The response of masonry parapets to accidental vehicle impact

This paper investigates the deploying time (or response time) of an active hood lift system (AHLS) of a passenger vehicle activated by gunpowder actuator. In this work, this is accomplished by changing principal design parameters of the latch part mechanism of the hood system. After briefly introducing the working principle of the AHLS operated by the gunpowder actuator, the governing equations of the AHLS are formulated for each different deploying motion. Subsequently, using the governing equations, the response time for deploying the hold lift system is determined by changing several geometric distances such as the distance from the rotational center of the pop-up guide to the point of the latch in the axial and vertical directions. Then, a comparison is made of the total response time to completely deploy the hood lift system with the existing conventional AHLS and proposed AHLS. In addition, the workable driving speed of the proposed AHLS is compared with the conventional one by changing the powder volume of the actuator.

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Ultimate capacity of barrier–deck anchorage in MTQ TL-5 barrier reinforced with headed-end, high-modulus, sand-coated GFRP bars

Canadian Journal of Civil Engineering ◽

10.1139/cjce-2017-0002 ◽

2018 ◽

Vol 45 (4) ◽

pp. 263-278 ◽

Cited By ~ 2

Author(s):

Michael Rostami ◽

Khaled Sennah ◽

Hamdy M. Afefy

Keyword(s):

Highway Bridges ◽

Experimental Program ◽

Embedment Depth ◽

Reinforced Polymer ◽

Vehicle Impact ◽

Glass Fibre Reinforced Polymer ◽

Fibre Reinforced Polymer ◽

Glass Fibre Reinforced ◽

Experimental Findings ◽

Deck Slab

This paper presents an experimental program to justify the barrier design at the barrier–deck junction when compared to the factored applied transverse vehicular loading specified in the Canadian Highway Bridge Design Code (CHBDC). Compared to the dimensioning and the glass fibre reinforced polymer (GFRP) bar detailing of a recently crash-tested GFRP-reinforced barrier, the adopted barrier configurations in this paper were similar to those specified by Ministry of Transportation of Québec (MTQ) for TL-5 barrier except that the base of the barrier was 40 mm narrower and the deck slab is of 200 mm thickness, leading to reduction in the GFRP embedment depth into the deck slab. Four full-scale TL-5 barrier specimens were tested to collapse. Correlation between the experimental findings and the factored applied moments from CHBDC equivalent vehicle impact forces resulting from the finite-element modelling of the barrier–deck system was conducted followed by recommendations for use of the proposed design in highway bridges in Québec.

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Injury biomechanics-based nondeterministic optimization of front-end structures for safety in pedestrian–vehicle impact

Thin-Walled Structures ◽

10.1016/j.tws.2021.108087 ◽

2021 ◽

Vol 167 ◽

pp. 108087

Author(s):

Fei Lei ◽

Xiaojiang Lv ◽

Jianguang Fang ◽

Tong Pang ◽

Qing Li ◽

...

Keyword(s):

Injury Biomechanics ◽

Front End ◽

Vehicle Impact

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FINITE ELEMENT MODELLING AND SIMULATION OF VEHICLE IMPACT ON STEEL SAFETY BARRIERS

Acta Polytechnica ◽

10.14311/ap.2016.56.0455 ◽

2016 ◽

Vol 56 (6) ◽

pp. 455-461

Author(s):

Raissa Likhonina

Keyword(s):

Finite Element ◽

Finite Element Modelling ◽

Geometrical Model ◽

Crash Test ◽

Element Modelling ◽

Impact Forces ◽

Safety Barriers ◽

Vehicle Impact ◽

Fea Simulation ◽

Integral Energy

This paper deals with a FEA simulation of the vehicle crash with steel safety barriers in ANSYS LS-DYNA® 15.0. Two types of safety barriers are used: JSNH4/H2 and JSAM-2/H2. A geometrical model of the barrier in the Modeler ANSYS® Workbench™ 15.0 was created and after that it was transformed into LS-DYNA® 15.0 to complete the crash test simulation. After computation in solver ANSYS LS-DYNA® 15.0 the results of the simulation such as impact forces, a body displacement and an integral energy were analyzed.

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