scholarly journals Strategy for Alternative Occupant Volume Testing

2009 ◽  
Author(s):  
Michael Carolan ◽  
Michelle Priante Muhlanger
Keyword(s):  
Evaluation Method ◽  
Permanent Deformation ◽  
Test Procedure ◽  
Compression Tests ◽  
Load Path ◽  
Passenger Cars ◽  
Static Compression ◽  
Static Test ◽  
Alternative Means ◽  
Alternative Test

This paper describes plans for a series of quasi-static compression tests of rail passenger equipment. These tests are designed to evaluate the strength of the occupant volume under static loading conditions. The research plan includes a detailed examination of the behavior of conventional equipment during the 800,000-pound buff strength test. The research will also include a demonstration of an alternative static test that is designed to load and test the occupant volume at a location other than the buff lugs. The alternative test will demonstrate a testing and evaluation method for the occupant volume strength of passenger rail cars that accounts for the collision load path through the occupant volume. Per current Federal Railroad Administration (FRA) regulations, all passenger cars must support an 800,000-pound static load applied to the car’s line of draft without undergoing permanent deformation. However, more operators are looking to introduce equipment built to foreign standards. Many international manufacturers are implementing alternative designs that make use of crash energy management design features, articulated truck designs that span two cars, and low floor designs. These changes in the form and function of the designs require alternative means of applying a compressive load to assess occupant volume strength. FRA has reviewed several proposed alternatively designed equipment under requests for waivers for specific corridors of operation. Because the number of requests has increased significantly, FRA is trying to establish reasonable alternative means for assessing adequate and equivalent occupant volume strength to conventional equipment. This paper proposes an alternative static test procedure that will provide a means of evaluating a similar level of occupant volume integrity and passenger protection during a collision. The test will allow for greater design variation for newer rail cars and cars built to foreign standards. For the alternative test, the load may be introduced through the available structure at the floor level and at the roof level. These loading locations will enable the load to be applied directly into key longitudinal members in the load path of collision loads through the occupant volume. Finite element models are used before testing to determine appropriate alternative load levels and locations. The test article is a modified Budd Pioneer car. No significant modifications are planned for the longitudinal members of the car, or for the occupant volume.

scholarly journals Update on Alternative Occupant Volume Testing

2010 ◽  
Author(s):  
Michael Carolan ◽  
Michelle Priante Muhlanger
Keyword(s):  
Finite Element ◽  
Structural Integrity ◽  
The Body ◽  
Original Structure ◽  
Test Results ◽  
Compression Tests ◽  
Load Path ◽  
Test Procedures ◽  
Loading Test ◽  
Static Compression

This paper describes the conduct of the first of a series of quasi-static compression tests of rail passenger equipment being done to examine occupant volume strength. Specifically, this program is investigating methods of evaluating occupant volume integrity when loads are placed along the collision load path of the occupant volume. Budd Pioneer car 244 has been chosen as the test article to examine alternative occupant volume loading strategies. Since this car has been involved in several impact tests as part of a previous research program, it is important to verify the structural integrity of the vehicle before conducting an alternative loading test. Although the vehicle has been modified with crash energy management crush zones at both ends, the occupant volume between the body bolsters is unmodified from the original structure. The 800,000-pound compressive strength test will be used to ensure the structural integrity of the car is intact. Before the conduct of this test, repairs were made to the crush zone. These repairs included replacement of trigger elements in the form of shear bolts and shear rivets. Additionally, energy absorbing elements were removed from the pushback coupler and primary energy absorbers because they would not contribute to the load path of this test. Steel blocks were added to the sliding sill element, enabling it to contact the fixed sill and enhancing the load-bearing capacity of the sliding-fixed sill connection. Preliminary results of this test include an overall description of the test procedures, discussion of permanent deformation observed during the test, and presentation of finite-element simulation results. Detailed analysis of test results, including strain gage data, is ongoing. The test results are being compared with the finite-element model results in support of the next tests planned for this series. The next two tests will evaluate the carbody when it is loaded along its collision load path to establish the elastic limit and crippling strength.

Cab Conceptual Design for the Equipment System Used for Passenger Car Ergonomic Design and Evaluation

2012 ◽  
Vol 215-216 ◽  
pp. 399-406
Author(s):  
Xiao Ming Du ◽  
Jin Dong Ren ◽  
Yong Qing Liu ◽  
Zhong Xian Chen ◽  
Shi Hai Li ◽  
...  
Keyword(s):  
Product Development ◽  
Cycle Time ◽  
Evaluation Method ◽  
Target Population ◽  
Steering Wheel ◽  
Passenger Cars ◽  
Passenger Car ◽  
Packaging Design ◽  
Development Cycle ◽  
Equipment System

Ergonomics is an important validation content in vehicle product development. The traditional evaluation method of ergonomics adopts physical mockups or prototypes, which is very costly, and is inconvenient to modify, and usually cause prolonged development cycle-time. In this paper, in conjunction with enterprise’s requirements, an ergonomic validation equipment system, which has adjustable main parts, was developed. Firstly, requirements were analyzed, and target model cars ranges were determined, and ergonomic contents which can be validated using this equipment were clarified. The packaging characteristic of the passenger car was analyzed, and the reference fiducial marks system used for packaging design were determined. Based on the requirement of occupant accommodation, anthropometries of target population were statistically analyzed. By using revised SAE J1517 H-Point curves models, the drivers’ seating space was designed, as well as the requirement of the driver seat track travel. Based on the analysis of packaging data of passenger cars, and considering the possible changes, controls such as steering wheel, pedals, sticks, etc., were packaged.

Evaluation of Belleville Springs and Damping Through Static Cyclic Loading “Hysteresis” for pVARD Optimization: Part-I

2021 ◽  
Author(s):  
Abdelsalam Abugharara ◽  
Stephen Butt
Keyword(s):  
Data Analysis ◽  
Cyclic Loading ◽  
Dynamic Compression ◽  
Range Data ◽  
Compression Tests ◽  
Rotary Drilling ◽  
Static Compression ◽  
Drilling Performance ◽  
Wide Range ◽  
Compression Hysteresis

Abstract One unconventional application that researchers have been investigating for enhancing drilling performance, has been implemented through improving and stabilizing the most effective downhole drilling parameters including (i) increasing downhole dynamic weight on bit (DDWOB), (ii) stabilizing revolution per minutes (rpm), (iii) minimizing destructive downhole vibrations, among many others. As one portion of a three-part-research that consists of a comprehensive data analysis and evaluation of a static compression hysteresis, dynamic compression hysteresis, and corresponding drilling tests, this research investigates through static cyclic loading “Hysteresis” of individual and combined springs and damping the functionality of the passive Vibration Assisted Rotary Drilling (pVARD) tool that could be utilized towards enhancing the drilling performance. Tests are conducted on the two main pVARD tool sections that include (i) Belleville springs, which represent the elasticity portion and (ii) the damping section, which represents the viscous portion. Firstly, tests were conducted through static cyclic loading “Hysteresis” of (i) a mono elastic, (ii) a mono viscus, and (iii) dual elastic-viscus cyclic loading scenarios for the purpose of further examining pVARD functionality. For performing static compression tests, a calibrated geomechanics loading frame was utilized, and various spring stacking of different durometer damping were tested to seek a wide-range data and to provide a multi-angle analysis. Results involved analyzing loading and displacement relationships of individual and combined springs and damping are presented with detailed report of data analysis, discussion, and conclusions.

Influence of strain rate, temperature and fatigue on the radial compression behaviour of Norway spruce

Holzforschung ◽  
2017 ◽  
Vol 71 (6) ◽  
pp. 505-514 ◽  
Author(s):  
Carolina Moilanen ◽  
Tomas Björkqvist ◽  
Markus Ovaska ◽  
Juha Koivisto ◽  
Amandine Miksic ◽  
...  
Keyword(s):  
Strain Rate ◽  
Linear Model ◽  
Norway Spruce ◽  
Material Model ◽  
Radial Compression ◽  
Compression Tests ◽  
Static Compression ◽  
Rate Dependent ◽  
Compression Model ◽  
Wood Compression

Abstract A dynamic elastoplastic compression model of Norway spruce for virtual computer optimization of mechanical pulping processes was developed. The empirical wood behaviour was fitted to a Voigt-Kelvin material model, which is based on quasi static compression and high strain rate compression tests (QSCT and HSRT, respectively) of wood at room temperature and at high temperature (80–100°C). The effect of wood fatigue was also included in the model. Wood compression stress-strain curves have an initial linear elastic region, a plateau region and a densification region. The latter was not reached in the HSRT. Earlywood (EW) and latewood (LW) contributions were considered separately. In the radial direction, the wood structure is layered and can well be modelled by serially loaded layers. The EW model was a two part linear model and the LW was modelled by a linear model, both with a strain rate dependent term. The model corresponds well to the measured values and this is the first compression model for EW and LW that is based on experiments under conditions close to those used in mechanical pulping.

scholarly journals A reduced order computational model of a semi-active variable-stiffness foot prosthesis

2020 ◽  
Author(s):  
Michael McGeehan ◽  
Peter Adamczyk ◽  
Kieran Nichols ◽  
Michael Hahn
Keyword(s):  
Body Weight ◽  
Center Of Pressure ◽  
Reaction Force ◽  
Variable Stiffness ◽  
Performance Standard ◽  
Design Parameters ◽  
Compression Tests ◽  
Static Compression ◽  
Lumped Parameter ◽  
Contact Models

INTRODUCTION: Passive energy storage and return (ESR) feet are the current performance standard in lower limb prostheses. A recently developed semi-active variable-stiffness foot (VSF) prosthesis balances the simplicity of a passive ESR device with the adaptability of a powered design. The purpose of this study was to model and simulate the ESR properties of the VSF prosthesis. METHODS: The ESR properties of the VSF were modeled as a lumped parameter overhung beam. The overhung length is variable, allowing the model to exhibit variable ESR stiffness. Foot-ground contact was modeled using sphere-to-plane contact models. Contact parameters were optimized to represent the geometry and dynamics of the VSF and its foam base. Static compression tests and gait were simulated. Simulation outcomes were compared to corresponding experimental data. RESULTS: Stiffness of the model matched that of the physical VSF (R2: 0.98, RMSE: 1.37 N/mm). Model-predicted resultant ground reaction force (GRFR) matched well under optimized parameter conditions (R2: 0.98, RMSE: 5.3% body weight,) and unoptimized parameter conditions (R2: 0.90, mean RMSE: 13% body weight). Anterior-posterior center of pressure matched well with R2 > 0.94 and RMSE < 9.5% foot length in all conditions. CONCLUSIONS: The ESR properties of the VSF were accurately simulated under benchtop testing and dynamic gait conditions. These methods may be useful for predicting GRFR arising from gait with novel prostheses. Such data are useful to optimize prosthesis design parameters on a user-specific basis.

Reliability Evaluation and Study of Static and Dynamic Load Tests of Long Span Continuous Bridge with Variable Section

2011 ◽  
Vol 374-377 ◽  
pp. 2411-2420
Author(s):  
Sui Tan ◽  
Zhi Wu Yu ◽  
Hua Shuai Zhang
Keyword(s):  
Evaluation Method ◽  
Concrete Strength ◽  
Dynamic Test ◽  
Reliability Evaluation ◽  
Scientific Basis ◽  
Static Test ◽  
Long Span ◽  
Variable Section ◽  
Load Tests ◽  
Relationship Of

The reliability evaluation for the bridge in service can provide a scientific basis for decision-making in bridge repair and reinforcement. A comprehensive method for reliability evaluation was introduced in this paper based on a long span continuous bridge with variable section evaluation. Appearance survey of the bridge, concrete strength and carbonization test, static test and dynamic test would be done as well as the finite element simulation model to determine the properties of the bridge for reliability evaluation. The relationship of the natural frequency stiffness evaluation method and the effective coefficient method would be established in this paper based on the test results. Based on the static and dynamic test, we classify the bridge as class 3 while the bending stiffness is good, the dynamic rigidity is a little weak, and the damping coefficient a little larger.

Numerical analysis of mechanical properties of 3D printed aluminium components with variable core infill values

2020 ◽  
Vol 1 (103) ◽  
pp. 16-24
Author(s):  
P. Baras ◽  
J. Sawicki
Keyword(s):  
Numerical Analysis ◽  
Mechanical Strength ◽  
Reference Model ◽  
Reaction Force ◽  
Solid Material ◽  
Solid Core ◽  
Compression Tests ◽  
Element Analysis ◽  
Static Compression ◽  
3D Printed

Purpose: The purpose of this paper is to present numerical modelling results for 3D-printed aluminium components with different variable core infill values. Information published in this paper will guide engineers when designing the components with core infill regions. Design/methodology/approach: During this study 3 different core types (Gyroid, Schwarz P and Schwarz D) and different combinations of their parameters were examined numerically, using FEM by means of the software ANSYS Workbench 2019 R2. Influence of core type as well as its parameters on 3D printed components strength was studied. The “best” core type with the “best” combination of parameters was chosen. Findings: Results obtained from the numerical static compression tests distinctly showed that component strength is highly influenced by the type infill choice selected. Specifically, infill parameters and the coefficient (force reaction/volumetric percentage solid material) were investigated. Resulting total reaction force and percentage of solid material in the component were compared to the fully solid reference model. Research limitations/implications: Based on the Finite Element Analysis carried out in this work, it was found that results highlighted the optimal infill condition defined as the lowest amount of material theoretically used, whilst assuring sufficient mechanical strength. The best results were obtained by Schwarz D core type samples. Practical implications: In the case of the aviation or automotive industry, very high strength of manufactured elements along with a simultaneous reduction of their wight is extremely important. As the viability of additively manufactured parts continues to increase, traditionally manufactured components are continually being replaced with 3D-printed components. The parts produced by additive manufacturing do not have the solid core, they are rather filled with specific geometrical patterns. The reason of such operation is to save the material and, in this way, also weight. Originality/value: The conducted numerical analysis allowed to determine the most favourable parameters for optimal core infill configurations for aluminium 3D printed parts, taking into account the lowest amount of material theoretically used, whilst assuring sufficient mechanical strength.

Experimental investigation of the quasi-static and impact tests on the energy absorption characteristics of coupler rubber buffers used in railway vehicles

2018 ◽  
Vol 233 (9) ◽  
pp. 937-950 ◽  
Author(s):  
Shuguang Yao ◽  
Zhixiang Li ◽  
Wen Ma ◽  
Ping Xu ◽  
Quanwei Che
Keyword(s):  
Energy Absorption ◽  
Impact Velocity ◽  
High Speed ◽  
Compression Tests ◽  
Static Compression ◽  
Static Tests ◽  
Impact Tests ◽  
High Speed Trains ◽  
The Impact ◽  
Absorption Characteristics

Coupler rubber buffers are widely used in high-speed trains, to dissipate the impact energy between vehicles. The rubber buffer consists of two groups of rubbers, which are pre-compressed and then installed into the frame body. This paper specifically focuses on the energy absorption characteristics of the rubber buffers. Firstly, quasi-static compression tests were carried out for one and three pairs of rubber sheets, and the relationship between the energy absorption responses, i.e. Eabn  =  n ×  Eab1, Edissn =  n ×  Ediss1, and Ean =  Ea1, was obtained. Next, a series of quasi-static tests were performed for one pair of rubber sheet to investigate the energy absorption performance with different compression ratios of the rubber buffers. Then, impact tests with five impact velocities were conducted, and the coupler knuckle was destroyed when the impact velocity was 10.807 km/h. The results of the impact tests showed that with the increase of the impact velocity, the Eab, Ediss, and Ea of the rear buffer increased significantly, but the three responses of the front buffer did not increase much. Finally, the results of the impact tests and quasi-static tests were contrastively analyzed, which showed that with the increase of the stroke, the values of Eab, Ediss, and Ea increased. However, the increasing rates of the impact tests were higher than that of the quasi-static tests. The maximum value of Ea was 68.76% in the impact tests, which was relatively a high value for the vehicle coupler buffer. The energy capacity of the rear buffer for dynamic loading was determined as 22.98 kJ.

Biomechanics of a novel reversibly expandable dynamic craniotomy bone flap fixation plate

2020 ◽  
Vol 132 (2) ◽  
pp. 560-567 ◽  
Author(s):  
Rohit Khanna ◽  
Lisa Ferrara ◽  
Sohit Khanna
Keyword(s):  
Peak Load ◽  
Bone Flap ◽  
Intracranial Volume ◽  
Compression Tests ◽  
Static Compression ◽  
Low Profile ◽  
Flap Fixation ◽  
Tension Testing ◽  
Fixation Plate ◽  
Static Shear

OBJECTIVEBiomechanical evaluation of a novel expandable cranial fixation plate was assessed in cadavers. The dynamic craniotomy procedure uses low-profile reversibly expandable plates that allow cranial decompression by providing for intracranial volume expansion without removal of the bone flap. The plates allow reversible outward movement of the bone flap upon an increase in intracranial pressure (ICP) and also retract the bone flap and prevent it from sinking inside the cranium once the ICP normalizes.METHODSA comparative evaluation of the extent of ICP control with an increase in intracranial volume between various bone flap fixation techniques was undertaken along with testing of the expandable plate compliance. Static compression tests of the plates were performed to assess bone flap fixation and prevention of sinking. Quasi-static shear tension testing of the plates was undertaken to test the tolerance of the plates for expansion. Fatigue shear tension evaluation of the plates was undertaken to assess tolerance for repetitive expansion and contraction.RESULTSThe dynamic craniotomy provided superior control of ICP with an increase in intracranial volume compared to the hinged craniotomy and standard craniotomy techniques (p < 0.001). Static compression results revealed that the plates withstood bone flap sinkage with a mean peak load of 643.3 ± 26.1 N and a mean inward bone flap displacement of 1.92 ± 0.09 mm. Static shear tension results indicated that the plates could withstand a peak expansion of 71.6 mm. Dynamic shear tension testing of the plates with repetitive 15-mm outward expansion and retraction for a total of up to 500 cycles revealed no cracking and no failure points.CONCLUSIONSThe reversibly expandable plates provide for a low-profile bone flap fixation with rigid restriction of bone flap sinking and also enable cranial decompression with a high tolerance for repetitive expansion and contraction.

scholarly journals Viscoelastic Parameters of Asphalt Mixtures Identified in Static and Dynamic Tests

Materials ◽  
2019 ◽  
Vol 12 (13) ◽  
pp. 2084 ◽  
Author(s):  
Piotr Mackiewicz ◽  
Antoni Szydło
Keyword(s):  
Permanent Deformation ◽  
Asphalt Mixture ◽  
Dynamic Test ◽  
Asphalt Mixtures ◽  
Rheological Parameters ◽  
Dynamic Tests ◽  
Static Test ◽  
Viscoelastic Parameters ◽  
Static Creep ◽  
Asphalt Content

We present two methods used in the identification of viscoelastic parameters of asphalt mixtures used in pavements. The static creep test and the dynamic test, with a frequency of 10 Hz, were carried out based on the four-point bending beam (4BP). In the method identifying viscoelastic parameters for the Brugers’ model, we included the course of a creeping curve (for static creep) and fatigue hysteresis (for dynamic test). It was shown that these parameters depend significantly on the load time, method used, and temperature and asphalt content. A similar variation of parameters depending on temperature was found for the two tests, but different absolute values were obtained. Additionally, the share of viscous deformations in relation to total deformations is presented, on the basis of back calculations and finite element methods. We obtained a significant contribution of viscous deformations (about 93% for the static test and 25% for the dynamic test) for the temperature 25 °C. The received rheological parameters from both methods appeared to be sensitive to a change in asphalt content, which means that these methods can be used to design an optimal asphalt mixture composition—e.g., due to the permanent deformation of pavement. We also found that the parameters should be determined using the creep curve for the static analyses with persistent load, whereas in the case of the dynamic studies, the hysteresis is more appropriate. The 4BP static creep and dynamic tests are sufficient methods for determining the rheological parameters for materials designed for flexible pavements. In the 4BP dynamic test, we determined relationships between damping and viscosity coefficients, showing material variability depending on the test temperature.

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