运用多刚体动力学理论对有轨电车与汽车在平交道口的碰撞进行仿真分析，该方法相比于传统的有限元仿真具有明显的计算速度优势，便于开展轨道车辆碰撞的动态响应分析。研究结果表明有轨电车在平交道口受到汽车以20 km/h的速度侧面撞击时，被撞击的有轨电车主要发生横向水平运动，其侧滚运动则相对较小。与此同时，有轨电车的最大脱轨系数达到1.63，超过标准GB5599-1985中规定的第一限度（1.2），具有较大的脱轨风险。此外，当有轨电车前后两端头车受到汽车撞击时，被撞击车辆承受的横向碰撞力仅能通过一侧的车间铰接结构向其他车辆进行传递，导致有轨电车脱轨系数较高。不仅如此，针对现有有轨电车空间结构的局限，提出通过设置二系横向阻尼并增加横向间隙的方法来加大碰撞力从车体到轮对传递过程中的衰减程度，进而降低施加在轮对上的横向力，抑制有轨电车的脱轨风险。计算结果表明，改进后有轨电车的最大脱轨系数从1.63降低至0.79，减少了52%。
The collision simulation between a city tram and an automobile at the level crossing is carried out based on the multi-body dynamics. Compared with the finite element method this method has an obvious advantage of fast computation speed, so that it is convenient for the study on the dynamic behaviour of railway vehicles during a collision accident. Simulation results indicate that when the city tram is impacted laterally by an automobile with a speed of 20 km/h, the lateral movement of the impacted city tram is in priority and the roll movement is relative small. At the same time the maximum derailment coefficient of the city tram is 1.63, exceeding the limit (1.2) defined in the standard GB5599-1985. That means the collided city tram has a high risk to derail. Besides that, when the first or the last vehicle of the city tram is collided by the automobile, the lateral impact load can be transmitted to the adjacent vehicle by only one side, which results in a high derailment coefficient. Moreover, in terms of the space limitation of the city tram, two measures are proposed to decrease the lateral impact load during the transition from car body to the wheel set. One is using the secondary damper and another is increasing the secondary lateral clearance. The simulation results point out that the derailment coefficient of the improved city tram can be reduced by 52%, from 1.63 to 0.79.
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