Collision Safety Improvements for Light Rail Vehicles Operating in Shared Right of Way Street Environments

2009 ◽  
Author(s):  
Robert T. Bocchieri ◽  
Steven W. Kirkpatrick ◽  
Claudia Navarro-Northrup ◽  
Robert A. MacNeill ◽  
Brian D. Peterson ◽  
...  
Keyword(s):  
Simulation Modeling ◽  
Light Rail ◽  
Vehicle Collisions ◽  
Rail Vehicles ◽  
Front End ◽  
Collision Safety ◽  
Recent Developments ◽  
Energy Absorbers ◽  
American Society ◽  
Energy Absorbing

The majority of fatalities that occur from light rail vehicle (LRV) operations are occupants of automobiles that are struck by the LRVs. Recent developments of crashworthiness standards for LRVs by the American Society of Mechanical Engineers (ASME) Rail Transit Vehicle Standards Committee included consideration of a wide variety of crash scenarios including collisions between LRVs and street running automobiles. The requirements included in the standard are primarily to create an enclosed front end geometry where the struck vehicle will not be entrapped or overridden. A smooth enclosed front end profile is a primary requirement for improving the compatibility of LRVs colliding with automobiles. More recently, a study has been initiated by the Federal Transit Administration (FTA) to develop LRV front end features that further improve the crash compatibility with automobiles. The approach depends on results from computer simulation modeling of vehicle collisions across a wide variety of LRV bumper designs, some with and some without energy absorbers. Results of the study and the design of the energy absorbing bumper system are presented.

Recent Developments in Light Rail Systems

1992 ◽  
Vol 206 (1) ◽  
pp. 47-65 ◽  
Author(s):  
D K Ware ◽  
R N H Jones
Keyword(s):  
Control Systems ◽  
Light Rail ◽  
Stage Of Development ◽  
Rail Vehicles ◽  
Rail Systems ◽  
The World ◽  
Recent Developments ◽  
Recent Trends ◽  
Different Characteristics ◽  
And Control

The 1980s saw a resurgence of interest in light rail systems throughout the world and particularly in Great Britain, where they had almost disappeared. Properly planned and executed they can effectively cater for a significant segment of city transport, using nonproprietary technology which is non-polluting and which can make use of a variety of energy sources. This paper outlines some recent trends in the technology of light rail vehicles and control systems, and goes on to describe four new systems of different characteristics or stage of development.

Phoenix Light Rail Vehicle Front End Design Review With Crash Energy Management Bumper

2010 ◽  
Author(s):  
Brian P. Donohue
Keyword(s):  
Energy Management ◽  
Light Rail ◽  
The Public ◽  
Rail Vehicles ◽  
Front End ◽  
Traffic Intersections ◽  
Modern System ◽  
Final Design ◽  
Street Traffic ◽  
New Generation

December 27, 2008 marked the grand opening of METRO Light Rail transit service linking the cities of Phoenix, Tempe and Mesa, Arizona. In Phoenix, this event harkened back to an era with similar streetcar service that ceased operations in 1948. After a 55 year absence, final design of the modern system commenced in 2003, and the acute need to address safety concerns with a new generation of valley residents began. This 20.4 mile (32.6 km) system contains 28 stations, runs on reserved rights of way, >95% in city streets, and contains over 149 street traffic intersections, highway ramps and slip-ramps. In an effort to lessen injuries and damage to the public, train crew and light rail equipment, the Agency’s consultant recommended several key changes to the typical North American light rail system design. Included was an unprecedented change to the front end of the light rail vehicles with an industry first, crash energy management (CEM) bumper. This report discusses the design and functionality of the Phoenix LRV front end and bumper from concept through revenue service.

PIAE EUROPE 2021

2021 ◽  
Keyword(s):  
Surface Defects ◽  
Structural Element ◽  
New Man ◽  
Front End ◽  
Class 1 ◽  
Front End Module ◽  
Plastic Components ◽  
Energy Absorbing ◽  
Development And Validation ◽  
Plastic Front

Contents Structural components/Strukturbauteile Development of an energy-absorbing structural element made of polyamide integrated in the plastic front-end carrier of the new Mercedes S-Class ..... 1 Entwicklung eines energieabsorbierenden Strukturelements aus Polyamid integriert im Kunststoff-Frontendträger der neuen Mercedes S-Klasse ..... 5 BAGS: Highly-integrated front-end module carrier ..... 9 BAGS: Hochintegrierter Front End Modulträger ..... 19 Surfaces/Oberflächen Lightweight plastic construction with visible surface as examplified by the Volkswagen ID 3 tailgate ..... 29 Kunststoffleichtbau mit Sichtoberfläche am Beispiel der Heckklappe Volkswagen ID3 ..... 39 Breakthrough in producing soft and sustainable interior surfaces by injection moulding of TPE ..... 49 Simulation The all-new MAN high-roof cab – epoxy sandwich RTM – simulated using FEM and crashed under real conditions ..... 61 Epoxid-Sandwich-RTM – FEM gerechnet und real gecrasht ..... 75 Development and validation of a simulation methodology for the prediction of surface defects for plastic components with metallic effect pig...

scholarly journals Reversed-torsion-type crush energy absorption structure and its inexpensive partial-heating torsion manufacturing method based on origami engineering

2021 ◽  
pp. 1-31
Author(s):  
Xilu Zhao ◽  
Chenghai Kong ◽  
Yang Yang ◽  
Ichiro Hagiwara
Keyword(s):  
Energy Absorption ◽  
Peak Load ◽  
Point Of View ◽  
Building Structures ◽  
Manufacturing Method ◽  
Partial Heating ◽  
Vehicle Structure ◽  
Energy Absorbers ◽  
Energy Absorbing ◽  
Origami Engineering

Abstract Current vehicle energy absorbers face two problems during a collision in that there is only a 70% collapse in length and there is a high initial peak load. These problems arise because the presently used energy-absorbing column is primitive from the point of view of origami. We developed a column called the Reversed Spiral Origami Structure (RSO), which solves the above two problems. However, in the case of existing technology of the RSO, the molding cost of hydroforming is too expensive for application to a real vehicle structure. We therefore conceive a new structure, named the Reversed Torsion Origami Structure (RTO), which has excellent energy absorption in simulation. We can thus develop a manufacturing system for the RTO cheaply. Excellent results are obtained in a physical experiment. The RTO can replace conventional energy absorbers and is expected to be widely used in not only automobile structures but also building structures.

Crashworthiness Performance of Space Frame Aluminum Structure in NCAP’s 35 MPH Full Frontal

1999 ◽  
Author(s):  
Mohamed Ridha Baccouche ◽  
Hikmat F. Mahmood ◽  
Arkalgud K. Shivakumar ◽  
Saad A. Jawad
Keyword(s):  
Finite Element ◽  
Rigid Body ◽  
Mass Model ◽  
Space Frame ◽  
Nonlinear Beam ◽  
Rigid Body Dynamic ◽  
Sled Test ◽  
Front End ◽  
Vehicle Component ◽  
Energy Absorbing

Abstract The quest for lighter crash energy absorbing automotive structures has increased the use, parallel with other materials, of the 5xxx sheet and 6xxx extruded aluminum structures. These aluminum structures, when properly designed and joined, are able to demonstrate a very high crash energy absorbing capability. This paper summarizes the CAE and development work performed in the design of the front end structure of a four door C-class space frame aluminum vehicle. Component and system CAE modeling of the front end were conducted under NCAP’s 35 mph full frontal impact using rigid body dynamic, nonlinear beam finite element and stability codes. Component loads versus crash distances and system deceleration versus time responses were computed. A 3D spring mass model was built for the front end structure using the rigid body and finite element code MADYMO. Spring characteristics for each component, derived from test data and component CAE models, were input into the MADYMO model. The deceleration-time response generated by the MADYMO model was used as input for the sled testing. The effects of four parameters were studied and discussed in this paper. These parameters are the steering column angle, IP, Pyro Buckle Pretensioner and airbag vent size. Dummy HIC; chest deceleration; neck shear, tension, compression, flexion and extension; femur load, pelvis acceleration and displacement; retractor load; shoulder belt load; lap belt load and other injury numbers, measured from sled test, are summarized and discussed in this paper.

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