# Study on the Influence of Collision Scene on the Energy Dissipation Process for Train Collision
## 3 Establishment and Accuracy Verification of Longitudinal Collision Dynamics Model of Train
### Accuracy Verification of Longitudinal Collision Dynamics Model of Train  
The line collision test of the train was carried out on the collision test line of CRRC Changchun Railway Vehicle Co., Ltd. (Changchun City, China) [26]. Based on the train parameters of reference [26], the finite element model of train longitudinal collision with the same marshaling, the same mass and the same energy absorption parameters are established. The accuracy of the train longitudinal collision dynamics model is verified by the test results. The grouping, energy absorption parameters and interface numbers  
Figure 3: Finite element model of train longitudinal collision. 1 represents the coupler buffer device of the head car, 2 represents the anti-climbing energy-absorbing device of the head car, 3 represents the primary energy-absorbing device, 4 represents the energy-absorbing area of the cab structure, 5 represents the coupler buffer device of the middle car, 6 represents the anti-climbing energy-absorbing device of the middle car, 7 represents the end structure of the middle car body. of the line test and longitudinal collision simulation model are indicated in Figure 4, and the train grouping mass is displayed in Table 2. The energy-absorbing structure at the end of the vehicle adopts the aluminum honeycomb-filled energy-absorbing structure. The honeycomb adopts the aluminum alloy 3003 material, which mainly absorbs the collision kinetic energy through the plastic deformation of the aluminum honeycomb. The force-stroke curve of the end energy-absorbing structure during the plastic deformation process is shown in Figure 4. M1 to M5 represents the moving vehicle, S1 to S5 takes the stationary vehicle; the number 0 attributes the collision interface, the numbers 1 to 4 mean the middle interface of moving vehicles, and the numbers \(-1\) to \(-4\) reveal the middle interface of a stationary vehicle. The line test moving train actually impacts with a stationary train at a speed of 28.5 km/h. It can be seen from the speed curves of moving vehicles and stationary vehicles in Figure 5 that the simulation model vehicles reach a consistent speed ahead of the line test vehicles, owing to the longitudinal collision dynamics model neglecting the influence of \begin{table}
\begin{tabular}{c c c c c c} \hline \hline  & \multicolumn{5}{c}{**Mass of Moving and Stationary Vehicles**} \\ \cline{2-6}  & **M1/S1** & **M2/S2** & **M3/S3** & **M4/S4** & **M5/S5** \\ \hline Mass(t) & 52.9 & 60.6 & 60.4 & 50 & 50 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Mass of the test train and longitudinal collision simulation models. Figure 4: Simplified curves of energy absorption parameters and grouping for the test train and longitudinal collision simulation model (test photos from the literature [26]). the lateral and vertical motion of the train, as well as the fluctuation of force in the crushing stage, the influence of the line irregularity and other factors on the train collision process. It is noteworthy that the calculation results of the train longitudinal collision model are in good agreement with the experimental results on the whole. For the purpose of better demonstrating the excellent consistency between simulation model calculation results and test results, the correlation test between simulation data and test data is performed. Due to the strong nonlinearity and vehicle non-normality of the vehicle collision process, the Spearman correlation coefficient is selected to measure the correlation between two random variables, X and Y, so as to interpret whether the changing trend between two variables is consistent.