Impact Performance Evaluation of a Crash Cushion Design Using Finite Element Simulation and Full-Scale Crash Testing

Buyuk, Murat; Atahan, Ali Osman; Kurucuoğlu, Kenan

doi:10.3390/safety4040048

Cited by 12 publications

(4 citation statements)

References 4 publications

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“…In the study conducted by Yilmaz et al [11], the motorcyclist protection barrier system was optimized, as a result safer and more economical sections were obtained. Moreover, such as, improving crash cushion systems that provide road safety [12], ASI value of cable barrier for different speeds [13], determining the danger levels of obstacles such as traffic lights, trees, lighting poles, rocks, ditches, etc. that threaten roadside safety [14], and comparing the ASI-THIV values and AIS-HIC values [15][16] [17], these studies were carried out with the help of real crash tests and FE analyses.…”

Section: Figure 1 -(A) Concrete Barriers (Rigid) (B) Steel Guardrails...mentioning

confidence: 99%

Finite Element Analysis and Investigation of Critical Impact Point of Steel Guardrails Affecting Safety and Structural Performance

Özcanan

2023

Turkish Journal of Civil Engineering

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After the guardrails are designed, the structural adequacy and safety criteria are determined by the relevant standards and full-scale crash tests. One of the widely used standards is European Norm 1317 (EN1317). Guardrail systems generally consist of rails and posts. The guardrails are more rigid around the posts, which are mounted on the ground or embedded in soil at certain intervals. Therefore, it is important for driver/passenger and roadside safety to determine the most critical point in terms of structural and safety performance and design according to the most unfavorable situation. With this motivation, in this study, the effect of different impact points on the structural and safety performance of the H1W4 guardrail was investigated by finite element (FE) analysis. For this purpose, first of all, the finite element models of the H1W4-A system were calibrated and validated with real crash test data. Then, with the help of the validated models, analyses were completed for different impact points as 0.5, 1.0, 1.5 and 2.0 meters with a half-meter difference for the standard 2-meter post spacing. In the light of the measured safety parameters such as Acceleration Severity Index (ASI), Theoretical Head Impact Velocity (THIV) and structural performance criteria such as working width (W) and exit angle (α), the critical impact point for the guardrail was determined. Contrary to what is generally known, crashing vehicles into flexible points (0.5 and 1.0 m) rather than impacting rigid points (1.5 and 2.0 m) creates a more negative situation in crash tests.

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Section: Figure 1 -(A) Concrete Barriers (Rigid) (B) Steel Guardrails...mentioning

confidence: 99%

Finite Element Analysis and Investigation of Critical Impact Point of Steel Guardrails Affecting Safety and Structural Performance

Özcanan

2023

Turkish Journal of Civil Engineering

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“…In addition, innovative devices are tested that are partly built of plastics [ 70 , 71 ]. As well as barriers, numerical analyses are also used to study other road-safety devices, including terminals and crash cushions [ 72 , 73 , 74 , 75 , 76 , 77 ]. New technologies and research tools help to verify the effectiveness of the available devices [ 78 , 79 , 80 , 81 , 82 ] and confirm the effectiveness of road restraint systems [ 83 ].…”

Section: Introductionmentioning

confidence: 99%

Assessing Roadside Hybrid Energy Absorbers Using the Example of SafeEnd

et al. 2022

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A combination of crash cushion and end-terminal, hybrid energy absorbing devices have been in use worldwide for a few years already. They include SafeEnd, a system Poland has recently introduced. Some road authorities have raised concerns as regards the operating conditions of the devices and how they work together with safety barriers. The objective of this research is to clarify the concerns and answer the following questions: (1) Can SafeEnd devices be used as hybrid devices and combine the roles of end-terminal and crash cushion placed before an obstacle? (2) What should be the rules for installing crash cushions at diverging roads and at the start of an off-ramp? The article presents characteristics of SafeEnd devices, defines the doubts raised by road safety auditors, discusses the results of field and numerical tests of the devices and explains the design principles for interchange ramps where crash cushions are required. The study results have helped to answer the research questions: SafeEnd devices fulfil the role of end-terminal and crash cushion, it is possible to make them more visible and principles have been defined for how the devices should be used at road interchanges. Further research should help to define general principles of deploying road restraint systems such as crashworthy terminals, crash cushions or hybrid devices.

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“…Other than steel guardrails and concrete barriers mentioned above, there are studies related to roadside safety. Such as, improving crash cushion systems that provide road safety, 11 ASI value of cable barrier for different speeds, 12 determining the danger levels of obstacles such as traffic lights, trees, lighting poles, rocks, ditches, etc. that threaten roadside safety, 13 and comparing the ASI-THIV values and AIS-HIC values, [14][15][16] these studies were carried out with the help of real crash tests and FE analyzes.…”

Section: Introductionmentioning

confidence: 99%

Criteria inadequacy of the vehicles used for the calculation of safety parameters in the EN1317-TB11 test

Özcanan

Ozcan

2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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Road restraint systems-RRS are passive safety designs installed on roadsides to ensure the safety of errant vehicle passengers as well as pedestrians. The adequacy of these systems is assessed through full-scale vehicle crash testing for which evaluation criteria are determined by standards such as EN1317. Recently the same RRS is crash tested two times with two different 900 kg passenger cars and test results varied significantly. After a failed crash test instead of modifying the barrier test vehicle was replaced and the same test was repeated. It was surprising to see that the failed RRS this time satisfied the EN1317 evaluation criteria. Despite the use of the same mass vehicle in the crash tests, the different results obtained were a source of motivation for investigating the inadequacy of EN1317. In this study, the adequacy of the 900 kg vehicle criteria used in the determination of the safety parameters in the EN1317-TB11 test was investigated by creating validated finite element-FE models. After the FE analysis it was concluded that test vehicle properties, such as vehicle mass and velocity provided in EN1317 are deemed to be insufficient and more explicit vehicle selection parameters, given in the study, are needed to provide safer and more uniform crash testing results.

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Impact Performance Evaluation of a Crash Cushion Design Using Finite Element Simulation and Full-Scale Crash Testing

Cited by 12 publications

References 4 publications

Finite Element Analysis and Investigation of Critical Impact Point of Steel Guardrails Affecting Safety and Structural Performance

Finite Element Analysis and Investigation of Critical Impact Point of Steel Guardrails Affecting Safety and Structural Performance

Assessing Roadside Hybrid Energy Absorbers Using the Example of SafeEnd

Criteria inadequacy of the vehicles used for the calculation of safety parameters in the EN1317-TB11 test

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