This paper proposes a new type of combined splitting circular tube energy absorber for subway vehicles. An impact experiment is conducted to investigate the dynamic crushing performance of this combined splitting circular tube energy absorber. The results show that the combined tubes experience steady dynamic splitting deformation. The crush force efficiency (CFE) and effective stroke ratio (ESR) of the combined splitting circular tube energy absorber are 85.7% and 85.9%, respectively. A theoretical solution for the dynamic splitting crushing load is derived. Finite element (FE) models of the energy absorber are then established, and the dynamic crushing forces agree well with those of the impact experiment. The cumulative error and validation metrics of the crushing force obtained from the numerical simulation and impact experiment are 0.0938 and 0.9122, respectively. The effect of the strain rate of AISI 1020 steel on dynamic steady-state forces is analytically studied, and the results are compared with those of FE simulations and impact experiments. The numerical results show that the dynamic steady-state force of the combined splitting circular tubes under dynamic loading increases by 31.69% compared to that of the tubes under quasistatic loading. The effects of various structural parameters are discussed using the validated FE models. The results show that the combined splitting tube energy absorber has excellent crashworthiness under eccentric loading. The eccentric impact of the two absorbers has a significant influence on the crashworthiness performance of the structure. The specific energy absorption (SEA) increases by 15.2% as the eccentric distance increases from 20 to 80 mm. Compared with the influence of the wall thickness t of the combined splitting circular tubes, the tube radius and die angle have a more significant influence on the SEA. To improve the crashworthiness of combined splitting circular tubes under eccentric loading, a Pareto front of the SEA and average axial crushing force (AACF) under an eccentric distance of H = 40 mm was obtained after optimization by multiobjective particle swarm optimization (MOPSO). The results show that the SEA and AACF are positively correlated and that a balance between the SEA and AACF was obtained at optimal point B (SEA = 14.6 kJ/kg and AACF = 938 kN).

本文提出了一种新型的地铁车辆组合分体圆管吸能器。通过冲击试验研究了这种组合分裂圆管吸能器的动态破碎性能。结果表明，组合管经历了稳定的动态劈裂变形。组合劈裂圆管吸能器的破碎力效率（CFE）和有效冲程比（ESR）分别为85.7%和85.9%。推导出动态分裂破碎载荷的理论解。然后建立了能量吸收器的有限元（FE）模型，动态破碎力与冲击实验的结果非常吻合。数值模拟和冲击实验得到的破碎力累积误差和验证指标为0。分别为 0938 和 0.9122。分析研究了 AISI 1020 钢的应变速率对动态稳态力的影响，并将结果与​​有限元模拟和冲击实验的结果进行了比较。数值结果表明，动态加载下组合开裂圆管的动态稳态力比准静态加载下的管增加了31.69%。使用经过验证的有限元模型讨论了各种结构参数的影响。结果表明，组合式裂管吸能器在偏载下具有优良的耐撞性。两个减振器的偏心冲击对结构的耐撞性能有显着影响。比能量吸收 (SEA) 增加 15。2% 随着偏心距从 20 增加到 80 mm。与组合劈裂圆管壁厚t的影响相比，管径和模具角度对SEA的影响更为显着。为了提高偏心载荷下组合劈裂圆管的耐撞性，通过多目标粒子群优化（MOPSO）优化后获得了偏心距H=40mm下的SEA帕累托前沿和平均轴向压碎力（AACF）。结果表明，SEA 和 AACF 呈正相关，并且在最佳点 B（SEA = 14.6 kJ/kg 和 AACF = 938 kN）获得了 SEA 和 AACF 之间的平衡。管半径和模具角度对 SEA 的影响更为显着。为了提高偏心载荷下组合劈裂圆管的耐撞性，通过多目标粒子群优化（MOPSO）优化后获得了偏心距H=40mm下的SEA帕累托前沿和平均轴向压碎力（AACF）。结果表明，SEA 和 AACF 呈正相关，并且在最佳 B 点（SEA = 14.6 kJ/kg 和 AACF = 938 kN）获得了 SEA 和 AACF 之间的平衡。管半径和模具角度对 SEA 的影响更为显着。为了提高偏心载荷下组合劈裂圆管的耐撞性，通过多目标粒子群优化（MOPSO）优化后获得了偏心距H=40mm下的SEA帕累托前沿和平均轴向压碎力（AACF）。结果表明，SEA 和 AACF 呈正相关，并且在最佳 B 点（SEA = 14.6 kJ/kg 和 AACF = 938 kN）获得了 SEA 和 AACF 之间的平衡。