PSI - Issue 42

Rogério Lopes et al. / Procedia Structural Integrity 42 (2022) 1159–1168 Rogério F. F. Lopes et al./ Structural Integrity Procedia 00 (2019) 000 – 000

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Fig. 5. a) 2D view of the FE mesh of the complete coach structure, from the passenger side and b) 3D view of the FE model in PamCrash

3. Analysis and results This chapter describe the findings of a highly focused structural monitoring technique in the chassis of the coach section. The displacements obtained using Digital Image Correlation (DIC) will be assessed first. A direct comparison will be made between the deformed geometry when the impactor achieves zero velocity and the geometry predicted by FEM. It is intended to provide the deformation findings obtained in the locations where the strain gauges were installed, as well as the impactor accelerations. Some strain gauge results will be reported in this study, and it was feasible to demonstrate that, that based on the deformation data, FEM data and experimental findings are in excellent agreement. The results using DIC may be seen below. Fig. 6 depicts the distribution of the displacement field over axis, whereas Fig. 7 depicts the displacement field over . It should be noted that the axis will be aligned to the section length, and the axis will be aligned over the coach section height. These displacement values are related to the instant when the impactor reaches = 0 / . As a result, the coach section retreated roughly 42 from its highest value, with a minor, practically unnoticeable region shifting in the positive direction by 0.2 . In terms of the field, it shifted roughly 22.2 in the positive direction and 9.6 in the negative direction.

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Fig. 6. a) Contour of displacement xx for v=0m/s of the impactor using DIC, in mm and b) Contour of displacement xx for v=0m/s of the impactor using FEM, in mm