The RID2 biofidelic rear impact dummy: A pilot study using human subjects in low speed rear impact full scale crash tests

2007 ◽  
Vol 39 (2) ◽  
pp. 340-346 ◽  
Author(s):  
Arthur C. Croft ◽  
Mathieu M.G.M. Philippens
Keyword(s):  
Pilot Study ◽  
Human Subjects ◽  
Full Scale ◽  
Low Speed ◽  
Rear Impact ◽  
Crash Tests

Biotower Pilot Study Results for a Photographic and Specialty Paper Manufacturer

1992 ◽  
Vol 26 (9-11) ◽  
pp. 2109-2112
Author(s):  
J. G. Cleary ◽  
T. J. Boehm ◽  
R. J. Geary
Keyword(s):  
New York ◽  
Pilot Study ◽  
New York State ◽  
Cross Flow ◽  
Full Scale ◽  
Treatment System ◽  
Salmon River ◽  
Study Results ◽  
Comparable Performance ◽  
Pollutant Discharge

Schoeller Technical Papers, Inc. (Schoeller), which manufactures photographic and other specialty papers, is located in Pulaski, New York. The wastewater treatment system consists of a primary clarifier and two settling lagoons. Secondary treatment using a biotower was proposed to meet the new New York State Pollutant Discharge Elimination System (SPDES) discharge limits for BOD and TSS. The effluent from each basin is discharged directly to the Salmon River, at an approximate average flow of 1.6 million gallons/day (mgd). A biotower pilot study was performed to evaluate the suitability of a biotower treatment process for treating the total effluent from Schoeller's facility. The pilot study was used to select the media for the full-scale biotower and to confirm the design loading for the full-scale biotower, which proceeded in parallel with the pilot study due to the schedule constraints. Two pilot systems were operated to compare a conventional cross-flow and vertical media. Test data were collected to evaluate the performance of each pilot treatment system at a range of loading conditions and to develop the design loading information for the full-scale plant. The pilot units were operated for a period of 10 months. BOD concentrations to the pilot units averaged 58 mg/l with a peak of 210 mg/l. Approximately 80% of the BOD was soluble. BOD loadings averaged 21 lb BOD/day/1,000 cubic feet with a peak of 77 lb BOD/day/1,000 cubic feet. Both pilot units achieved excellent BOD removals exceeding 75%, with average effluent soluble BOD concentration less than 10 mg/l and average effluent TSS concentrations of 12 mg/l. The two media achieved comparable performance throughout most of the pilot study.

scholarly journals Is Acceleration a Valid Proxy for Injury Risk in Minimal Damage Traffic Crashes? A Comparative Review of Volunteer, ADL and Real-World Studies

2021 ◽  
Vol 18 (6) ◽  
pp. 2901
Author(s):  
Paul S. Nolet ◽  
Larry Nordhoff ◽  
Vicki L. Kristman ◽  
Arthur C. Croft ◽  
Maurice P. Zeegers ◽  
...  
Keyword(s):  
Real World ◽  
Injury Risk ◽  
Angular Acceleration ◽  
Traffic Crashes ◽  
Rear Impact ◽  
Comparative Review ◽  
Minimal Damage ◽  
Injury Causation ◽  
Crash Tests ◽  
Biomechanical Approach

Injury claims associated with minimal damage rear impact traffic crashes are often defended using a “biomechanical approach,” in which the occupant forces of the crash are compared to the forces of activities of daily living (ADLs), resulting in the conclusion that the risk of injury from the crash is the same as for ADLs. The purpose of the present investigation is to evaluate the scientific validity of the central operating premise of the biomechanical approach to injury causation; that occupant acceleration is a scientifically valid proxy for injury risk. Data were abstracted, pooled, and compared from three categories of published literature: (1) volunteer rear impact crash testing studies, (2) ADL studies, and (3) observational studies of real-world rear impacts. We compared the occupant accelerations of minimal or no damage (i.e., 3 to 11 kph speed change or “delta V”) rear impact crash tests to the accelerations described in 6 of the most commonly reported ADLs in the reviewed studies. As a final step, the injury risk observed in real world crashes was compared to the results of the pooled crash test and ADL analyses, controlling for delta V. The results of the analyses indicated that average peak linear and angular acceleration forces observed at the head during rear impact crash tests were typically at least several times greater than average forces observed during ADLs. In contrast, the injury risk of real-world minimal damage rear impact crashes was estimated to be at least 2000 times greater than for any ADL. The results of our analysis indicate that the principle underlying the biomechanical injury causation approach, that occupant acceleration is a proxy for injury risk, is scientifically invalid. The biomechanical approach to injury causation in minimal damage crashes invariably results in the vast underestimation of the actual risk of such crashes, and should be discontinued as it is a scientifically invalid practice.

Experiment of Polyester Wastewater Treatment by Aerobic Membrane Bioreactor and an Engineering Application

2012 ◽  
Vol 518-523 ◽  
pp. 2130-2137
Author(s):  
Si Hao Lv ◽  
Hui Chang ◽  
Zhi Hui Liang ◽  
Yan Yan Zeng ◽  
Hong Bo Fan
Keyword(s):  
Water Quality ◽  
Pilot Study ◽  
Membrane Bioreactor ◽  
Suspended Solids ◽  
Loading Rate ◽  
Engineering Application ◽  
Full Scale ◽  
Effluent Water ◽  
Small Influence ◽  
Volumetric Loading

A pilot study was carried out to evaluate the application of aerobic submerged MBR in treating polyester wastewater and a full scale system in which MBR was adopted as the key aspect was put forward to treat the polyester wastewater of Zhuhai Yuhua Polyester co., Ltd., China. The pilot study revealed that HRT could be affected by the influent COD, and a HRT larger than 36h was proposed for treating polyester wastewater by MBR. Volumetric loading rate and sludge loading rate ranged in 0.7-2.0 kgCOD/m3•d and 0.09~0.24 kgCOD/ kgMLSS•d respectively were of small influence on the COD removal. DO in the range of 2.5-4.0 mg/L seemed to be optimal for avoiding limitations due to oxygen concentration and creating an effective turbulence. The modified full scale system which includes anaerobic digesting tank and MBR followed by a stabilization pond was verified to be effective to treat the polyester wastewater in the latest two years. The results illustrated that the effluent water quality could meet the discharge limits of water pollutants (DB 44/26-2001) which was established in Guangdong, China. Observed sludge yield of the system fluctuated between 0.10-0.18 gMLSS/gCOD and averaged at 0.137 gMLSS/gCOD. The membrane permeate at around 10 L/m2h, TMP of less than 0.7bar, and total mixed liquor suspended solids (MLSS) between 6-7g/L were suitable to operate the MBR.

The Application of Non-Axisymmetric Endwall Contouring in a Single Stage, Rotating Turbine

2009 ◽  
Author(s):  
Glen Snedden ◽  
Dwain Dunn ◽  
Grant Ingram ◽  
David Gregory-Smith
Keyword(s):  
Fluid Dynamics ◽  
Computational Fluid Dynamics ◽  
Pressure Gradient ◽  
Full Scale ◽  
Secondary Flows ◽  
Tip Clearance ◽  
Detailed Understanding ◽  
Low Speed ◽  
Endwall Contouring ◽  
Probe Measurements

As turbine manufacturers strive to develop machines that are more efficient, one area of focus has been the control of secondary flows. To a large extent these methods have been developed through the use of computational fluid dynamics and detailed measurements in linear and annular cascades and proven in full scale engine tests. This study utilises 5-hole probe measurements in a low speed, model turbine in conjunction with computational fluid dynamics to gain a more detailed understanding of the influence of a generic endwall design on the structure of secondary flows within the rotor. This work is aimed at understanding the influence of such endwalls on the structure of secondary flows in the presence of inlet skew, unsteadiness and rotational forces. Results indicate a 0.4% improvement in rotor efficiency as a result of the application of the generic non-axisymmetric endwall contouring. CFD results indicate a clear weakening of the cross passage pressure gradient, but there are also indications that custom endwalls could further improve the gains. Evidence of the influence of endwall contouring on tip clearance flows is also presented.

A Sub-System Test Methodology for Simulating EEVC Side Impact

2000 ◽  
Author(s):  
Krishnakanth Aekbote ◽  
Srinivasan Sundararajan ◽  
Joseph A. Prater ◽  
Joe E. Abramczyk
Keyword(s):  
Full Scale ◽  
Test Method ◽  
Side Impact ◽  
Vehicle Body ◽  
Crash Test ◽  
Vehicle Performance ◽  
Test Methodology ◽  
Supporting Frame ◽  
The Impact ◽  
Crash Tests

Abstract A sled based test method for simulating full-scale EEVC (European) side impact crash test is described in this paper. Both the dummy (Eurosid-1) and vehicle structural responses were simulated, and validated with the full-scale crash tests. The effect of various structural configurations such as foam filled structures, material changes, rocker and b-pillar reinforcements, advanced door design concepts, on vehicle performance can be evaluated using this methodology at the early stages of design. In this approach, an actual EEVC honeycomb barrier and a vehicle body-in-white with doors were used. The under-hood components (engine, transmission, radiator, etc.), tires, and the front/rear suspensions were not included in the vehicle assembly, but they were replaced by lumped masses (by adding weight) in the front and rear of the vehicle, to maintain the overall vehicle weight. The vehicle was mounted on the sled by means of a supporting frame at the front/rear suspension attachments, and was allowed to translate in the impact direction only. At the start of the simulation, an instrumented Eurosid-1 dummy was seated inside the vehicle, while maintaining the same h-point location, chest angle, and door-to-dummy lateral distance, as in a full-scale crash test. The EEVC honeycomb barrier was mounted on another sled, and care was taken to ensure that weight, and the relative impact location to the vehicle, was maintained the same as in full-scale crash test. The Barrier impacted the stationary vehicle at an initial velocity of approx. 30 mph. The MDB and the vehicle were allowed to slide for about 20 inches from contact, before they were brought to rest. Accelerometers were mounted on the door inner sheet metal and b-pillar, rocker, seat cross-members, seats, and non-struck side rocker. The Barrier was instrumented with six load cells to monitor the impact force at different sections, and an accelerometer for deceleration measurement. The dummy, vehicle, and the Barrier responses showed good correlation when compared to full-scale crash tests. The test methodology was also used in assessing the performance/crashworthiness of various sub-system designs of the side structure (A-pillar, B-pillar, door, rocker, seat cross-members, etc.) of a passenger car. This paper concerns itself with the development and validation of the test methodology only, as the study of various side structure designs and evaluations are beyond the scope of this paper.

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