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= 1325.17 kg
Initial K.E =
2
67 . 16 17 . 1325
2
=184125.01
2
2
1
v m d F
avg
Where d is the bus impact we set as 1 metre,
d
v m
F
avg
2
2
1
1
01 . 184125
N 01 . 184125
Bus frontal impact on the rigid wall,
Rate of deceleration :-
d
v
a
2
2
where,
a = rate of deceleration
v = the velocity with point of impact foot =
s m 1
d = deceleration distance foot = 1m
41
) 1 ( 2
67 . 16
2
a
=138.94
2
s m
Time taken to impact on the speed.
g
s
t
2
81 . 9
1 2
s 45 . 0
By using Kinetic Energy Equivalent speed,
KEES =
( )
1
]
1
,
_
+
,
_
,
_
3600
1000
3600
1000
1
81 . 9
5 . 0
30
IS IS P
VW IW
I
W
Energy
maximum damage
=
,
_
,
_
,
_
,
_
81 . 9 81 . 9
81 . 9 81 . 9
5 . 0
vehicle impact
vehicle impact
weight weight
speed
weight weight
Speed
(mpa) =
eight objectivew
Energy ge maimumdama 30
I
w
= Impact for weight
I
is
= Impact for impact speed
V
w
= Vehicle weight
P
is
= Post impact speed
42
Vehicle weight = 10 x 10
3
kg
Impact for weight = V
weight
x Velocity
=
3600
1000 72
10000
= 200000 kg-m/sec.
Impactor Impact speed
=
3600
2 1000 72
= 40 m/s.
Post Impact speed =
) ( 2
2
d
V
d = reverse foot of the vehicle assume (1m)
=
( ) 1 2
67 . 16
2
= 138.94 m/s
2
Energy
maximum damage
=
,
_
,
_
,
_
,
_
81 . 9 81 . 9
81 . 9 81 . 9
5 . 0
vehicle impact
vehicle impact
weight weight
speed
weight weight
43
,
_
,
_
,
_
81 . 9
10000
81 . 9
20000
2
81 . 9
10000
81 . 9
20000
5 . 0
= 1.33 m/s.
Speed of Impact =
,
_
eight Objectivew
imum Energy max
30
=
10000
33 . 1
30
= 0.0632 m/s
=
1000
3600
0632 . 0
= 0.22 kph.
KEES Calculation:
KEES =
( )
1
1
]
1
,
_
,
_
,
_
2 2
3600
1000
3600
1000
1
81 . 9
5 . 0
30
IS IS P
VW IW
I
W
= ( ) ( )( ) [ ]
2 2
2 10000 12000 4 12000
81 . 9
5 . 0
30 +
,
_
= 88000 98 . 293577
= 453.40 mm/sec.
44
Problem Solving
4.1 Introduction:
When solving this problem three different offset collisions are considered and
have to study these three different offset collisions with the behaviour of the
passenger bus structure. The distance between the two buses is taken as 20 mm.
Because of this very little distance between the buses the computational time will be
very less. The distance between them is same for all the three collisions. The figure
6.1 shows a top view of two buses which are in 50% offset position for the collision
and single bus running with a velocity of 60 km/h and figure 5.2 shows bus with rigid
wall in 50% offset position and is about the simulate the real collision and the bus is
running with same velocity. The figure 5.3 shows the bus to bus collision with 30%
offset position and one bus running with same velocity and the other is stationary with
fixed constraints.
45
Figure 5. 1: 50% offset bus to bus collision
.
Figure 5. 2: 50% offset bus to rigid wall collision
46
Figure 5. 3: 30% offset bus to bus collision
Results and Discussion
Simulation results of bus to rigid wall collision:
The simulation results of bus to rigid wall with 50% offset collision can be
observed in the below figure 4.1. These results are obtained from LS-POST (post-
processing tool of LS-DYNA). The behaviour of the bus structure with respect to time
is also observed.
47
Figure 4. 1: Post-processing results of bus to rigid wall 50% offset collision
Discussion on the graph plots of bus to rigid wall collision:
48
Figure 4. 2: Force vs. time plot of bus to rigid wall collision
The figure 4.2 shows the graph of force vs. time. As from the observation it
is noticed that there is peak force due to peak load at 30 milliseconds and the force at
this point is 6.14E6 kN and then it has fallen down immediately. This kind of
fluctuation is happened because of the bus chassis and also chassis supporter which
in between chassis and bumper. This supporter is in between the chassis
perpendicularly and attached to the bumper. The chassis is came in contact with the
rigid wall at 20 milliseconds and started bending at 30 milliseconds and after bending
started then immediately the force has fallen. Then at 90 milliseconds also it showed
short increase in force, this is because of the entire bus where it started turning
towards left side as only right side having a rigid wall. This force is started increasing
from 70 milliseconds only. After 90 milliseconds the force has dropped and then went
on. By this time the bus turned much. From the figure 7.3 it is observed that how the
kinetic energy is dropping and how the internal energy is increasing with respect to
time. As already said the chassis is started bending at 30 milliseconds, so the kinetic
energy is slightly increased at this point and then dropped down. This fluctuation is
happened because of the stiffness of the chassis and once the chassis started
bending then immediately the force as well as the kinetic energy is falling down.
49
Figure 4. 3: Energy plot vs. Time for bus to rigid wall collision
The kinetic energy started at 1.85 E+9 J and ended at 0.78 E+9 J. From the same
figure it is observed that the internal energy is increasing from 0 to 1.08 (E+9) N-mm.
The internal energy is proportional to the deceleration of the bus. If the deceleration
of the passenger bus becomes slower then the internal energy increases more in this
stipulated time. The deceleration will become slower when there is more energy
absorption in the bus structure.
Figure 4. 4: Velocity vs. Time
50
From the figure 4.4 it is observed that the velocity of the vehicle is very initially
and then decreased. The velocity starting with 14.65 E+3 mm/sec then at 20
milliseconds the velocity is falling very fast as because the bus chassis is touching at
this time only. This dropping of velocity can be observed till 35 milliseconds then as
already the bending started in chassis so the velocity is not decreasing abruptly. At
40 milliseconds the velocity is 9.43 E+3 mm/sec and at end of termination time the
velocity is 7.98 E+3 mm/sec. By this it is understood that the velocity is decreasing
very slowly after 40 milliseconds. As after 40 milliseconds only the bus body is
started moving slightly towards the left side.
Figure 4. 5 (a, b) : Deceleration vs. Time for bus to rigid wall collision
The above figure 4.5 is the deceleration vs. time graph of the bus to rigid wall
collision. The figure 4.5 (a) locates the nodes position on the bus i.e. these both
nodes are at the driver cabin, one is at the side structure and another is at the sitting
position of the driver. From the figure 4.5 (b) it is observed that exactly at 20
milliseconds the deceleration suddenly increases, that is due to the chassis hitting
the rigid wall and this can be observed from the figure 4.1 at different milliseconds.
After bending started in the chassis at 30 milliseconds then immediately the
deceleration decreases and after some fluctuations finally at termination the
deceleration becomes zero. The bending point starts after 20 milliseconds.
51
After the tests, numerical models and analytical calculus are developed. Both
processes presented here are fundamental for the full bus model. Detailed analytical
calculus and information on the finite element model (as the imperfections used to
start the buckling or the curve tension versus de- Formation of the material) can be
found in Reference [7]. In table 1, the results are shown and the efficiency of the
method is proved for this case. In fig. 2 the final configuration of the samples in the
tests and in the FEM model are shown, allowing to conclude that the same collapse
configurations for them are obtained.
52