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 9 Fig. 9, shows that the experimental acceleration signals greater than ± 10 were not collected since the accelerometers used had a measurement range of up to 10 , clipping bigger intensity values. As a result, the signals have a horizontal plateau in the 1 to ≈ 1.2 region. 1167

Fig. 9. Accelerations in x, y and z on the accelerometer sited in the pendulum

4. Concluding final remarks To decrease related expenses, a section of approximately 3m length was manufactured. The ECE R29 regulation is addressed in such a way that the section is tested. It is worth noting that there are presently no fully comprehensive criteria for tourism class buses. This test will be carried out in support of an adaption of the ECE R29 standard with the purpose of certifying large vehicles with separate cabins. The ECE R29 rule requires a pendulum with 55 kJ of kinetic energy and a mass more than 1500kg to strike the frontal area. As an outcome, in compliance with the ECE R29 criteria, an experimental mechanism was developed that would be in charge of striking the coach. The primary objective of the first iteration was to examine the preliminary section's behavior when subjected to the ECE R-29 regulation to propose a plan of action for successful section monitoring. A simple numerical analysis was performed in this initial step, allowing us to estimate the magnitude order of the deformations/stresses as well as designate the crucial locations to which we should undertake experimental monitoring. The investigation used strain gauges, accelerometers, and DIC to assess the structural response to a frontal collision. Some results, as well as an early assessment of the geometrical deformation versus FEM data, are presented in this work. A good agreement between the numerical and experimental results was obtained in the first design iteration, and it will be deeply examined in the future. This document presents the acquired strain data for the many strain gauge locations, and the great degree of likeness of findings validates the FEA results. The DIC displacement findings can be evaluated as well. The accelerations are also shown, but because the accelerometer measurement limit is on the order of 10g, the complete test period data cannot be evaluated. Other accelerometers might be used in future trials. According to the regulation, after completing the test, the dummy's accommodation demonstrated that the mannequin would not come into touch with non-resilient components. However, the perceived accelerations and displacements seen during the crash would be harmful to the driver. As a result, it is possible to infer that this coach construction, in its current configuration, does not meet the essential standards given by the R29 standard regulation. Acknowledgements This work was developed in the scope of the project CRASH - Refª POCI-01-0247-FEDER-039711, funded by "Programa Operacional Competitividade e Internacionalização". References ABRAMOWICZ, W. 2003. Thin-walled structures as impact energy absorbers. Thin-Walled Structures, 41 , 91-107. CAFISO, S., DI GRAZIANO, A. & PAPPALARDO, G. 2013. Road safety issues for bus transport management. Accid Anal Prev, 60 , 324-33. CERIT, M. E., GULER , M.A., BAYRAM, B. AND YOLUM, U. 2010. “Improvement of the energy Absorption Capacity of an Intercity Coach for Frontal Crash Accidents”. 11th International LS-DYNA Users Conference. Detroit. 1315-1324. . COMMISSION, E. 2020. Facts and figures pedestrians. european road safety observatory. Brussels, European Commission, Directorate General