Beijing Zhongluan Traffic Technology Co.

Beijing, China

Beijing Zhongluan Traffic Technology Co.

Beijing, China
SEARCH FILTERS
Time filter
Source Type

Fang L.,South China University of Technology | Zhang L.,China Communications Construction Company Ltd. | Yan S.,Beijing Zhongluan Traffic Technology Co. | Jia N.,Beijing Zhongluan Traffic Technology Co. | And 2 more authors.
Applied Mechanics and Materials | Year: 2011

By comprehensive analysis and design optimization of barrier structure parameters, a new type of beam-and-post steel barrier was invented according to impact test condition and acceptance criteria of cross-sea bridge barrier. Full-scale impact tests and finite elements analysis were conducted to do safty evalution of the barrier. The results show that, ASI value is 1.62 for test and that is 1.67 for FEA, THIV is 30.7km/h for test and that is 31.2km/h for FEA. Working width is 0.88m for test and that is 0.62m for FEA. Occupant risk evaluation index can meet the requirements of level B and the working width can meet the requirements of level W3. Both of tracking and posture of vehicles are well. The study results above show that safety performance of cross-sea bridge barrier can meet or exceed the acceptance criteria. FEA results are consistent with Full-scale impact test, which validate the reliability of FEA. cross-sea bridge barrier can meet the highest test level for beam-and-post steel barrier, which can defend the out-of-control vehicles effectively and help to ensure the bridge safety. © (2011) Trans Tech Publications.


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.


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.


Yan S.-M.,Beijing Zhongluan Traffic Technology Co. | Bai S.-F.,Beijing Zhongluan Traffic Technology Co. | Lu G.-R.,Shandong Hi Speed Group Co. | Lu G.-R.,Shandong University
Beijing Gongye Daxue Xuebao/Journal of Beijing University of Technology | Year: 2011

In order to reduce accident severity caused by crashes between vehides and barrier terminals, impact test condition and evaluation specification of re-directive crash cushion are brought out based on accident performance and referred to correlative documents in and out of China, and a new type of re-directive crash cushion which meet the evaluation specification is invented by conducting finite element analysis and full-scale impact tests. The results indicate that the re-directive crash cushion is able to absorb kinetic energy of a 1.5 ton car with 60 km/h speed in frontal impact and with 100 km/h speed in side impact. The maximum acceleration direction is 10.7 g in frontal impact and 16.1 g in side impact, and passengers are protected, and the vehicle performance keeps well after crash; The simulation result is coincident with that of test and the error between them is with in 10%.


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.


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.


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.


Yan S.-M.,Beijing Zhongluan Traffic Technology Co. | Fang L.,South China University of Technology | Ma L.,Beijing Zhongluan Traffic Technology Co. | Jin K.,Beijing Zhongluan Traffic Technology Co.
Zhendong yu Chongji/Journal of Vibration and Shock | Year: 2015

To make up for the deficiency of short length of some truck escape ramp, a net energy absorption system for a truck escape ramp was proposed, the system feasibility was proved with low velocity tests, the weak parts of the system were found with high velocity tests, FEA models were built to analyze influence factors on the weak parts, the system's optimization structure was obtained and its function was verified with two vehicle running tests. It was shown that the damping force can be outputted by the net energy absorption system, the occupant safety can be guaranteed with a 25 kN damping force; the damping force and vehicle mass have a smaller effect on peak output force of tension rod, the rod can be effectively guaranteed not to be broken by controlling the diameter of the rod roller to be larger than 400 mm, the mass of the rod roller to be less than 130 kg, and setting the protective net at 30 m behind the entrance of the truck escape ramp; the truck escape ramp with a slope of 9.29 and an installed stirring type damper net energy absorption system can make a 55 t truck with a speed of 104 km/h stop within a distance of 66.2 m, while it with an installed brake sheet damper net energy absorption system can make a 55 t truck with a speed of 101 km/h stop within a distance of 62.5 m. The results indicated that the net energy absorption system with reasonable design and correct setting can be an effective facility to stop brake failure vehicles. ©, 2015, Chinese Vibration Engineering Society. All right reserved.


Yan S.M.,Beijing Zhongluan Traffic Technology Co. | Liang Y.P.,Beijing Zhongluan Traffic Technology Co. | Chen X.Y.,Beijing Zhongluan Traffic Technology Co. | Wang Y.C.,Beijing Zhongluan Traffic Technology Co.
Applied Mechanics and Materials | Year: 2013

To meet the requirements of construction convenience and protection level for concrete bridge barrier, this article researches the base form of detached and re-installed barriers. Considering integrity and dismounting convenience, four base forms were put forward such as anchor bolt connected base,outside embedded base, inside embedded base and steel bar welded base. The four base forms were compared through computer simulation, bogie test and analysis of construction convenience. The researches show that there are more probability for inside embedded base and outside embedded base to overturn in practical application. The anchor bolt is likely to cause stress concentration of connection location, and difficult to install. Rigid connection between barrier and bridge frange plate was formed by base steel welded with anchor plate, and so the integrity is better and the construction is convenient and feasible. And so steel bar welded base is the best and suitable for application in the project. © (2013) Trans Tech Publications, Switzerland.


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: 2013

In order to confirm the safety performance of several new type crashworthiness moveable barrier, impact analysis were conducted using finite element analysis and full-scale impact tests. The results indicate that foldable moveable barrier tripped the car and doesn't meet the requirement of criteria; After impact the concrete chain type moveable barrier, the truss type moveable barrier and the pretension wire in tube type moveable barrier, the cars and buses all come back to normal run performance, the maximum acceleration at the position of car gravity center are 9.78g, 8.8g and 8.1g respectively, the car exit angles are 10.2°, 9.8° and 10.2° respectively, the bus exit angles are 6.8°, 4° and 0° respectively, the maximum dynamic deformation of barriers are 1.25m, 0.807m and 1.093m respectively, and the crashworthiness of the barriers reach 93kJ, 93kJ and 160kJ respectively. The study will supply data to applied projects and forms reference to relative guideline amended.

Loading Beijing Zhongluan Traffic Technology Co. collaborators
Loading Beijing Zhongluan Traffic Technology Co. collaborators