共查询到18条相似文献,搜索用时 125 毫秒
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为了提高高速轨道列车的安全性,为其头车的主要吸能装置——防撞箱设计较为理想的结构,采用MSC Patran建立防撞箱的有限元分析模型,运用MSC Dytran仿真其耐撞击特性.通过比较分析仿真结果,对防撞箱设计方案予以多次改进,得到综合性能较为理想的方案. 相似文献
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从车辆耐撞结构和吸能材料两方面入手,基于材料与结构一体化思想,利用数值仿真技术研究某高速动车被动安全性问题.设计5种适用于高速动车的吸能结构,分别为普通双层吸能管结构,3种端部带有不同薄弱环节的双层吸能管结构和泡沫铝材料夹心双层吸能管结构;利用PAMCRASH软件,分别将5种不同吸能结构安装到整车上进行相同编组对撞试验仿真;针对碰撞仿真结果评价车辆的整体被动安全性,并通过各工况结果的对比分析找出最优吸能装置.结果表明:泡沫铝夹心吸能装置在加速度和逃生空间评价指标中表现最好,在以后的吸能结构设计中可适当采用. 相似文献
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基于LS-DYNA的汽车保险杠碰撞仿真研究 总被引:1,自引:0,他引:1
以显式动态有限元理论为基础,对汽车保险杠的碰撞进行了计算机仿真研究.作者根据台车碰撞试验对汽车吸能装置的要求及设计的汽车保险杠的结构尺寸,用Pro/ENGINEER建立了碰撞体及保险杠的仿真模型,用ANSYS对模型作了前处理,调用LS-NYNA 求解器ls970进行了求解,最后用LS-PREPOSTD作了后处理,并对仿真结果进行了分析.通过仿真可预测出汽车保险杠发生碰撞时受力、变形和吸能情况,从而为保险杠的优化设计提供了依据. 相似文献
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从汽车主动安全方面进行研究,通过对车辆道路行驶时关键要素的危险状态识别,实现完善汽车主动安全性能.本设计采取自动控制方法,通过研究汽车防碰撞检测和预防以及偏离车道报警,为汽车安全系统提供信息支持,实现车辆主动避免碰撞危险,减少或避免交通事故发生,大大提高汽车行驶主动安全性.所设计汽车主动安全防撞系统主要包括激光防撞测距、激光车道检测、报警警示系统等. 相似文献
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为探究侵入物高速撞击下铰链式动车组的安全性,在实物三维扫描重构的基础上,构建一种新的活体三维有限元层叠模型,并在LS-DYNA中进行摆锤侧面碰撞分析验证;通过铰链式动车组与活体在110 km/h速度下的碰撞仿真计算,讨论动车组运行的安全性以及吸能装置的可靠性.结果 显示:活体的有限元层叠模型既能保证计算精度,又能提高计算效率;在110 km/h的碰撞速度下,车体加速度为0.117g,轮对抬升量为0.238 mm,车钩每5 m长度的压缩量最大约为1.89 mm.各项指标都低于EN 15227标准,动车组行车安全性没有受到影响,吸能装置也能可靠工作. 相似文献
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对某车型进行50 km/h、100%正面碰撞CAE仿真分析,发现车身前纵梁溃缩变形不充分,导致B柱加速度峰值超过45g目标要求。对前纵梁结构和前防撞梁吸能盒进行优化,由CAE分析可知:车身前纵梁结构变形得到明显改善,B柱加速度峰值降低到45g以下,满足目标要求。该优化可有效提高车身正面碰撞的安全性能。 相似文献
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为了研究不同编组长度列车的碰撞响应结果,本文基于翟方法,建立了列车一维纵向碰撞仿真平台,将相同编组列车有限元仿真得出的速度和能量等碰撞响应与一维纵向碰撞平台的结果进行对比,验证了一维纵向碰撞仿真平台的准确性.在此基础上,基于该平台,以车辆的速度、加速度以及吸收的能量作为分析指标,研究主动列车与被动列车在相同编组与不同编... 相似文献
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为验证高速列车司机室三明治板的被动安全设计是否符合要求,参照UIC 651标准运用MSC Dytran软件对某高速列车司机室三明治板的耐碰撞性能进行仿真,分析碰撞后三明治板的变形、应力、能量吸收以及弹头的速度曲线,表明司机室三明治板的耐碰撞结构能满足设计要求. 相似文献
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Lenné MG Rudin-Brown CM Navarro J Edquist J Trotter M Tomasevic N 《Applied ergonomics》2011,42(4):548-554
Australian road and railway authorities have made a concerted effort to reduce the number of rail level crossings, particularly the higher risk passive crossings that are protected by devices such as ‘give way’ or ‘stop’ signs. To improve this situation, passive level crossings are often upgraded with active controls such as flashing red lights. Traffic signals may provide good safety outcomes at level crossings but remain untested. The primary purpose of this research was to compare driver behaviour at two railway level crossings with active controls, flashing red lights and traffic signals, to behaviour at the current standard passive level crossing control, a stop sign. Participants drove the MUARC advanced driving simulator for 30 min. During the simulated drive, participants were exposed to three level crossing scenarios. Each scenario consisted of one of three level crossing control types, and was associated with an oncoming train. Mean vehicle speed on approach to the level crossings decreased more rapidly in response to flashing lights than to traffic signals. While speed on approach was lowest for the stop-sign condition, the number of non-compliant drivers (i.e., those who did not stop) at the crossing was highest for this condition. While results indicate that traffic signals at rail level crossings do not appear to offer any safety benefits over and above flashing red lights, further avenues of research are proposed to reach more definitive conclusions. Compliance was lowest for the passive crossing control which provides further support for the ongoing passive crossing upgrades in Australia. 相似文献
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2011年7月23日在温州附近不幸发生动车追尾,本文指出列控技术规范的变化可能同事故有关系。CTCS-2列控技术规范2007年版中引入了“三点检查”技术,理论上它能够在轨道电路故障情况下保障列车安全运行。如果在7月23日的故障状态下采用这一技术,调度可以在故障路段放入多辆列车,某些故障路段可能亮绿灯让列车正常通过,该技术将通过防护点保障安全。可能由于技术不够成熟的原因,CTCS-2技术规范2010年版中删除了这一措施,在新增的故障处理条款中没有明确说明设备故障需要亮红灯。如果此后调度按照过去的方式处理,很可能发生事故。 相似文献
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我国的轨道交通线路里程长,途径环境的复杂多样化,由自然灾害、人为因素、随机异物等造成轨道出现障碍物,严重影响行车安全。在客流量大,列车班次间隔时差短的今天,通过人为检测、固定安装监控点的方式随着运营线路的加长成本愈加高昂,因此,通过结合行驶的列车记录的单目实时图像,提出了一种改进的LeNet-5卷积神经网络的轨道交通障碍物检测方法,可实时识别出列车前方铁轨是否存在障碍物,为列车控制系统提供智能预警信息,避免列车与障碍物发生碰撞,保障列车行车的安全性和可靠性。 相似文献
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This paper addresses the problem of navigating in a provably safe manner a mobile robot with a limited field-of-view placed
in a unknown dynamic environment. In such a situation, absolute motion safety (in the sense that no collision will ever take
place whatever happens in the environment) is impossible to guarantee in general. It is therefore settled for a weaker level
of motion safety dubbed passive motion safety: it guarantees that, if a collision takes place, the robot will be at rest. 相似文献
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Collision warning timing,driver distraction,and driver response to imminent rear-end collisions in a high-fidelity driving simulator 总被引:1,自引:0,他引:1
Rear-end collisions account for almost 30% of automotive crashes. Rear-end collision avoidance systems (RECASs) may offer a promising approach to help drivers avoid these crashes. Two experiments performed using a high-fidelity motion-based driving simulator examined driver responses to evaluate the efficacy of a RECAS. The first experiment showed that early warnings helped distracted drivers react more quickly--and thereby avoid more collisions--than did late warnings or no warnings. Compared with the no-warning condition, an early RECAS warning reduced the number of collisions by 80.7%. Assuming collision severity is proportional to kinetic energy, the early warning reduced collision severity by 96.5%. In contrast, the late warning reduced collisions by 50.0% and the corresponding severity by 87.5%. The second experiment showed that RECAS benefits even undistracted drivers. Analysis of the braking process showed that warnings provide a potential safety benefit by reducing the time required for drivers to release the accelerator. Warnings do not, however, speed application of the brake, increase maximum deceleration, or affect mean deceleration. These results provide the basis for a computational model of driver performance that was used to extrapolate the findings and identify the most promising parameter settings. Potential applications of these results include methods for evaluating collision warning systems, algorithm design guidance, and driver performance model input. 相似文献