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Yan S.-M.,Beijing Zhongluan Traffic Technology Co.
Beijing Gongye Daxue Xuebao/Journal of Beijing University of Technology | Year: 2012

To know the crashworthiness and mechanism of a single slope concrete barrier, safety performance is evaluated using finite element analysis and a full-scale impact test. The results indicate that the single slope concrete barrier is able to hold up to 400 kJ impact energy and all index meet the crashworthiness specification, when the impact conditions are that the bus weight is 14 t, velocity is 80 km/h, and impact angle is 20°. One crashworthiness mechanism of the single slope concrete barrier is that the impact makes the vehicle climb up and lean along the slope to absorb kinetic energy and increase impact time. Simulation results match those of tests and prove the feasibility of the barrier safety evaluation. This research provides data for single slope concrete barrier application in reality and is an example to evaluate barrier safety based on dynamic FEA method. Source


Yan S.,Beijing Zhongluan Traffic Technology Co.
Wuhan Ligong Daxue Xuebao (Jiaotong Kexue Yu Gongcheng Ban)/Journal of Wuhan University of Technology (Transportation Science and Engineering) | Year: 2012

In order to reduce accident severity caused by accident vehicles impact to barrier terminal, impact test condition and evaluation specification for non-re-directive crash cushion were brought out referring to correlative documents in and out of China, a new type of non-re-directive crash cushion which met the evaluation specification by conducting theoretic analysis and full-scale impact tests was invented. The results indicate that the non-re-directive crash cushion able to absorb kinetic energy of a 1.5 ton car with 60 km/h speed. The vehicle performs well after impact, the maximum acceleration at the position of vehicle gravity center is 18.9 g, 4.2 g, 6.1 g in three directions, and the maximum dynamic deformation of crash cushion is 1234 mm. The performances of the non-re-directive crash cushion meets the acceptance criteria and can make up the security dead angle of barrier terminal. Source


Yan S.-M.,Beijing Zhongluan Traffic Technology Co.
Zhendong yu Chongji/Journal of Vibration and Shock | Year: 2011

In order to do feasibility analysis of barrier safety evaluation with finite element simulation method, various vehicle and barrier finite element simulation models were set up and compared to multiple physical test data. The results indicated that all barrier safety indexes, such as, test vehicle trajectory, safety barrier performance, occupant risk and barrier dynamic deformation can be extracted from the simulation results, the reliability of the simulation models are verified because the crash results in simulation are coincident with those in test and the errors are less than 10% between them, and the feasibility of barrier safety evaluation with computer simulation methods is proved. The concept that the simulation model to evaluate barrier safety performance should be checked with crash tests was stressed and the suggestion using regulations and guidelines to manage CAE engineers conducting barrier simulation evaluation was presented. Source


Yan S.-M.,Beijing Zhongluan Traffic Technology Co.
Zhendong yu Chongji/Journal of Vibration and Shock | Year: 2011

Impact parameter errors exist in test organization. In order to understand sensitivity of vehicle acceleration to impact parameters, a finite element simulation model for a vehicle impacting to a combined barrier was set up and sensitivity analysis was performed after the finite element model was proved to be correct with impact tests. The results indicated that the simulation method is reliable since the simulation results match to those of crash tests, the sensitivity coefficients of vehicle acceleration versus vehicle mass, impact angle and impact velocity are -0.58, 1.63 and 4.18, the impact speed is the most sensitive factors to vehicle acceleration. The study results were a guidance to establish error range of impact test. Source


Yan S.-M.,Beijing Zhongluan Traffic Technology Co.
Xitong Fangzhen Xuebao / Journal of System Simulation | Year: 2010

Serious accidents will happen if car impacts Bullet-headed or anchored w-beam guardrail terminal. Finite element analysis models were set up to simulate car impact to the two kinds of guardrail terminals in frontal direction. The accident configuration and the reason to induce the accident were analyzed and a new type w-beam guardrail terminal structure was brought out based on the simulation result. The analysis indicates that w-beam terminal will pierce into the car body when car impacts Bullet-headed guardrail terminal in frontal direction, and car will turn over when car impacts anchored guardrail terminal in frontal direction. The reason that the terminal penetrate into the car body is that the bullet-headed terminal is unmovable and the impact area is small; the reason that the car turning over is the car climbing the anchored terminal along its slope. A new type guardrail terminal is proved by FEA and test that passengers can be protected by it through rolling w-beam to absorb accident car's kinetic energy, which avoids piercing of w-beam into car or turning over of accident car. Source

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