Modeling, simulation, and validation of a TB41 crash test of the H2/W5/B concrete vehicle restraint system

Pachocki, Łukasz; Bruski, Dawid

doi:10.1007/s43452-020-00065-7

Cited by 16 publications

(14 citation statements)

References 35 publications

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“…To assess the impact severity level of road restraint systems (RRS), tests on restraint systems with a minimum installation length were evaluated [31][32][33][34][35][36]. Further studies used FEM or multi body simulations for the assessment of the injury level [34,37] or used the physical tests for validation of the simulation models [35,36,38,39]. An average minimum installation length of steel guardrails is approximately 76 m (Standard Deviation (SD): 29) and concrete barriers have an average minimum installation length of approximately 82 m (SD = 29).…”

Section: Accident Yearmentioning

confidence: 99%

Assessment of the Effectiveness of Different Safety Measures at Tunnel Lay-Bys and Portals to Protect Occupants in Passenger Cars

et al. 2021

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Tunnel portals and tunnel lay-bys are hazardous spots for road users. Different infrastructure safety measures are in use, but the protection level is not known. In this study the following safety measures for reducing the injury risk are investigated: angular positioned 4 m and 8 m concrete barrier, crash cushion Alpina F1-50 and Alpina <prototype> crash cushion. A passenger car equipped with a data acquisition unit is accelerated to 100 km/h and impacts the safety measure. The assessment of the latter is based on the EN 1317 criteria, specifically the Acceleration Severity Index (ASI), Theoretical Head Impact Velocity (THIV). Further assessment criteria are related to intrusions into the passenger compartment and post-crash motion. The best result in terms of ASI and THIV was achieved by the 8 m (ASI: 1.6, THIV: 30 km/h) concrete barrier. The crash cushion Alpina <prototype> showed good results for the ASI (1.8) but the THIV (57 km/h) was less satisfactory, while the angular positioned 4 m concrete barrier (ASI: 2.9, THIV: 53 km/h) and the crash cushion Alpina F1-50 (ASI: 3.3, THIV: 74 km/h) performed worst. Even though some of the measures showed good results, no protection measure tested currently complies with all the assessment criteria used.

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Section: Accident Yearmentioning

confidence: 99%

Assessment of the Effectiveness of Different Safety Measures at Tunnel Lay-Bys and Portals to Protect Occupants in Passenger Cars

et al. 2021

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“…The selected barrier was a concrete safety system of a H2W5B class (BSI, 2010). The model of this barrier has been validated and successfully used in previous studies (Pachocki and Wilde, 2018;Pachocki and Bruski, 2020). The impacting vehicle was a 2014 Honda Accord, developed and validated by the NHTSA (Singh et al, 2018).…”

Section: Global Model Of Vehicle Collisionmentioning

confidence: 99%

Biomechanics of Lumbar Spine Injury in Road Barrier Collision–Finite Element Study

Pachocki

Daszkiewicz

Łuczkiewicz

et al. 2021

Front. Bioeng. Biotechnol.

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Literature and field data from CIREN database have shown that lumbar spine injuries occur during car crashes. There are multiple hypotheses regarding how they occur; however, there is no biomechanical explanation for these injuries during collisions with road safety barriers (RSBs). Therefore, the objective of this study was to investigate the mechanics of vertebral fractures during car collisions with concrete RSBs. The finite element method was used for the numerical simulations. The global model of the car collision with the concrete RSB was created. The lumbar spine kinematics were extracted from the global simulation and then applied as boundary conditions to the detailed lumbar spine model. The results showed that during the collision, the occupant was elevated, and then dropped during the vehicle landing. This resulted in axial compression forces 2.6 kN with flexion bending moments 34.7 and 37.8 Nm in the L2 and L3 vertebrae. It was shown that the bending moment is the result of the longitudinal force on the eccentricity. The lumbar spine index for the L1–L5 section was 2.80, thus indicating a lumbar spine fracture. The minimum principal strain criterion of 7.4% and damage variable indicated L2 and L3 vertebrae and the inferior part of L1, as those potentially prone to fracture. This study found that lumbar spine fractures could occur as a consequence of vehicle landing during a collision with a concrete RSB mostly affecting the L1–L3 lumbar spine section. The fracture was caused by a combination of axial forces and flexion bending moments.

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“…Bruski et.al. in the paper [24] analyzed the vehicle impact against the barrier made of steel ropes, and in the papers [16,25,26] the impact against the barrier made of concrete blocks was analyzed. The number of papers dedicated to the structures compliant with passive safety requirements according to EN 12767 is significantly lower.…”

Section: Introductionmentioning

confidence: 99%

“…At present, numerical analyses are an important factor incorporated into the process of designing safe road structures. Experimental research for the evaluation of the structural behavior in conditions similar to real ones is applied for validation of the developed model [26]. Consequently, the model allows for extended case studies without the requirement of conducting further tests [16].…”

Section: Introductionmentioning

confidence: 99%

“…To a vast extent, the analyses of the vehicle impact against road infrastructure are performed with the application of the Finite Element Method. LS-Dyna is the most frequently applied solver for the analysis of this type of phenomenon [3,16,23,24,26,27]. However, one might come across other software dedicated to analyses of road collisions such as V-Sim [37], applying the SDC method (static, dynamic, characteristic-analysis), or with the implemented FEM elements-PC-Crash [31], DyMESH [37].…”

Section: Introductionmentioning

confidence: 99%

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Experimental and Numerical Assessment of Supporting Road Signs Masts Family for Compliance with the Standard EN 12767

Stopel

Cichański

Yague³

et al. 2021

Materials

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The analysis aimed to assess the passive safety of supporting masts for road signs in accordance with EN 12767. Experimental tests were carried out based on the requirements of the standard for the smallest and the largest constructions within the product family. Numerical models of crash tests were prepared for whole product family using the Finite Element Method in the LS-Dyna environment. Based on the comparison of the experimental tests and the numerical calculations, the usefulness of the numerical model for estimating the actual value of the Acceleration Severity Index (ASI) and the Theoretical Head Impact Velocity (THIV) was assessed. With the use of these relationships the values of ASI and THIV for masts not tested experimentally were estimated. It was confirmed that the analyzed masts met the requirements for the passive safety of structures set out in the standard EN 12767. It was possible since as a result of the impact, the mast column detached from the base, allowing the vehicle to continue moving. The behavior of the masts was primarily influenced by the destruction of the safety connectors. The paper presents the most important elements from the point of view of designing such solutions.

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Modeling, simulation, and validation of a TB41 crash test of the H2/W5/B concrete vehicle restraint system

Cited by 16 publications

References 35 publications

Assessment of the Effectiveness of Different Safety Measures at Tunnel Lay-Bys and Portals to Protect Occupants in Passenger Cars

Assessment of the Effectiveness of Different Safety Measures at Tunnel Lay-Bys and Portals to Protect Occupants in Passenger Cars

Biomechanics of Lumbar Spine Injury in Road Barrier Collision–Finite Element Study

Experimental and Numerical Assessment of Supporting Road Signs Masts Family for Compliance with the Standard EN 12767

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