Review of severe deformation recommended practice through analyses comparison of two cab car end frame designs

Martinez, Eloy; Tyrell, David; Zolock, John

doi:10.1109/rrcon.2005.186062

Cited by 2 publications

(1 citation statement)

References 3 publications

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“…3 applied longitudinally on the corner post at 18 inches above the top of the end sill, a 100,000-lbf load applied transversally on the corner post at 18 inches above the top of the end sill, a load up to the elastic limit of the collision post applied longitudinally at a distance 30 inches above the end sill, and an ultimate load case applied 30 inches above the end sill. The first three loads were elastic in nature and the last load case was designed to evaluate the large deformation collapse response of the collision post [10]. The M7 designs provide improved crashworthiness protection for the operator in a collision where the superstructure, not the draft sill or side sills, is loaded.…”

Section: Previous Testsmentioning

confidence: 99%

Dynamic and Quasi-Static Grade Crossing Collision Tests

̈hlanger

Llana

Tyrell

2009

2009 Joint Rail Conference

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To support the development of a proposed rule [1], a fullscale dynamic test and two full-scale quasi-static tests have been performed on the posts of a state-of-the-art (SOA) end frame. These tests were designed to evaluate the dynamic and quasi-static methods for demonstrating energy absorption of the collision and corner posts. The tests focused on the collision and corner posts individually because of their critical positions in protecting the operator and passengers in a collision where only the superstructure, not the underframe, is loaded. There are many examples of collisions where only the superstructure is loaded.For the dynamic test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid striking surface in the shape of a coil mounted on the leading end that concentrated the impact load on the collision post. During the dynamic test the collision post deformed approximately 7.5 inches, and absorbed approximately 137,000 ft-lbs of energy. The SOA collision post was successful in preserving space for the operators and the passengers.For the quasi-static test of the collision post, the collision post was loaded in the same location and with the same fixture as the dynamic test. The post absorbed approximately 110,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. For the quasi-static test of the corner post, the post was loaded at the same height as the collision post, with the same fixture. The corner post absorbed 136,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation.The series of tests was designed to compare the dynamic and quasi-static methods for measuring collision energy absorption during structural deformation as a measure of crashworthiness. When properly implemented, either a dynamic or quasi-static test can demonstrate the crashworthiness of an end frame. INTRODUCTIONThree tests were designed to demonstrate test methods and to measure the crashworthiness of the Federal Railroad Administration (FRA) prototype end frame design. The prototype design, referred to as the state-of-the-art (SOA) design, has enhanced loading capabilities. A proposed rule allows for either quasi-static or dynamic evaluation scenarios for the two major end frame components: the collision and corner posts. By requiring energy absorption capabilities for new end frames, the rule aims to improve survivability for operators and passengers at higher collision speeds. This paper covers work done to support a proposed rule: a dynamic test of a collision post, a quasi-static test of a collision post, and a quasi-static test of a corner post. The work is used both to support the development of the rule and to assist the government and industry in building and evaluating structures built to the standards of the proposed rule.

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Section: Previous Testsmentioning

confidence: 99%