PDF | The main objective of the presented study was to compare the effectiveness of two standard test procedures for evaluating bus roof. he main objective of the presented study was to compare the effectiveness of two standard test procedures for evaluating bus roof integrity: the dynamic rollover. EUROPEAN TEST METHODS FOR SUPERSTRUCTURES. OF BUSES AND COACHES. RELATED TO. ECE R66 (THE APPLIED HUNGARIAN CALCULATION.
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The friction coefficient used at the ground contact shall be validated with physical test results, or the calculation shall prove that the friction coefficient chosen produces conservative results.
The most typic ical collision configurations involving buses and d coaches are side, rear, frontal and rollover.
The vehicle to be tested need not be in a fully finished, “ready for operation” condition.
The number of the body sections to be tested shall be determined by the following rules: The results showed that the body section of bus was complied with the regulatory requirements; its structural safety characteristic was good. The active load shall be applied on the cantrail of the superstructure through an absolutely rigid load application plane, which extends in both directions beyond the cantrail and any adjacent structure.
A g66 analysis with special focus on injury inj causation and injury mechanisms, Accident Analysis and Prevention 37, — If the residual space is not infringed during the roll-over simulation, the approval shall be granted. The construction of the tested body sections dimensions, materials, masses, centre of gravity position, construction methods.
There are two limits which define the length of a bay: China Standards Publishing House,in Chinese. As a firstt step, st before we go for rce rollover simulation, the critical cal bus body joints are physically tested same is repeated by simulation approproach once we have the correlating results approval is taken n from f ARAI.
The assumed ground friction coefficient, 5. Production Definitely Discontinued The T figure shows that energy distribution did rememain constant, indicating that analysis results were accurate te.
The length of a bay is measured in the direction of the longitudinal axis of the vehicle, and is determined by the distance between two planes perpendicular to the VLCP of the vehicle. A statement of the total energy E to be absorbed by the superstructure, using the formula stated in Paragraph 3. Which bays contribute to the strength and energy absorption of the superstructure; 1. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of the 02 series of amendments to Regulation No.
Tell me more Go straight to site. Two load-cells shall be positioned on a common horizontal plane, to receive the front wheels. During the deformation process the load application plane may, in addition to parallel translation, be allowed to rotate around the axis of intersection of the load application plane with the transverse plane containing the centre of gravity, in order to follow the asymmetric deformation of the superstructure.
Crash Analysis of an amphibious bus according to the ECE R66 regulations
Which connecting elements between the bays contribute to the torsional stiffness of the superstructure; 1. The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to the strength of the superstructure, been approved in the United Kingdom E11 pursuant to Regulation No.
The individual evaluation of the body sections and their bays.
The roof structure is mes eshed with 10mm fine mesh to accurately capture re deformation. Units of Measurement The units of measurement shall be: The following requirements shall be met when defining the distribution of mass: By dynamic impact testing of the component.
The Study of Bus Superstructure Strength Based on ECE R66
ede Simulation Driven Innovation 7. A brief technical description of the algorithm and computer program which are used for the calculation. There is no significant change in the strength and deformation capability of the superstructure.
In addition, the total deformation regarding ec the safe zone of the frontal cabin in the case of with impact attenuator were lower than without impact attenuator as For all the super structure parts, QEPH formu mulation with 5 point integration was assigned.
Full Vehicle CAE simula lation of the bus model will be carried out by Volvo Vo and results will be reviewed by test agency. We do not re-word, summarise, cut or interpret the regulatory documents.
The engine, power transmission, suspension and an axles were modeled by 1D element. Analysis and discussion on the deformation of the truck cabin and the survival space of the dummy were presented.
Height Rce Edge radius Length shall not be greater than two-thirds of the distance between the surface on which the vehicle stands before it is tilted and part of the rim of the wheel which is nearest to the surface 20 mm 10 mm mm minimum; 1. A second pair of load-cells shall be placed in a common horizontal plane on top of support structures, ready to receive the wheels of the second axle of the vehicle. Further detailed documentation, parameters, data depending on the approval test method chosen by the manufacturer, as detailed in Annex 5, Annex 6, Annex 7, Annex 8 and Annex 9.
Further work to optimize the bus structure in terms of weight, structural strength and crashworthiness is proposed. Buses are the most popular and common passenger vehicle for long distance travel in Malaysia. Verification of the validity of the distribution of masses given in Annex 4, Paragraph 4. The connecting structures between bays shall be clearly defined in the superstructure. The vehicle shall be tilted without rocking and without dynamic effects until it reaches unstable equilibrium and commences its roll-over.
Safety Analysis of Arch Dam p.
The Study of Bus Superstructure Strength Based on ECE R66
The axle is rigid and mass is added at appropriate locations ns. That the tests were carried out according to this Annex 6. Residual space is connected to the he high stiffness region on the axle which does notot affect a the structural strength in any manner. That the requirements given in Paragraphs 5.
No additional physical tests were needed for obtaining the required certifications. Remember me on this computer. These additional elements must not have a reinforcing effect on the strength of superstructure. The inclination of the tilting test shell be determined by the equation see Figure A3.