员冲击生物损伤的若干研究进展。首先，统计和梳理了近些年的列车碰撞事故，分析了典型列车碰撞事故中存活人员的生物损伤分布情况；其次，介绍了列车碰撞被动安全性的研究方法，总结了列车碰撞后的响应姿态与脱轨机理；然后，从车辆耐撞性设计与评价标准、基于多级能量耗散的吸能结构设计、基于碰撞能量管理的列车结构耐撞性设计三个方面，详细阐述了列车碰撞被动安全性的研究进展；最后，关注了司乘人员在列车碰撞过程中的冲击生物损伤，总结了相关减轻司机和乘客生物损伤的防护措施。
- 列车碰撞 /
- 被动安全 /
- 碰撞能量管理 /
- 耐撞性设计 /
- 冲击生物损伤
Abstract: Despite a series of active safety precautions have been adopted by railway passenger trains, train collision accident cannot be completely eliminated in service, resulting in serious casualties and huge economic losses once it happened. With the continuous increase of train speed, the train collision safety and relevant impact protections have been paid more attention, and numerous related explorations have been carried out by domestic and foreign scholars. This paper reviews recent advances in the passive safety of train collisions and impact biological damage of drivers and passengers. First, the train collision accidents at home and abroad in recent years are summarized, and the biological damage distributions of survivals in a certain train collision accident are analyzed. Secondly, the main research approaches of collision passive safety of trains are illustrated, including numerical simulation, experimental investigation, and theoretical analysis, while the response attitudes and derailment mechanisms during the train collision process are outlined. Thirdly, the research progress of the collision passive safety of trains are elaborated, in terms of the design and evaluation standards of vehicle crashworthiness, energy-absorbing structural design based on multistage energy dissipation, train structural crashworthiness design based on collision energy management. Finally, the impact biological damage of drivers and passengers in train collisions are emphasized, and the related protective measures of reducing the biological damage of drivers and passengers are presented. Through the above overview, some suggestions are put forward for further studies: (1) the applicability of the existing crashworthiness standards for trains needs to be further explored under the increased train speed; (2) the theoretical study on train collision is still scarce, and the collision theory of high-speed train should be further developed; (3) how to effectively learn from and refer to the mature experience of the automobile collision still needs systematic and in-depth investigation; and (4) the design and evaluation method of train passive safety based on the impact biological damage of drivers and passengers should be explored.
- train collision /
- passive safety /
- collision energy management /
- crashworthiness design /
- impact biological damage

HTML全文

图 1 铁路列车碰撞事故（图片来自网络）^[27-32]

Figure 1. Collision accidents of railway vehicles (figures from the website)^[27-32]

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图 2 1900～2019年间各洲铁路事故伤亡人数^[33]

Figure 2. Statistics of injuries and deaths in global railwayaccidents from 1900 to 2019^[33]

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图 3 1950～2020年间我国铁路事故伤亡人数^[34]

Figure 3. Statistics of injuries and deaths in railway accidents in China from 1950 to 2020^[34]

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图 4 列车碰撞数值仿真模型

Figure 4. Numerical simulation models of train collision

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图 5 国外列车碰撞试验线

Figure 5. Test lines of vehicle collision abroad

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图 6 我国的列车碰撞试验台

Figure 6. Test beds of railway vehicle collision in China

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图 7 列车碰撞1∶8缩比模型^[51]

Figure 7. Scaled-model of vehicle collision^[51]

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图 8 列车碰撞变形过程和应力波传播的简化理论模型^[56]

Figure 8. A simplified theoretical model for train collision deformation process and stress wave propagation^[56]

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图 9 列车碰撞响应姿态示意图^[57]

Figure 9. Schematic diagram of response posture during train collision^[57]

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图 10 列车碰撞脱轨边界线^[74]

Figure 10. The boundary line of derailment under train collision^[74]

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图 11 列车碰撞能量分级吸收系统^[57,93]

Figure 11. The graded energy absorption system of train collision^[57,93]

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图 12 列车碰撞过程中理想的力-位移曲线^[93]

Figure 12. The ideal force-displacement curves during train collision process^[93]

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图 13 带螺栓剪切的车钩缓冲装置力-位移曲线^[111]

Figure 13. Force-displacement curve of coupler buffering device with bolt shear^[111]

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图 14 防爬器对两列车碰撞行为的影响^[14]

Figure 14. Influence of anti-climbing device on the train collision behavior^[14]

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图 15 不同类型防爬器示意图^[123]

Figure 15. Schematic diagram of different types of anti-climbing devices^[123]

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图 16 蜂窝吸能装置的布置^[129]

Figure 16. The arrangements of honeycomb energy-absorbing device^[129]

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图 17 碰撞试验后的车体变形情况^[142]

Figure 17. Deformation of car body after crash test^[142]

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图 18 优化后的列车碰撞界面压缩量和冲击能量分布情况^[36]

Figure 18. The distribution of compression and impact energy in train collision interface after optimization^[36]

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图 19 身体各部位的损伤比例^[147]

Figure 19. The proportion of injuries in different parts of body^[147]

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图 20 座椅与乘员间的撞击过程^[153]

Figure 20. The collision process between the seat and the occupant^[153]

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图 21 管式和板式座椅隔离装置及其对乘客胸部损伤的影响^[157]

Figure 21. The tubular and plate dividers of seat and its influence on chest injury^[157]

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图 22 乘员和车辆在碰撞过程中的速度变化曲线^[148]

Figure 22. The velocity curves of occupants and vehicles in a collision^[148]

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图 23 安全带在保护乘员中发挥的作用^[162]

Figure 23. The role of seat belts in protecting occupants^[162]

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图 24 改进后的小桌板结构示意图^[163]

Figure 24. The structural diagram of the improved workstation table^[163]

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图 25 改进后的司机室保护装置及耐撞性测试^[170]

Figure 25. The improved protection device cab and the corresponding crashworthiness test^[170]

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表 1 近些年典型的列车碰撞事故（数据源自网络）

Table 1. Typical train collision accidents in recent years at home and abroad (data from the website)

年份	国家	事发地点	碰撞类型	事故后果
1988	法国	巴黎里昂车站	客车撞击静止列车	56人死亡、57人受伤
1997	中国	京广线湖南境内	客车追尾碰撞	126 人死亡、230 人受伤，直接经济损失超过415.53万元
1999	印度	盖萨尔火车站	客车正面碰撞	超过500 人死亡、近1000 人受伤
2005	巴基斯坦	信德省格特基地区	追尾脱轨后与第3列客车碰撞	150人死亡、约1000人受伤
2005	日本	JR福知山线	客车脱轨后撞击大楼	107人死亡、562人受伤
2007	法国	邻近瑞士边境	客车撞击货车	1人死亡、35人受伤
2008	法国	阿尔卑斯山阿兰日镇	客车撞击校车	7人死亡、25人受伤
2008	美国	洛杉矶	客车撞击货车	25人死亡、135人受伤
2009	中国	京广铁路郴州站	客车侧面碰撞	3人死亡、63人受伤
2011	中国	甬温线浙江境内	客车追尾碰撞	40人死亡、200多人受伤，直接经济损失超过1.93亿元
2012	德国	法兰克福东部郊区	客车撞击工程车	3人死亡、13人受伤
2013	瑞士	沃州格朗日地区	客车正面碰撞	1人死亡、35人受伤
2013	西班牙	圣地亚哥附近	客车脱轨后撞击护栏	至少77人死亡、143人受伤
2015	瑞士	苏黎世州拉夫兹站	客车追尾碰撞	至少50人受伤
2016	德国	慕尼黑巴特艾布灵镇	客车正面碰撞	11人死亡、80余人受伤
2017	西班牙	马德里附近	客车撞击障碍物	45人受伤
2017	德国	北威州	客车撞击货车	约50人受伤
2018	美国	南卡罗来纳州	客车正面撞击货车	至少2 人死亡、百余人受伤
2019	日本	神奈川县	客车撞击卡车	1人死亡、约32人受伤
2021	中国	台湾花莲大清水隧道	客车侧面撞击工程车	49人死亡、近200人受伤
2021	巴基斯坦	信德省戈特基地区	脱轨后撞击客车	至少36人死亡、超过70人受伤

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表 2 “7·23”甬温线动车碰撞事故中存活伤员受伤部位分布情况^[35]

Table 2. Distribution of injured parts of the survivors in EMU collision accident on Ningbo-Wenzhou railway line^[35]

受伤部位	颅脑	颌面	颈	胸	腹	脊椎	骨盆	四肢	体表
人数	16	15	5	41	13	26	7	35	135
占比/%	5.46	5.12	1.71	13.99	4.44	8.87	2.39	11.95	46.07

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表 3 各国车辆耐撞性设计标准对比

Table 3. The comparison of design standard for vehicle crashworthiness in different countries

标准	车钩纵向力	防爬能力	加/减速度	适用范围
英国GM/RT 2100	压缩载荷2 000 kN；拉伸载荷1500 kN	垂向载荷100 kN；横向载荷100 kN；压缩载荷1000 kN	无明确规定	200 km/h以上列车
欧盟EN 15227	压缩载荷2 000 kN；拉伸载荷1000 kN	垂向载荷150 kN，至少保证一个车轮与钢轨接触	加速度≤5g；减速度≤7.5g	各类型客车
美国FRA法规	压缩载荷3560 kN	中部垂向载荷445 kN；端部垂向载荷890 kN	≤8g	128～240 km/h客车
欧盟TSI	压缩载荷1500 kN	端部应安装防爬装置	≤5g	各类车辆（190 km/h以上）
中国TB/T 3500-2018	无明确规定	每个转向架至少有一个轮对在轨道上方的垂直位移不大于轮缘名义高度的75%	加速度≤5g；减速度≤7.5g	200 km/h以上动车组及部件

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表 4 列车碰撞中司机冲击损伤试验结果^[159]

Table 4. The test results of impact damage for driver during train collision process^[159]

损伤指标	试验结果	最大耐受水平
C_hi,₁₅	18.6	500
头部加速度	23.5g	80g
胸部压缩量/m	0.081	0.05
颈部损伤N_ij	0.19	1
股骨力-左/N	167.68	7560
股骨力-右/N	170.45	7560
胫骨指数-左	1.3	1.3
胫骨指数-右	0.3	1.3
胫骨压缩力-左/N	4.17	8000
胫骨压缩力-右/N	6.17	8000

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表 5 试验测得的司机各关键部位生物损伤指标^[169]

Table 5. The biological damage indexes of key parts for drivers measured from tests^[169]

损伤指标	胸部压缩量/mm	胸部加速度	颈部伸长力矩/mN	头部加速度	C_hi	股骨载荷/kN
无任何约束	84	94.3g	37.2	37.3g	200	10.0
配备安全带	79	41.5g	45.0	40.6g	297	4.5
安装气囊	27	31.0g	7.9	31.0g		14.0
标准限值	50		57.0	80.0g	1000	9.07（0＜t＜10 ms） 7.58（t＞10 ms）

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