Finite Element Simulation of a Strong-Post W-Beam Guardrail System

Atahan, Ali Osman

doi:10.1177/0037549702078010001

Cited by 40 publications

(23 citation statements)

References 6 publications

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“…The TDGET model consisted of 297783 nodes and 286813 shell elements. Optimum mesh size was determined from previous successful studies involving steel guardrail impact (Atahan, 2002). There were no solid elements in the model.…”

Section: Model Developmentmentioning

confidence: 99%

Evaluation of 12 m Long Turned Down Guardrail End Terminal Using Full-Scale Crash Testing and Simulation

Atahan

Erdem

2016

Lat. Am. j. solids struct.

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The beginnings and ends of guardrail designs have the function of providing adequate anchorage for the rest of the system. They should also demonstrate crashworthy performance and should not pose any hazard for errant vehicles. In Europe, the ends of guardrail systems traditionally have incorporated turned down end terminals. Due to its low cost, Turkey also adopted turned down guardrail end terminal, and the majority of these designs are 12 meters long. Accident statistics clearly demonstrate that this particular end terminal poses safety risks for impacting vehicles. However, crash tests performed on the system showed that it worked satisfactorily for cars impacting at 80 kph. In this study, a detailed finite element analysis was performed on a 12 m long turned down guardrail end treatment to fully evaluate its crashworthiness. Data obtained from previously performed TT 2.1.80 and TT 4.2.80 crash tests were used to verify the fidelity of finite element models used in the study. Further simulations performed in accordance with EN1317 part 7 at 100 kph demonstrated unacceptable performance for the end terminal. Results of the study are summarized and recommendations are presented.

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Section: Model Developmentmentioning

confidence: 99%

Evaluation of 12 m Long Turned Down Guardrail End Terminal Using Full-Scale Crash Testing and Simulation

Atahan

Erdem

2016

Lat. Am. j. solids struct.

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“…Articles by Reid [5] and Atahan [6] provide detailed reviews of finite element simulations of vehicle barrier impacts. Atahan [7] conducted an explicit nonlinear finite element simulation of a strong-post W-beam guardrail system. The results of a previously conducted full-scale crash test of a failed guardrail system were used in the study.…”

Section: Review Of Prior Workmentioning

confidence: 99%

Effect of pre-cut asphalt fracture planes on highway guardrail performance

Lee¹,

Bakhtiary²,

Stewart³

et al. 2016

Int. J. CMEM

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The preferred procedure for steel guardrails in the state of Georgia, USA for vehicle impact employs a post-installation machine to drive the posts through a layer of asphalt placed to retard vegetation growth around the system. However, in order to avoid undesirable restraint at the ground line, the AASHTO Roadside Design Guide recommends incorporating leave-outs. Using a leave-out in vegetation barriers is seen as less desirable because of issues including significantly higher expected costs, variability in the placement and spacing of posts, and the need for variable construction scheduling. In lieu of leaveouts, predetermined fracture planes, or "pre-cuts" were installed in the asphalt and evaluated in terms of ground restraint. An experimental program was carried out on an outdoor test site. Posts were installed in pre-cut asphalt and subjected to static loading to provide a better understanding of the behavior of a post restrained with an asphalt layer at the ground line. In parallel with the experimental program, a three dimensional finite element model was developed for a guardrail post installed through an asphalt layer. The model was refined using the experimental results from the test program as well as material testing. Results from the experimental program and finite element analyses indicate that certain precutting configurations lead to significantly less ground restraint as desired.

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“…The numerical modelling of crash tests on steel road safety barriers has been the subject of a number of publications, including Atahan (2002), Borovinšek, Vesenjak, Ulbin, & Ren (2006, 2007, Nasution, Siregar, Fuad, & Adom (2009), Ren, & Vesenjak (2005), Klasztorny, Nycz, OF ROAD AND BRIDGE ENGINEERING 2 0 1 8/ 1 3 3& Romanowski (2015), and Klasztorny, Nycz, & Szurgott, (2016)). Vehicle models built within the LS-Dyna system are taken from the National Crash Analysis Centre (NCAC).…”

Section: Introductionmentioning

confidence: 99%

“…Vehicle models built within the LS-Dyna system are taken from the National Crash Analysis Centre (NCAC). The simulateded crash tests analysed in works (Atahan, 2002;Borovinšek, Vesenjak, Ulbin, & Ren, 2006, 2007Nasution, Siregar, Fuad, & Adom, 2009;Ren, & Vesenjak, 2005) concern type W guide rails equivalent to type A guide rails.…”

Section: Introductionmentioning

confidence: 99%

Comparison of Functionality of Type A And B Guide Rails of Steel Road Safety Barriers

Nycz

2018

BJRBE

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The subject of the work is types A and B guide rails of steel road barriers. An experimental three-point bend test on a segment of a B-type guide rail was conducted for experimental validation of the numerical modelling of the guide rail. Numerical modelling of bend tests on A and B guide rail segments was performed. It was shown that the load-bearing capacity and energy absorbed during bending for guide rail A are more than for guide rail B, respectively. Numerical TB32 crash tests (a 1500 kg vehicle, 110 km/h impact speed, 20° impact angle) were carried out in the LS-Dyna system. The Dodge Neon vehicle model was downloaded from the National Crash Analysis Centre in the United States. A 60 m long barrier section is composed of A or B guide rail segments, SIGMA-100 posts, trapezoidal supporting elements and rectangular pads. Each segment has a total length of 4.30 m and an efficient length of 4.00 m. SIGMA-100 posts are 1.90 m long and spaced by 2.00 m. The whole barrier is assembled with M16 screws with a spherical head and a nose, strength class 4.6. The simulated crash tests showed slight differences in the functionality of guide rails A and B regarding the TB32 crash test.

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Finite Element Simulation of a Strong-Post W-Beam Guardrail System

Cited by 40 publications

References 6 publications

Evaluation of 12 m Long Turned Down Guardrail End Terminal Using Full-Scale Crash Testing and Simulation

Evaluation of 12 m Long Turned Down Guardrail End Terminal Using Full-Scale Crash Testing and Simulation

Effect of pre-cut asphalt fracture planes on highway guardrail performance

Comparison of Functionality of Type A And B Guide Rails of Steel Road Safety Barriers

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