The role of numerical tests in assessing road restraint system functionality

Budzyński, Marcin; Jamroz, Kazimierz; Wilde, Krzysztof; Witkowski, Wojciech; Jeliński, Łukasz; Bruski, Dawid

doi:10.1186/s12544-020-00424-8

Cited by 6 publications

(6 citation statements)

References 17 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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“…Roadside hazards represent one of the main causes of fatal accidents [ 1 , 2 , 3 ]. One of the ways to manage road safety is to use energy absorbers that prevent vehicles from running off the road [ 4 , 5 ].…”

Section: Introductionmentioning

confidence: 99%

“…The scope of numerical tests is extended. The tests are used as tools for verifying new solutions [ 4 , 59 , 60 , 61 ]. Authors work on improving numerical models ensuring that they best represent real test results.…”

Section: Introductionmentioning

confidence: 99%

Assessing Roadside Hybrid Energy Absorbers Using the Example of SafeEnd

et al. 2022

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A combination of crash cushion and end-terminal, hybrid energy absorbing devices have been in use worldwide for a few years already. They include SafeEnd, a system Poland has recently introduced. Some road authorities have raised concerns as regards the operating conditions of the devices and how they work together with safety barriers. The objective of this research is to clarify the concerns and answer the following questions: (1) Can SafeEnd devices be used as hybrid devices and combine the roles of end-terminal and crash cushion placed before an obstacle? (2) What should be the rules for installing crash cushions at diverging roads and at the start of an off-ramp? The article presents characteristics of SafeEnd devices, defines the doubts raised by road safety auditors, discusses the results of field and numerical tests of the devices and explains the design principles for interchange ramps where crash cushions are required. The study results have helped to answer the research questions: SafeEnd devices fulfil the role of end-terminal and crash cushion, it is possible to make them more visible and principles have been defined for how the devices should be used at road interchanges. Further research should help to define general principles of deploying road restraint systems such as crashworthy terminals, crash cushions or hybrid devices.

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“…The tests were mapped numerically, and the validated model was used for the evaluation of the behavior of the designed crash-bag in case of the impact against 1300 kg vehicle. Budzy ńsk et al, presented a significant role of numerical simulation application in the process of road infrastructure designing [34]. Correctly verified numerical models may become a source of crucial information on the process of damage, manner of deformation or the influence on the road event participants.…”

Section: Introductionmentioning

confidence: 99%

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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The role of numerical tests in assessing road restraint system functionality

Cited by 6 publications

References 17 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

Assessing Roadside Hybrid Energy Absorbers Using the Example of SafeEnd

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

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