Mobile Progressive Deformable Barrier and Mobile … · Mobile Progressive Deformable Barrier and...
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Bernd Lorenz
Mobile Progressive Deformable Barrier and Mobile Rigid Barrier Tests – MPDB and MRB
Bundesanstalt für Straßenwesen
IWG R94
Geneva, 09. Dec. 2008
FI-3-10
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• Background
• Tests
• Results
• Outcome
• Conclusions
Overview
Bernd Lorenz 2
• Conclusions
• Side effects
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HypothesisIntroduction of PDB will lead to lower self protection
level in the vehicle fleet
Why?PDB can absorb much more energy than current ODB
Background
Bernd Lorenz 3
ConsequencesCars with reduced/shortened front-end deformation
zone can fulfil the PDB test but not the current R94
ODB test
-> Shortened front-end reduces the energy absorption
capabilities which leads to higher intrusion levels in the
car
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“A “car” without front deformation zone (and less weight) can
fulfil the PDB test but not the R94-ODB test”
Test of hypothesis by performing 4 mobile barrier tests:
• Full-Width Movable PDB vs. PDB
• 60 km/h : 50 % Offset
• Full-Width Movable PDB vs. ODB
• 56 km/h : 40 % Offset
Bernd Lorenz 4
• Movable Rigid Barrier vs. PDB
• 60 km/h : 50 % Offset
• Movable Rigid Barrier vs. ODB
• 56 km/h : 40 % Offset
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• Mobile barrier (“car”)
• Front design: Rigid / PDB (“PDB looks like a car”)
• Mass:
• 1600 kg with PDB front
(Average of vehicle fleet structural database of VC-
Test Setup
Richard Damm 5
(Average of vehicle fleet structural database of VC-
Compat)
• 1450 kg without deformable element
• Width:
• 1750 mm (Average from VC-Compat database)
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Full-Width Movable PDB vs. PDB
EES = 42.4 km/h
amax = 27.4 g Fmax = 430 kN
Full-Width Movable PDB vs. ODB
EES = 44.5 km/h
amax = 22.4 g Fmax = 351 kN
Calculations (statically)
09. Dec. 2008Bernd Lorenz 6
smax = 415 mm sbarrier = 415 mm smax = 591 mm sbarrier = 512 mm
Movable Rigid Barrier vs. PDB
EES = 0 km/h
amax = 38.9 g Fmax = 572 kN
smax = 0 mm sbarrier = 609 mm
Movable Rigid Barrier vs. ODB
The MRB still has 55 % of its kinetic
energy (74 % of its velocity) when the
ODB bottoms out.
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Test 1 to 4
Troll. PDB - PDB
Troll. PDB - ODB
Bernd Lorenz 7
Troll. rigid - PDB
Troll. rigid - ODB
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Test 3, rigid-PDB Test 4, rigid-ODB
Bernd Lorenz 8
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Deceleration: PDB-PDB, PDB-ODB, Rigid-PDB, Rigid-ODB
-24
-12
0
Acce
lera
t io
n [g
]Results:
Bernd Lorenz 9
0 0.025 0.05 0.075 0.1Time [s]
-60
-48
-36
-24
Troll. PDB-PDB
Troll. PDB-ODB
Troll. Rigid-PDB
Troll. Rigid-ODB
Max. Acc. [g]
32
29
36
54
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Comparison Force and (mass x acc)
-800-750
-700-650-600
-550-500
-450-400-350
-300-250-200
-150-100
-500
Fo
rce [
kN
]
PDB-PDB CFC60
Mass x Acc
Comparison Force and (mass x acc)
-800-750-700-650-600-550-500-450-400-350-300-250-200-150-100
-500
0 0,025 0,05 0,075 0,1 0,125
Fo
rce
[k
N]
PDB-ODB CFC60
Mass x Acc
Barrier Force
PDB-PDB PDB-ODB
Results:
-800
0 0,025 0,05 0,075 0,1 0,125
Time [s]
0 0,025 0,05 0,075 0,1 0,125
Time [s]
Comparison Force and (mass x acc)
-800-750
-700-650
-600-550
-500-450
-400-350
-300-250
-200-150
-100-50
0
0 0,025 0,05 0,075 0,1 0,125
Time [s]
Fo
rce
[k
N]
rigid-PDB CFC60
Mass x Acc
Comparison Force and (mass x acc)
-800-750-700-650-600-550-500-450-400-350-300-250-200-150-100-50
0
0 0,025 0,05 0,075 0,1 0,125
Time [s]
Fo
rce
[k
N]
rigid-ODB CFC60
Mass x Acc
Bernd Lorenz 10
Rigid-PDB Rigid-ODB
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• For the barrier-barrier tests the deceleration levels are
higher than the values of the calculations (statically)
• For rigid-PDB test the acceleration level is lower than the
calculated value
• PDB can not detect rigid impactor
Outcome
Bernd Lorenz 11
• ODB can detect rigid impactor, although
Rigid impactor vs. ODB has less initial speed, less
overlap, less mass -> 60km/h initial speed, 50% overlap,
equal mass to PDB impactor would further increase the
deceleration level
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Conclusions
• PDB can absorb much more energy than current ODB
• Cars with reduced/shortened front-end deformation zone can
fulfil the PDB test but not the current R94 ODB test
Bernd Lorenz 12
-> Shortened front-end reduces the energy absorption
capabilities which is expected to increase intrusion levels in
the car
-> Introduction of PDB and cancellation of ODB will lead to lower
self protection level in the vehicle fleet
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• Pros
• Mass reduction
• CO2 reduction
• Freedom to change Design
• Cons
Outlook/Side effects by stiffening/shorten front-ends
Bernd Lorenz 13
• Cons
• Pedestrian protection level decreases (-> WAD changes)
• Compatibility in side impact will be worse
• Self protection level will be decreased
• Compatibility in truck under-run situations will be worse
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Thank you for your Attention!
Bernd Lorenz 14