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Melbourne, Australia

Richardson S.,Delta V Experts | McIver J.,Temporal Images
SAE Technical Papers | Year: 2015

Mining operations which utilise Haul Trucks to move product or overburden have to also build and maintain a network of roads which the Haul Truck can operate on. As the development of the mine progress typically the road network changes and the maintenance of a mining road can influence the productivity of the mine and specifically the Haul Truck fuel consumption on the mine. The current class of Ultra class Haul Trucks can have a Gross mass from 450t to 590t with 60lt to 90lt engines developing 1,830kW to 2,800kW. By managing the roughness of the mining road network the rolling resistance of the Haul Trucks can be controlled/managed within a defined band and hence the mine can control part of the Haul Truck fuel consumption. Conversely constantly maintaining mine roads affects the productivity of the mine. Typically the decision to conduct maintenance work on a Haul Road is made subjectively, based on the feel of how rough the roads are getting. A system to objectively collect data from vehicles operating on the mine, process and display data on road roughness to mine staff will be detailed. The system enables objective decision to be made with respect to road maintenance and hence Haul Truck fuel consumption. Copyright © 2015 SAE International. Source


Within the exploration and resources sector some companies have required the fitment of Roll Over Protective Structures (ROPS). The issues with respect to: no ROPS, internal ROPS or external ROPS are discussed. The practical experience of designing, testing, fitting external ROPS in southern Africa are detailed as well as the investigation and analysis of a number of rollover crashes of vehicles fitted with the external ROPS and injury outcomes are compared with USA rollover injury data. Copyright © 2015 SAE International. Source


Richardson S.,Delta V Experts | Josevski N.,Delta V Experts | Sandvik A.,Delta V Experts | Pok T.,Delta V Experts | And 3 more authors.
SAE Technical Papers | Year: 2015

Pedestrian throw distance can be used to evaluate vehicle impact speed for wrap or forward projection type pedestrian collisions. There have been multiple papers demonstrating relationships between the impact speed of a vehicle and the subsequent pedestrian throw distance. In the majority of instances, the scenarios evaluated focused on the central width of the vehicle impacting the pedestrian. However, based on investigated pedestrian collisions, the location where the pedestrian has engaged with the vehicle can and does significantly influence the throw distance (and projection) and subsequent impact speed analysis. PC-Crash was used to simulate multiple pedestrian impacts at varying speeds and vehicle impact locations, creating pedestrian throw distance impact speed contour plots. This paper presents the pedestrian throw distance impact speed contour plots for a range of nine vehicle types. The purpose of this paper is to illustrate that there is an effect on impacted pedestrians' throw distance and post impact direction due to both the vehicle shape and point of impact on the vehicle. However the effect is not yet validated by means of physical tests and further research is required. Copyright © 2015 SAE International. Source


Richardson S.,Delta V Experts | Hughes G.,NMVTRC CAR SAFE | Pok T.W.P.,Delta V Experts | Josevski N.,Delta V Experts | And 2 more authors.
SAE International Journal of Passenger Cars - Mechanical Systems | Year: 2012

Within Australia there are seven States and two Territories, each with their own Government Authority which were until recently all using slightly different criteria to define the criteria between a Repairable Write-Off (RWO) and a Statutory Write-Off (SWO). Under the national framework for the management of Written-Off Vehicle's (WOV's) developed by the National Motor Vehicle Theft Reduction Council (NMVTRC) any collision, fire, water or weather-event damaged vehicle declared by an insurer to be a total loss must be classified to be either a SWO or RWO. Under the current Australian regime a SWO may only be sold subject to a statutory restriction that it may only be used for parts or scrap metal. A RWO may be repaired and re-registered subject to the vehicle passing specific safety and identification inspections. A set of State and Territory based technical criteria determine when a WOV should be classified an SWO. A national workshop in June 2009 resolved that the pre-2010 criteria were in need of urgent updating to better reflect contemporary vehicle design and fabrication techniques and to make the system more impervious to manipulation by criminal networks. In late 2009 the NMVTRC engaged a group of vehicle engineers to work with stakeholders to develop new criteria to meet the current and future needs. Draft criteria were circulated for comment in May 2010. Stakeholders were briefed on the draft criteria and during the comment period stakeholders made submissions. In general terms, the comments received indicated there was significant consensus about much of the proposed draft criteria and a high level of consistency in comments on those elements which required clarification or re-working. Revised draft criteria were evaluated in the field by a group of experienced assessors to evaluate and gather empirical evidence as to the likely impact of the new criteria on the prevailing ratios of RWOs to SWOs. The trial found that: Application of the draft criteria could shift up to 30% of vehicles currently classified as RWO's to SWO's (i.e. parts or scrap only); With only slight modification the revised draft criteria could effectively remove all classes of damage considered to pose a structural repair risk from the RWO category; The principle of separately counting like areas of unconnected damage in determining whether a vehicle has the three areas of damage required to render it a SWO did not have any undue or disproportionate impacts on the vehicle classification process; and. The draft criteria were generally clear, unambiguous and therefore relatively simple to apply once familiar with them. Some refinements to the final criteria were, however, proposed to ensure their consistent application and have been included in the developed SWO criteria. The developed SWO criteria which is being used in Australia to characterise vehicle damage is presented within this paper. © 2012 SAE International. Source


Richardson S.,Delta V Experts | Moser A.,DSD Dr Steffan Datentechnik | Orton T.L.,Delta V Experts | Zou R.,Delta V Experts
SAE Technical Papers | Year: 2015

Current techniques that can be used to evaluate and analyse lateral impact speeds of vehicle crashes with poles/trees are based on measuring the deformation crush and using lateral crash stiffness data to estimate the impact speed. However, in some cases the stiffness data is based on broad object side impacts rather than pole impacts. Some have argued that broad object side impact tests can be used for analysing narrow object impacts; however previous authors have identified the fallacy of this premise. Publicly available side pole crash test data is evaluated in terms of crush depth impact speed and impact energy for six general vehicle types. A range of simulated pole impact tests at various speeds and impact angles were conducted using LS-Dyna and PC-Crash. Publicly available Finite Element Vehicle models of a 1996 Ford Taurus, a 1994 Chevrolet C2500 and a 1997 Geo Metro (Suzuki Swift) were used, providing relationships among impact speeds, crush depths and impact angles. Copyright © 2015 SAE International. Source

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