Front Impact Simulation of Urban Bus

Rivera-Hernández, Mijail A.; Ramírez-Juárez, Octavio; Cuautle-Estrada, Alejandro; Cantor-Mexquititla, Victor M.; Torres-SanMiguel, Christopher R.

doi:10.1007/978-3-030-97925-6_2

Cited by 3 publications

(1 citation statement)

References 19 publications

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“…It also entails structurally optimizing the geometries involved in order to allow for more energy absorption and, as a result, ensure the passengers vitality (Prabhaharan et al, 2022;Qu et al, 2022;Supian et al, 2022). On the other hand, there is a large diversity of research on structural mechanical behavior when there is a frontal accident, for the most diverse transportation modes (Ionut Alexandru et al, 2022;Kim et al, 2022;Rivera-Hern andez et al, 2022). In this regard, there is a gap in the study of frontal accidents involving tourist buses, as well as the use of methodologies that are not entirely dynamic for this purpose.…”

Section: Introductionmentioning

confidence: 99%

Evaluation of a coach door under a frontal impact

Lopes

Barros

Melo

et al. 2022

IJSI

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PurposeThe vehicle´s body front pillar should absorb most of the striker kinetic energy, while only a fraction of that is absorbed by the door structure. This study aims to discuss the aforementioned issue. In this test the striker is a virtual entity. Six uniaxial strain gauges are installed throughout the door. Additionally, contactless 3D digital image correlation (DIC) allows to assess the major door panel’s continuous deformation and strain fields.Design/methodology/approachA coach is a large and heavy long-distance passenger transport vehicle. Their structural certification, classifies coaches as M3 Class III vehicles. New coach structures’ designs need analyses of each sub-system for critical pre-validation of the entire structure, aiming driver and passenger carrier safety. Also, a thorough examination due to increased travel speed is needed.FindingsExperimental pseudo-dynamic (PSD) results were compared and validated using finite element method (FEM) with two pieces of distinct FEM software (Abaqus® and PamCrash®). The time dependent solution was carried out by explicit techniques. Results by FEM and PSD test showed good agreement, evidencing the reliability of the tools selected. Results by PamCrash® were closer to the experimental data.Practical implicationsR-29 is truck-only regulation, however can be adapted to coaches in case of a frontal collision. The present work focuses on the impact behavior of the passenger front door subsystem.Originality/valueAs a first validation the entire structure, the behavior of a vehicle door, under in-plane impacts was studied. The corresponding deformation energy absorbed by the frontal passenger coach door under virtual impacts of a swinging striker was assessed using a PSD approach.

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Section: Introductionmentioning

confidence: 99%

Evaluation of a coach door under a frontal impact

Lopes

Barros

Melo

et al. 2022

IJSI

View full text Add to dashboard Cite

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Designer's Perspective on Applying Mechanisms for Biomechanics Solutions: Unlocking the Future of Healthcare

Torres-SanMiguel

2023

Mechanisms and Machine Science

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Validation of Frontal Crashworthiness Simulation for Low-Entry Type Bus Body According to UNECE R29 Requirements

Holenko,

Dykha,

Koda

et al. 2024

Applied Sciences

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Frontal crash tests are an essential element in assessing vehicle safety. They simulate a collision that occurs when the front of the bus hits another vehicle or an obstacle. In recent years, much attention has been paid to the frontal crash testing of city buses, especially after a series of accidents resulting in deaths and injuries. Unlike car manufacturers, most bus bodybuilders do not include deformation zones in their designs. The next two regulations are widely used to assess whether a structure can withstand impact loading: UNECE Regulation No. 29—United Nations Economic Commission for Europe (UNECE R29) and the New Car Assessment Program (NCAP), which is more typical of car crash tests. The main goal of the research is to develop an applicable methodology for a frontal impact simulation on a city bus, considering UNECE R29 requirements for the passenger’s safety and distinctive features of the low-entry body layout. Among the contributions to current knowledge are such research results as: unlike suburban and intercity buses, city buses are characterized by lower stiffness in the event of a frontal collision, and therefore, when developing new models, it is necessary to lay deformation zones (currently absent from most city buses). Maximum deformation values in the bus front part are reached earlier for R29 (137 ms) than for most impacts tested by NCAP (170–230 ms) but have higher values: 577 mm vs. 150–250 mm for the sills tested. Such a short shock absorption time and high deformations indicate a significantly lighter front part of a low-entry and low-floor bus compared with classic layouts. Furthermore, it is unjustified to use the R29 boundary conditions of trucks to attach the bus with chains behind its frontal axe both in natural tests and appropriate finite element simulation—the scheme of fixing the city bus should be accordingly adapted and normatively revised.

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Front Impact Simulation of Urban Bus

Cited by 3 publications

References 19 publications

Evaluation of a coach door under a frontal impact

Evaluation of a coach door under a frontal impact

Designer's Perspective on Applying Mechanisms for Biomechanics Solutions: Unlocking the Future of Healthcare

Validation of Frontal Crashworthiness Simulation for Low-Entry Type Bus Body According to UNECE R29 Requirements

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