Locomotive Crashworthiness Testing at the Transportation Technology Center

2002 ◽  
Author(s):  
Barrie V. Brickle ◽  
Gunars Spons
Keyword(s):  
Full Scale ◽  
Technology Center ◽  
Impact Tests

This paper describes a series of full-scale impact tests to be conducted at the Federal Railroad Administration’s Transportation Technology Center (TTC), Pueblo, Colorado. The tests will be performed to investigate locomotive crashworthiness.

Locomotive Crashworthiness Testing at the Transportation Technology Center

2003 ◽  
Author(s):  
Russell Walker ◽  
Gunars Spons
Keyword(s):  
Impact Test ◽  
Full Scale ◽  
Steel Coil ◽  
Technology Center ◽  
Third Phase ◽  
Wholly Owned Subsidiary ◽  
Steel Coils ◽  
Grade Crossing ◽  
Side Collision ◽  
The Right

Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), has conducted three full-scale locomotive crashworthiness tests on behalf of the Federal Railroad Administration (FRA) at the FRA’s Transportation Technology Center (TTC), Pueblo Colorado. This paper describes the second and third Phase I tests. The previous test involved a locomotive striking a standing string of hopper cars. The second full-scale locomotive impact test was performed September 10, 2002. The test involved one SD-45 locomotive, modified to meet AAR Specification S-580, and three trailing loaded hopper cars impacting a stationary log truck at a grade crossing at 50.4 mph. A third full-scale impact test, conducted December 18, 2002, involved a locomotive impacting a highway truck loaded with two steel coils on a grade crossing at approximately 58 mph. The rearmost steel coil was aligned with the right side collision post of the locomotive. An anthropomorphic test device (ATD, or test dummy) was placed seated on the floor in the nose of the locomotive, facing rearward with its back against the interior door.

Comparison of Methodologies for Finite Element Model Validation of Railroad Tank Car Side Impact Tests

2020 ◽  
Author(s):  
Shaun Eshraghi ◽  
Michael Carolan ◽  
Benjamin Perlman ◽  
Francisco González
Keyword(s):  
Finite Element ◽  
Model Validation ◽  
Full Scale ◽  
Impact Testing ◽  
Material Behavior ◽  
Side Impact ◽  
Impact Tests ◽  
Dynamic Impacts ◽  
Simulation Results ◽  
National Cooperative

Abstract The U.S. Department of Transportation’s Federal Railroad Administration (FRA) has sponsored a series of full-scale dynamic shell impact tests on railroad tank cars. For each shell impact test a pre-test finite element (FE) model is created to predict the overall force-time or force-displacement histories of the impactor, puncture/non-puncture outcomes of the impacted tank shell, global motions of the tank car, internal pressures within the tank, and the energy absorbed by the tank during the impact. While qualitative comparisons (e.g. the shapes of the indentation) and quantitative comparisons (e.g. peak impact forces) have been made between tests and simulations, there are currently no standards or guidelines on how to compare the simulation results with the test results, or what measurable level of agreement would be an acceptable demonstration of model validation. It is desirable that a framework for model validation, including well-defined criteria for comparison, be developed or adopted if FE analysis is to be used without companion full-scale shell impact testing for future tank car development. One of the challenges to developing model validation criteria and procedures for tank car shell puncture is the number of complex behaviors encountered in this problem, and the variety of approaches that could be used in simulating these behaviors. The FE models used to simulate tank car shell impacts include several complex behaviors, which increase the level of uncertainty in simulation results, including dynamic impacts, non-linear steel material behavior, two-phase (water and air) fluid-structure interaction, and contact between rigid and deformable bodies. Approaches to model validation employed in other areas of transportation where validation procedures have been documented are applied to railroad tank car dynamic shell impact FE simulation results. This work compares and contrasts two model validation programs: Roadside Safety Verification and Validation Program (RSVVP) and Correlation and Analysis Plus (CORA). RSVVP and CORA are used to apply validation metrics and ratings specified by the National Cooperative Highway Research Program Project 22-24 (NCHRP 22-24) and ISO/TS 18571:2014 respectively. The validation methods are applied to recently-completed shell impact tests on two different types of railroad tank cars sponsored by the FRA. Additionally, this paper includes discussion on model validation difficulties unique to dynamic impacts involving puncture.

3413 Behaviors of Occupant Seated in Child Restraint Systems in Various Full-Scale Vehicle Side Impact Tests

2012 ◽  
Vol 2012.21 (0) ◽  
pp. 169-172
Author(s):  
Daisuke Yamaguchi ◽  
Yoshinori Tanaka ◽  
Naruyuki Hosokawa ◽  
Yasuhiro Matsui ◽  
Koji Mizuno ◽  
...  
Keyword(s):  
Full Scale ◽  
Side Impact ◽  
Impact Tests ◽  
Child Restraint

scholarly journals Validation of Puncture Simulations of Railroad Tank Cars Using Full-Scale Impact Test Data

2018 ◽  
Author(s):  
Michael Carolan ◽  
Benjamin Perlman ◽  
Francisco González
Keyword(s):  
Model Validation ◽  
Transportation Systems ◽  
Full Scale ◽  
Impact Testing ◽  
Material Behavior ◽  
Fe Model ◽  
Impact Tests ◽  
Validation Criteria ◽  
Simulation Results ◽  
The Impact

The U.S. Department of Transportation’s Federal Railroad Administration (FRA) has sponsored a series of full-scale dynamic shell impact tests to railroad tank cars. Currently, there are no required finite element (FE) model validation criteria or procedures in the field of railroad tank car puncture testing and simulation. Within the shell impact testing program sponsored by FRA, comparisons made between test measurements and simulation results have included the overall force-time or force-indentation histories, the puncture/non-puncture outcomes, the rigid body motions of the tank car, the internal pressures within the lading, and the energy absorbed by the tank during the impact. While qualitative comparisons (e.g. the shapes of the indentation) and quantitative comparisons (e.g. peak impact forces) have been made between tests and simulations, there are currently no requirements or guidelines on which specific behaviors should be compared, or what measurable level of agreement would be acceptable demonstration of model validation. It is desirable that a framework for model validation, including well-defined criteria for comparison, be developed or adopted if simulation is to be used without companion shell impact testing for future tank car development. One of the challenges to developing model validation criteria and procedures for tank car shell puncture is the number of complex behaviors encountered in this problem, and the variety of approaches that could be used in simulating these behaviors. The FE models used to simulate tank car shell impacts include several complex behaviors, each of which can introduce uncertainty into the overall response of the model. These behaviors include dynamic impacts, non-linear steel material behavior, including ductile tearing, two-phase (water and air) fluid-structure interaction, and contact between rigid and deformable bodies. Several candidate qualitative and quantitative comparisons of test measurements and simulations results are discussed in this paper. They are applied to two recently-completed shell impact tests of railroad tank cars sponsored by FRA. For each test, companion FE simulation was performed by the Volpe National Transportation Systems Center. The process of FE model development, including material characterization, is discussed in detail for each FE model. For each test, the test objectives, procedures, and key instrumentation are summarized. For each set of test and simulations, several corresponding results are compared between the test measurements and the simulation results. Additionally, this paper includes discussion of approaches to model validation employed in other industries or areas of transportation where similar modeling aspects have been encountered.

Full-scale impact tests on pipelines

2006 ◽  
Vol 32 (8) ◽  
pp. 1267-1283 ◽  
Author(s):  
Andrew Palmer ◽  
Martin Touhey ◽  
Si Holder ◽  
Murray Anderson ◽  
Stephen Booth
Keyword(s):  
Full Scale ◽  
Impact Tests

scholarly journals Rail Car Impact Tests With Steel Coil: Collision Dynamics

Joint Rail ◽  
2003 ◽  
Author(s):  
Karina Jacobson ◽  
David Tyrell ◽  
Benjamin Perlman
Keyword(s):  
Three Dimensional ◽  
Full Scale ◽  
Dynamic Responses ◽  
Lumped Parameter Model ◽  
Collision Dynamics ◽  
Dynamics Model ◽  
Steel Coil ◽  
Impact Tests ◽  
Lumped Parameter ◽  
Grade Crossing

Two full-scale oblique grade-crossing impact tests were conducted in June 2002 to compare the crashworthiness performance of alternative corner post designs on rail passenger cab cars. On June 4, 2002 a cab car fitted with an end structure built to pre-1999 requirements impacted a steel coil at approximately 14 mph. Following, on June 7, 2002 a cab car fitted with an end structure built to current requirements underwent the same test. Each car was equipped with strain gauges, string potentiometers and accelerometers to measure the deformation of specific structural elements, and the longitudinal, lateral and vertical displacements of the car body. The gross motions of the cars and steel coil, the force/crush behavior of the end structures, and the deformation of major elements in the end structures were measured during the tests. During the first test, the car fitted with the 1990’s design end structure acquired more than 20 inches of longitudinal deformation causing failure at the corner post and resulting in the loss of operator survival space. During the second test, the corner post on the car fitted with the State-of-the-Art design deformed longitudinally by about 8 inches, causing no failure and consequently preserving the survivable operator volume. In both cases, the steel coil was thrown to the side of the train after impacting the end structure. Prior to the tests, the crush behaviors of the cars and their dynamic responses were simulated with car crush and collision dynamics models. The car crush model was used to determine the force/crush characteristics of the corner posts, as well as their modes of deformation. The collision dynamics model was used to predict the extent of crush of the corner posts as functions of impact velocity, as well as the three-dimensional accelerations, velocities, and displacements of the cars and coil. Both models were used in determining the instrumentation and its locations. This paper describes the collision dynamics model and compares predictions for the gross motions of the cars and coils made with this model with measurements from the tests. A companion paper describes the car crush model and compares predictions made of car crush with measurements from the test. The collision dynamics was analyzed using a lumped-parameter model, with non-linear stiffness characteristics. The suspension of the car is included in the model in sufficient detail to predict derailment. The model takes the force/crush characteristic developed in the car crush analysis as input, and includes the lateral force that develops as the corner post is loaded longitudinally. The results from the full-scale grade-crossing impact tests largely agree with and confirm the preliminary results of the three-dimensional lumped parameter computer model of the collision dynamics. The predictions of the model for the three-dimensional accelerations, velocities, and displacements of the car and the coil are in very close agreement with the measurements made in the tests of both cars, up to the time of failure of the corner post. The cars remained on the track in both tests, as predicted with the model.

Detailed Impact Analyses for Development of the Next Generation Rail Tank Car: Part 1—Model Development and Assessment of Existing Tank Car Designs

2009 ◽  
Author(s):  
Steven W. Kirkpatrick
Keyword(s):  
Finite Element ◽  
Model Development ◽  
Element Model ◽  
Full Scale ◽  
Severe Accident ◽  
Puncture Resistance ◽  
Impact Tests ◽  
Current Design ◽  
Accident Conditions ◽  
High Level

Significant research has been conducted over the past few years to develop improved railroad tank cars that maintain tank integrity for more severe accident conditions than current equipment. The approach taken in performing this research is to define critical collision conditions, evaluate the behavior of current design equipment in these scenarios, and develop alternative strategies for increasing the puncture resistance. The evaluations are being performed with finite element models of the tank cars incorporating a high level of detail. Both laboratory scale and full-scale impact tests were performed to validate the modeling and ultimately compare the effectiveness of current and alternative equipment designs. This paper describes the development of the detailed finite element model of the tank car and the use of the model for impact and puncture analyses. The validation of the model using the results of the full-scale impact tests is presented. The subsequent application of the model to assess the puncture resistance of existing tank car designs is discussed.

Assessment of Guardrail-Strengthening Techniques

1996 ◽  
Vol 1528 (1) ◽  
pp. 69-77
Author(s):  
Barry T. Rosson ◽  
Mark G. Bierman ◽  
John R. Rohde
Keyword(s):  
Computer Simulation ◽  
Computer Simulations ◽  
Service Level ◽  
Full Scale ◽  
Impact Tests ◽  
Crash Testing ◽  
Test Conditions ◽  
Post Impact ◽  
Level 2

Guardrail-strengthening techniques were assessed by full-scale crash testing according to Service Level 2 conditions of NCHRP Report 230 and by BARRIER VII computer simulation. The Kansas Department of Transportation's standard W-beam with steel posts guardrail was strengthened by nesting the W-beam and by reducing the post spacing. Computer simulations with BARRIER VII were used to assess the various strengthening techniques for guardrails with standard and extended post lengths installed in clay and sand. The soil-post stiffness parameters used in the program were obtained by conducting 21 post impact tests with a 1388-kg bogie striking a post at 33 km/hr. The guardrails constructed with W6 × 8.5 steel posts and 15.2 × 20.3-cm timber posts behaved similarly under all test conditions. The density of the clay has a profound effect on the lateral dynamic deflections. Nesting the W-beam to strengthen the guardrail provides very little benefit, whereas reducing the post spacing by half provides the greatest benefit.

scholarly journals Full Scale Tank Car Coupler Impact Tests

2003 ◽  
Author(s):  
Matthew L. Lyons ◽  
William T. Riddell ◽  
Kevin D. Koch
Keyword(s):  
Load Transfer ◽  
Response Spectrum ◽  
Full Scale ◽  
Impact Tests ◽  
Load Transfer Mechanism ◽  
Time Relationship ◽  
Power Spectral ◽  
Single Location ◽  
Draft Gear ◽  
Full Scale Tests

Full scale tests were performed to investigate various aspects of tank car behavior during coupler impacts. A tank car was equipped with 37 accelerometers and an instrumented coupler. Two series of full scale coupler impact tests, comprising 26 impacts, are discussed. In the first series, the tank car was empty. In the second series, the tank car was full. A range of impact speeds was investigated. Accelerometer response and coupler force were measured for each test. Aspects of the tank car response to coupler impacts can be determined by studying the coupler force versus time relationship, Shock Response Spectrum (SRS), and Power Spectral Density (PSD) analyses of accelerations measured on the tank car body. The dominant draft gear load transfer mechanism can be determined from the coupler force vs. time relationship. Accelerations were measured at many locations on the tank car. However, based on preliminary analyses, a single location near the manway was chosen for detailed study. SRS results of accelerations at this location show good correlation with the peak coupler force, although different relationships were observed when the car was empty than when it was full. PSD analyses of empty tank cars have peaks at different frequencies than PSD analyses of full tank cars, so a PSD analysis could be used to determine whether a car is empty or full. Therefore, the combination of SRS and PSD results suggests the possibility of estimating peak coupler forces resulting from yard impacts based on SRS and PSD analyses of accelerations measured at a single location on a tank car.

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