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In this article the multibody simulation software package MADYMO for analysing and optimizing occupant safety design was used to model crash tests for Normal Containment barriers in accordance with EN 1317. The verification process was carried out by simulating a TB31 and a TB32 crash test performed on vertical portable concrete barriers and by com...
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... As a result, numerical simulations are anticipated to become a standard practice for analyzing roadside safety solutions [31], [32], [33], [34]. Numerous studies in the literature successfully utilized LSDYNA finite element simulation software [35], [36], [37], [38], [39], [40], [41], [42], [43], [44], [45], [46], [47], [48], [49], [50], [51], [52], [53], demonstrating its reliability and effectiveness in dynamic crash analysis. In alignment with the existing literature, this study will employ the open-source LS-DYNA finite element software [54], [55]. ...
Shielding risky/vulnerable roadside zones in urban areas such as playgrounds, sidewalks, bus stations, oil/gas stations, and critical infrastructure facilities has been a significant endeavour by related authorities in recent decades due to the rapid increase of vehicular number and mobility. Bollard systems are regarded as one of the efficient countermeasures, especially for the risky/vulnerable zones that must be protected against vehicle crashes and terrorist attacks. There have been many standards to observe the performance of various vehicle security barriers (VSB) such as guardrails and bollards. However, there are no worldwide standards for the bollard systems specifically for protecting fuel station dispensers except the guides/instructions of various fuel companies. The aim of this study is to analyse various fuel stations in terms of their conformity to related standards and guides for protecting their dispensers from vehicular impacts and to offer a novel design considering the specific requirements of fuel stations. For this purpose, a total of 10 fuel stations (5 from Turkiye and 5 from Jordan) franchised by different companies will be selected. Field observations and measurements will be conducted to assess the conformity to the related standards or guides. LSDYNA software will be applied to simulate the adequacy against various vehicle impacts by employing the data provided from field study. The results of this study will be hoped to be used as an international guide and inspire international standards.
... Therefore, FE analyses have become an important tool to analyze roadside barriers with cost-effective solutions (Atahan and Cansiz 2005;Atahan 2006Atahan , 2010Atahan et al. 2014). In this regard, LS-DYNA finite element simulation software that is used primarily in dynamic crashworthiness analysis was effectively applied in many studies (Wright and Ray 1996;Eskandarian et al. 1997;Ray 1997;Plaxico et al. 1998;Uddin and Hackett 1999;Atahan 2002Atahan , 2006Tiso et al. 2002;Kirkpatrick et al. 2003;Bligh et al. 2004;Reid 2004;Whitworth et al. 2004;Wu and Thomson 2004;Griškevičius et al. 2007;Vesenjak et al. 2007;Tabacu and Pandrea 2008;Štych 2010;Ferdous et al. 2011;Amato et al. 2013;Borovinšek et al. 2013;Neuenhaus et al. 2013;Mirdamadi 2014;Mojdeh 2015;Teng et al. 2016;Yin et al. 2016;Soltani et al. 2017;Wu 2000, 2020;Baranowski and Damaziak 2021;Apak et al. 2022) and also will be applied in this study. Pendulum crash tests have also been conducted widely in the literature to verify and validate the virtual simulation tests (Gatchell and Michie 1974;Bank and Gentry 2001;Frp et al. 2001;Atahan et al. 2002;Mitchell et al. 2006;Atahan and Sevim 2008;Faller et al. 2009;Marzougui 2009;Ucar and Cengiz 2012;Kuilen 2019;Luo et al. 2020). ...
Researchers have recently focused on new and original roadside barriers that prioritize aesthetic, and environmental concerns by employing natural materials. In this study, the safety performance (Acceleration Severity Index (ASI), Theorical Head Impact Velocity (THIV)), structural performance (Working Width (W), Exit Angle (α)), and failure analysis (visual deformation) of a newly developed Renewable Hybrid Barrier (RHB) system at different timber thicknesses were tried to be determined by pendulum crash test and Finite Element (FE) models. The FE models were calibrated and validated based on pendulum crash test results, and then the most suitable timber thickness in terms of safety and structural performance was determined via FE analyses. The results revealed that as the timber thickness decreased, the safety parameters, such as ASI and THIV, decreased, thus the barrier safety increased. However, it was observed that the deflection and deformations in the barrier increased as the timber thickness decreased. In this sense, the safest and the most structurally durable barrier was determined through conducting virtual optimization tests. Studies on diversification of the usage areas of natural/renewable materials should be increased in the future.
... Therefore, FE analyses have become an important tool to analyze roadside barriers with cost-effective solutions (Atahan and Cansiz 2005;Atahan 2006Atahan , 2010Atahan et al. 2014). In this regard, LS-DYNA finite element simulation software that is used primarily in dynamic crashworthiness analysis was effectively applied in many studies (Wright and Ray 1996;Eskandarian et al. 1997;Ray 1997;Plaxico et al. 1998;Uddin and Hackett 1999;Atahan 2002Atahan , 2006Tiso et al. 2002;Kirkpatrick et al. 2003;Bligh et al. 2004;Reid 2004;Whitworth et al. 2004;Wu and Thomson 2004;Griškevičius et al. 2007;Vesenjak et al. 2007;Tabacu and Pandrea 2008;Štych 2010;Ferdous et al. 2011;Amato et al. 2013;Borovinšek et al. 2013;Neuenhaus et al. 2013;Mirdamadi 2014;Mojdeh 2015;Teng et al. 2016;Yin et al. 2016;Soltani et al. 2017;Wu 2000, 2020;Baranowski and Damaziak 2021;Apak et al. 2022) and also will be applied in this study. Pendulum crash tests have also been conducted widely in the literature to verify and validate the virtual simulation tests (Gatchell and Michie 1974;Bank and Gentry 2001;Frp et al. 2001;Atahan et al. 2002;Mitchell et al. 2006;Atahan and Sevim 2008;Faller et al. 2009;Marzougui 2009;Ucar and Cengiz 2012;Kuilen 2019;Luo et al. 2020). ...
Researchers have recently focused on new and original roadside barriers that prioritize aesthetic, and environmental concerns by employing natural materials. In this study, the safety performance (Acceleration Severity Index (ASI), Theorical Head Impact Velocity (THIV)), structural performance (Working Width (W), Exit Angle (α)), and failure analysis (visual deformation) of a newly developed Renewable Hybrid Barrier (RHB) system at different timber thicknesses were tried to be determined by pendulum crash test and Finite Element (FE) models. The FE models were calibrated and validated based on pendulum crash test results, and then the most suitable timber thickness in terms of safety and structural performance was determined via FE analyses. The results revealed that as the timber thickness decreased, the safety parameters, such as ASI and THIV, decreased, thus the barrier safety increased. However, it was observed that the deflection and deformations in the barrier increased as the timber thickness decreased. In this sense, the safest and the most structurally durable barrier was determined through conducting virtual optimization tests. Studies on diversification of the usage areas of natural/renewable materials should be increased in the future.
... In the literature, there are various concrete barriers in type and dimensions [24,[55][56][57][58][59][60]. Concrete barrier details used in this study are depicted in Figure 10. ...
... The virtual tests have been applied successfully in many areas, especially for the crashworthiness evaluation process of roadside barriers, instead of real tests due to their time and cost efficiency in recent years [56,[72][73][74][75][76][77][78]. Since fullscale crash tests of roadside bollard systems are a very costly process, dynamic finite element (FE) analyses enable the performance of the design to be measured quickly, reliably and at lower costs than real tests [60,[79][80][81]. ...
Guardrails are passive safety elements used in roadside safety. They are commonly manufactured as steel and concrete. There are also guardrail systems in which wood and steel materials are used together. This study investigated the crashworthiness performance of a newly developed F-shape type renewable hybrid barrier (RHB) system consisting of wood, steel and sand components. Commonly used steel guardrail and F-shape type concrete barrier were used for performance comparison. For this, a pendulum impactor has been set up. The impact performances of the aforementioned guardrails in the pendulum assembly were determined, then tests were carried out by modelling the pendulum system in the LS-DYNA environment for full-size crash testing and calibration. Calibration and validation were performed by comparing the Finite Element (FE) results with the pendulum results. Then, to determine the crashworthiness and safety of RHBs and compare them with steel and concrete barriers, full-size finite element models were created in the TB11 test standard specified in the European roadside safety standard - EN1317. As a result of the analysis, while providing the comfort of a concrete barrier after impact, RHBs perform close to the steel barrier in terms of safety. This study will be the first step before the prospective full-scale crash analysis.
... The contact between hyper-ellipsoids of different orders has been validated in the context of pedestrian collision with sharp edges of older cars, with good agreement with experimental results in terms of whole body kinematics and head kinematics (Van Wijk et al., 1983). This approach has also been used for quantifying accelerations of a vehicle model in road side barrier collisions, with good agreements with tests (Amato et al., 2013). Our preliminary validation shows that the model can predict the fall of the e-scooter due to the contact between the wheel and second edge of the pothole. ...
E-scooters are the fastest growing mode of micro-mobility with important environmental benefits. However, there are serious concerns about injuries caused by e-scooter accidents. Falls due to poor road surface conditions are a common cause of injury in e-scooter riders, and head injuries are one of the most common and concerning injuries in e-scooter falls. However, the head-ground impact biomechanics in e-scooter falls and its relationship with e-scooter speed and design, road surface conditions and wearing helmets remain poorly understood. To address some of these key questions, we predicted the head-ground impact force and velocity of e-scooter riders in different falls caused by potholes. We used multi-body dynamics approach to model a commercially available e-scooter and simulate 180 falls using human body models. We modelled different pothole sizes to test whether the pothole width and depth influences the onset of falls and head-ground impact velocity and force. We also tested whether the e-scooter travelling speed has an influence on the head-ground impact velocity and force. The simulations were carried out with three human body models to ensure that the results of the study are inclusive of a wide range of rider sizes. For our 10 in. diameter e-scooter wheels, we found a sudden increase in the occurrence of falls when the pothole depth was increased from 3 cm (no falls) to 6 cm (41 falls out of 60 cases). When the falls occurred, we found a head-ground impact force of 13.2 ± 3.4kN, which is larger than skull fracture thresholds. The head-ground impact speed was 6.3 ± 1.4 m/s, which is the same as the impact speed prescribed in bicycle helmet standards. All e-scooter falls resulted in oblique head impacts, with an impact angle of 65 ± 10° (measured from the ground). Decreasing the e-scooter speed reduced the head impact speed. For instance, reducing the e-scooter speed from 30 km/h to 20 km/h led to a 14% reduction in the mean impact speed and 12% reduction in the mean impact force, as predicted by the models. The models also showed that the median male riders were sustaining higher head-ground impact force and speed compared with the small female and large male riders. The findings of this study can assist authorities and e-scooter hiring companies to take more informed actions about road surface conditions and speed limits. These results can also help define representative impact test conditions for assessing the performance of helmets used by e-scooter riders in order to reduce head and brain injuries in e-scooter falls.
... Sketch of the angled crash test and the equivalent spring-mass system,Amato et al. (2013b).Amato et al. (2013a) simulated vertical portable concrete barriers using the MADYMO finite element software. The model results contrasted with the experimental results. The differences in the acceleration results between two ways did not exceed 6%, and those for impact speed were approximately 21%. The error in results on the impact speed was excessive; oth ...
Concrete barriers prevent vehicles from entering the opposite lane and going off the road. An important factor in the design of concrete barriers is impact load, which a vehicle exerts upon collision with a concrete barrier. This study suggests that a height of 813 mm, a base width of 600 mm, and a top width of 240 mm are optimum dimensions for a concrete barrier. These dimensions ensure the stability of concrete barriers during vehicle collisions. An analytical and experimental model is used to analyze the concrete barrier design. The LS-DYNA software is utilized to create the analytical models because it can effectively simulate vehicle impact on concrete barriers. Field tests are conducted with a vehicle, whereas laboratory tests are conducted with machines that simulate collisions. Full-scale tests allow the actual simulation of vehicle collisions with concrete barriers. In the vehicle tests, a collision angle of 25°, collision speeds of 100 km per hour, and a vehicle weighing more than 2 t are considered in the reviewed studies. Laboratory tests are performed to test bridge concrete barriers in static condition. © 2015, Brazilian Association of Computational Mechanics. All rights reserved.
Shielding risky/vulnerable roadside zones in urban areas such as playgrounds, sidewalks, bus stations, oil/gas stations, and regulators of infrastructure facilities has been a significant focus point by engineers and local authorities in recent decades due to the boost of vehicular number and mobility. Bollard systems are regarded as one of the efficient countermeasures, especially for the zones that vehicles and pedestrians share. This paper discusses the performance of a steel bollard system by experimentally validated virtual crash tests following IWA 14-1 (Vehicle security barriers (VSB): Performance requirement, vehicle impact test method and performance rating), EN 1317 (Road Restraint Systems), and EN 16303 (Validation and verification process for virtual testing in crash testing against vehicle restraint system) standards. In this context, pendulum crash tests were performed, virtual pendulum crash tests were verified and modelled with the results of actual tests then full-scale virtual crashworthiness tests were conducted respectively. The penetration, Acceleration Severity Index (ASI), displacement, and deformation values of the bollard system were evaluated considering the relevant standards and the characteristics of urban traffic. Based on virtual test results with increased reliability, the bollard system has the capability to shield the roadside critical assets against M1 class 900 kg vehicles up to 50 km/h and M1 class 1500 kg vehicles up to 32 km/h.
The safety of risky roadside zones such as kids’ playgrounds, schools, bus stops, petrol stations, critical roadside facilities, and pavements are becoming a significant worldwide problem. This study focused on the roadside safety of critical above-ground assets of natural gas grids due to its consequences such as fire, blast, traffic interruptions, service downtime, and consumer displeasure during the repair process. In this regard, a novel modular shallow mounted bollard system was designed considering the disadvantages of conventional bollard systems in the literature and the demands/needs of related institutions. Numerical simulations were carried out to analyze the structural and safety performance capabilities of the originally designed bollard system following PAS 68:2013 standard. In addition, FE models were created and incorporated with the verified vehicle models to simulate dynamic behaviors. LS-DYNA software analyzed the FE models. As a result of the simulations, the newly developed fixed bollard design can safely stop vehicles that weigh 18,000 kg max., except for the 30,000 kg N3 class vehicle, up to 50 km/h. The results revealed that proposed bollard designs successfully met the standard requirements for the vehicle types and speed that represent general urban traffic characteristics. Thus, the new fixed bollard design will contribute to roadside safety in metropolitan areas by protecting critical hazardous roadside facilities. In the next stage, the newly designed barrier system should be optimized to lighten the system and reduce the costs.
This paper evaluates the potential of gabions as roadside safety barriers. Gabions have the capacity to blend into natural landscape, suggesting that they could be used as a safety barrier for low-volume road in scenic environments. In fact, gabions have already been used for this purpose in Nepal, but the impact response was not evaluated. This paper reports on numerical and experimental investigations performed on a new gabion barrier prototype. To assess the potential use as a roadside barrier, the optimal gabion unit size and mass were investigated using multibody analysis and four sets of 1:4 scaled crash tests were carried out to study the local vehicle–barrier interaction. The barrier prototype was then finalised and subjected to a TB31 crash test according to the European EN1317 standard for N1 safety barriers. The test resulted in a failure due to the rollover of the vehicle and tearing of the gabion mesh yielding a large working width. It was found that although the system potentially has the necessary mass to contain a vehicle, the barrier front face does not have the necessary stiffness and strength to contain the gabion stone filling and hence redirect the vehicle. In the EN1317 test, the gabion barrier acted as a ramp for the impacting vehicle, causing rollover.
