Updating the Vehicle Class Categories

Siddall, Donald E.; Day, Terry D.

doi:10.4271/960897

Cited by 39 publications

(18 citation statements)

References 1 publication

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“…Kamal (1970) proposed a mass-spring model for studying the crash worthiness of cars, where three concentrated masses (two for engine and car body, respectively; and one for computational consideration) and eight nonlinear springs were employed. The plastic deformation at the front of vehicles could be used to calculate the peak impact force according to a large number of actual vehicle crash tests (Campbell, 1974; Jiang et al, 2004; Siddall and Day, 1996). In the study of barriers (including perimeter barrier and highway barrier), simplified formulas based on vehicle kinematics or energy conservation principle were also developed for calculating the peaks of vehicular impact force (Harrison, 2004; Hirsch, 1986).…”

Section: Hazard Of Vehicle Collision With Bridge Piersmentioning

confidence: 99%

Vehicle collision with bridge piers: A state-of-the-art review

Chen

Liu

2020

Advances in Structural Engineering

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Although the probability of vehicle collision with bridge piers is relatively low, it may cause the pier to fracture and even the entire bridge to collapse, resulting in casualties and huge economic losses. Therefore, bridge piers should be properly designed against vehicle collision. This paper aims to make a state-of-the-art review of the research on vehicle collision with bridge piers, to summarize the achievements and current limitations in this field, and to give some suggestions for future research. It is organized within a framework of performance-based design, which is divided into four types of problems, that is, hazard analysis, structural analysis, damage analysis, and loss analysis. Studies show that reinforced concrete (RC) piers under vehicle impact generally exhibit three damage modes, that is, local damage, shear damage, and flexural damage. When a large truck hits a pier, the engine and container (cargo) may contribute to a two-stage impact characteristic, which has a great influence on the response and damage of the pier. The vehicular impact (force) models and nonlinear response models of RC members under impact loads have been developed respectively, which can be combined to quickly analyze the nonlinear response of RC piers under vehicle impact. Deformation-based methods should be developed to quantify the damage level of RC piers under different damage modes. Current codes still mainly adopt the equivalent static force design method, but some provisions regarding probabilistic (reliability) analysis have appeared. More attention should be paid to the statistical analysis of roadside crashes and vehicle-related parameters in order to obtain a more realistic probabilistic analysis model, and further establish a performance-based design method for RC piers subjected to vehicle collision.

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Section: Hazard Of Vehicle Collision With Bridge Piersmentioning

confidence: 99%

Vehicle collision with bridge piers: A state-of-the-art review

Chen

Liu

2020

Advances in Structural Engineering

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“…The two main assumptions were that the damage of the vehicle is uniform and the force-crush relationship does not significantly vary across the vehicle width. In 1996, Siddall and Day (1996) further quantified the stiffness coefficients A and B of Campbell’s (1974) model. Two classes were defined for pickup vehicles according to the wheel base range.…”

Section: Current Maximum Impact Force Modelsmentioning

confidence: 99%

“…Coefficients b 0 and b 1 of Campbell’s (1974) model were redefined as 0.70 m/s and 16.35/s through a regression analysis of the presented numerical results, respectively. Note that this redefinition does not apply to the models proposed by Siddall and Day (1996) and Jiang et al (2004). The values of stiffness coefficients A and B were defined as 38,457 N/m and 471,601 N/m 2 for Siddall and Day’s (1996) model, respectively, since the wheel base range of the truck model is 5.3 m.…”

Section: Assessment Of Current Modelsmentioning

confidence: 99%

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An assessment of current maximum impact force models for anti-ram bollard systems subjected to truck impact

2017

International Journal of Protective Structures

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Anti-ram bollard systems, which maintain a sufficient standoff in front of a protected area, can prevent vehicle bombs from approaching the area and thus reduce the damage from blast and debris. This article collects the current maximum impact force models for the collision between a vehicle and a barrier and presents an assessment of the applicability of these models for a truck crashing into an anti-ram bollard system. A database, which contains four available crash test results and 63 numerical simulation results, has been established for the evaluation. The assessment results show most of the current models have a poor accuracy and two existing models present a better performance for predicting the maximum impact forces. Further comparison indicates that the predictions by one better-performing model based on energy balance are more accurate, whereas the other better-performing model based on vehicle crush is more conservative. Therefore, the model based on vehicle crush is suggested for the design of anti-ram bollard systems.

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“…Where possible, the input parameters for the EDSMAC simulations were identical to the input parameters used in the analytical linear spring model. Stiffness parameters for EDSMAC were selected based on generic data for the class of passenger cars in the same wheelbase range as the subject vehicles [8]. For the bullet vehicle (Taurus), the frontal stiffness k v was 93.4 lb/in…”

Section: Edsmac Simulationsmentioning

confidence: 99%

Analytical Model for Investigating Low-Speed Sideswipe Collisions

Funk¹,

Cormier²,

Bain³

2004

SAE Technical Paper Series

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Vehicle dynamics in sideswipe collisions are markedly different from other types of collisions. Sideswipe collisions are characterized by prolonged sliding contact, often with very little structural deformation. An analytical model was developed to investigate the vehicle dynamics of sideswipe collisions. The vehicles were modeled as rigid bodies, and lateral interaction between the vehicles was modeled with a linear elastic spring. This linear spring was meant to represent the combined lateral stiffness of both vehicles before significant crush develops. Longitudinal interaction between the vehicles was modeled as frictional contact. In order to validate the model, seven (7) low speed (3-10 kph), shallow angle (15°) sideswipe collisions were staged with instrumented vehicles. These sideswipe collisions were characterized by long contact durations (~ 1 s) and low accelerations (< 0.4 g's). The experimental collisions were also simulated with EDSMAC. EDSMAC overpredicted peak longitudinal vehicle acceleration by an average of 83% and underpredicted the length of contact damage by an average of 50%. In contrast, the linear spring model accurately predicted the peak longitudinal vehicle acceleration (5% error) when the stiffness parameter was tuned to match the length of contact damage. These results suggest that a noncrush-based linear spring model for calculating intervehicular force could significantly improve the accuracy of reconstructions of low speed sideswipe collisions compared to existing methods such as SMAC.

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Updating the Vehicle Class Categories

Cited by 39 publications

References 1 publication

Vehicle collision with bridge piers: A state-of-the-art review

Vehicle collision with bridge piers: A state-of-the-art review

An assessment of current maximum impact force models for anti-ram bollard systems subjected to truck impact

Analytical Model for Investigating Low-Speed Sideswipe Collisions

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