Identification of the parameters of a vehicle crashing into a round pillar

Kostek, Robert; Aleksandrowicz, Piotr

doi:10.15632/jtam-pl/115550

Cited by 4 publications

(5 citation statements)

References 9 publications

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“…Secondly, for the drivers and passengers, the operating standards in the process of work are unreasonable. Some drivers do not conduct the "five-step brake" test on the brakes before starting work, resulting in a serious shortage of pressure holding time [20]. When the main and auxiliary drivers monitor the data, there is no double-checking mechanism, so inconsistent data often appears on the display, which will cause the GYK monitoring device to open abnormally.…”

Section: The Management Of the Team Of Drivers And Passengers Needs T...mentioning

confidence: 99%

Numerical simulation of heavy rail transit vehicle collision and analysis of collision force characteristics

Zhang¹,

Li²

2023

J. vibroeng.

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The collision force of a heavy rail transit vehicle hitting a bridge pier is affected by many factors. In order to investigate the characteristics of the collision force when a heavy rail transit vehicle hits a bridge, the finite element software LS-DYNA is used to simulate the impact of a heavy rail transit vehicle on a bridge. The influence of the vehicle speed of heavy rail transit vehicles, the strength of bridge pier concrete, the spacing of pier stirrups, the ratio of pier stirrup reinforcement, and the eccentric distance between the vehicle and the bridge pier on the characteristics of the collision force. The simulation analysis results show that the total deformation frequency around the impact point of the bridge pier and the heavy rail transit vehicle decreases as the distance from the impact point increases, and the deformation frequency in the vicinity of the impact point is the largest. The speed of the heavy rail transit vehicle, the concrete strength of the bridge pier, the reinforcement ratio of the pier stirrup, the larger the eccentric distance between the vehicle and the bridge pier, and the smaller the spacing between the stirrups, the greater the collision force when the heavy rail transit vehicle hits the bridge pier.

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Section: The Management Of the Team Of Drivers And Passengers Needs T...mentioning

confidence: 99%

Numerical simulation of heavy rail transit vehicle collision and analysis of collision force characteristics

Zhang¹,

Li²

2023

J. vibroeng.

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“…The mass and the moment of inertia of the carrying structure of the flat wagon with the design parameters and with the actual parameters were determined through their spatial models in SolidWorks software [10][11][12] The mass of the carrying structure of the flat wagon with the design parameters was 15.6 tons, the moment of inertia 283.1 ton × m 2 , and those with the actual parameters 11.1 ton and 102 ton × m 2 , respectively (Figure 5). Differential Equations ( 1)-( 6) were reduced to standard Cauchy problems and then they were integrated by the Runge-Kutta method [13][14][15][16][17][18]. The initial displacements and speeds were taken equal to zero.…”

Section: The Presentation Of the Main Content Of The Studymentioning

confidence: 99%

“…Differential Equations ( 1)-( 6) were reduced to standard Cauchy problems and then they were integrated by the Runge-Kutta method [13][14][15][16][17][18]. The initial displacements and speeds were taken equal to zero.…”

Section: The Presentation Of the Main Content Of The Studymentioning

confidence: 99%

“…The accelerations on the carrying structure of the flat wagon with the actual parameters on the 18-100 and Y25 bogies in the center of gravity are given in Figures 6 and 7 and the accelerations in the areas of support on the bogies in Figures 8 and 9. Differential Equations ( 1)-( 6) were reduced to standard Cauchy problems and then they were integrated by the Runge-Kutta method [13][14][15][16][17][18]. The initial displacements and speeds were taken equal to zero.…”

Section: The Presentation Of the Main Content Of The Studymentioning

confidence: 99%

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Determination of the Vertical Load on the Carrying Structure of a Flat Wagon with the 18–100 and Y25 Bogies

et al. 2021

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The study deals with determination of the vertical load on the carrying structure of a flat wagon on the 18–100 and Y25 bogies using mathematic modelling. The study was made for an empty wagon passing over a joint irregularity. The authors calculated the carrying structure of a flat wagon with the designed parameters and the actual features recorded during field tests. The mathematical model was solved in MathCad software. The study found that application of the Y25 bogie for a flat wagon with the designed parameters can decrease the dynamic load by 41.1% in comparison to that with the 18–100 bogie. Therefore, application of the Y25 bogie under a flat wagon with the actual parameters allows decreasing the dynamic loading by 41.4% in comparison to that with the 18–100 bogie. The study also looks at the service life of the supporting structure of a flat wagon with the Y25 bogie, which can be more than twice as long as the 18–100 bogie. The research can be of interest for specialists concerned with improvements in the dynamic characteristics and the fatigue strength of freight cars, safe rail operation, freight security, and the results of the research can be used for development of innovative wagon structures.

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“…V-SIM, however, has not been verified with a full-frontal rigid barrier impact test. In other studies [8,9], contact parameters and other data were identified from crash tests and used in simulation. The articles present both the results of computer simulation of a passenger cars crash with a non-deforming barrier and a pole with V-SIM and the experimental results published by Allgemeiner Deutscher Automobil-Club and AUTOBILD.…”

Section: Introductionmentioning

confidence: 99%

Modeling Head-On Collisions: The Problem of Identifying Collision Parameters

Aleksandrowicz

2020

Applied Sciences

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The analyses performed by the experts are crucial for the settlement of court disputes, and they have legal consequences for the parties to legal proceedings. The reliability of the simulation result is crucial. First, in article, an impact simulation was performed with the use of the program default data. Next, the impact parameters were identified from a crash test, and a simulation was presented. Due to the difficulties in obtaining the data identified, the experts usually take advantage of simplifications using only default data provided by the simulation program. This article includes the original conclusions on specific reasons of simplified collision modeling in Multi Body Systems (MBS) programs and provides specific directions of development of the V-SIM4 program used in the study to enhance the models applied. This manuscript indicates a direction for crash model development in MBS programs to consider a varied 3D body space zones stiffness related to the structure of the car body and the internal car elements instead of modeling the car body as a solid with an average stiffness. Such an approach would provide an alternative to Finite Element Method (FEM) convention modeling.

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Identification of the parameters of a vehicle crashing into a round pillar

Cited by 4 publications

References 9 publications

Numerical simulation of heavy rail transit vehicle collision and analysis of collision force characteristics

Numerical simulation of heavy rail transit vehicle collision and analysis of collision force characteristics

Determination of the Vertical Load on the Carrying Structure of a Flat Wagon with the 18–100 and Y25 Bogies

Modeling Head-On Collisions: The Problem of Identifying Collision Parameters

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