ML110831042
| ML110831042 | |
| Person / Time | |
|---|---|
| Site: | Browns Ferry, Watts Bar, Sequoyah, Bellefonte  |
| Issue date: | 04/30/2005 |
| From: | Alberson D, Haug R, Menges W HESCO, Texas A&M Univ, Texas Transportation Institute |
| To: | Office of Nuclear Reactor Regulation |
| References | |
| P2005003 | |
| Download: ML110831042 (43) | |
Text
ENCLOSURE 3 Texas Transportation Institute, "DOS K12 Crash Test and Evaluation of the HESCO C-3315 Flood Barrier," April 2005
Texas Srtation DOS K12 CRASH TEST AND EVALUATION OF THE HESCO C-3315 FLOOD BARRIER by Dean C. Alberson, P.E.
Associate Research Engineer Wanda L. Menges Associate Research Specialist and Rebecca R. Haug Assistant Research Specialist Contract No.: P2005003 Project/Test No.: 400001-HBL2 Test Date: 12-17-2004 Sponsored by HESCO Bastion Ltd.
April 2005 CLEESAINTEAS 77843
DISCLAIMER The contents of this report reflect the views of the authors who are solely responsible for the facts and accuracy of the data, and the opinions, findings and conclusions presented herein.
The contents do not necessarily reflect the official views or policies of the HESCO Bastion Ltd.,
The Texas A&M University System, or Texas Transportation Institute. This report does not constitute a standard, specification, or regulation. In addition, the above listed agencies assume no liability for its contents or use thereof. The names of specific products or manufacturers listed herein does not imply endorsement of those products or manufacturers.
KEY WORDS Anti-ram; perimeter; crash testing; barriers; gates; bollards; walls; fences; homeland security.
Technical Reoort Documentation Pa2e
- 1. Report No.
- 2. Government Accession No.
- 3. Recipient's Catalog No.
- 4. Title and Subtitle
- 5. Report Date DOS K12 Crash Test and Evaluation of the HESCO C-3315 Flood April 2005 Barrier
- 6. Performing Organization Code
- 7. Author(s)
- 8. Performing Organization Report No.
Dean C. Alberson, Wanda L. Menges, and Rebecca R. Haug 400001-HBL2.
- 9. Performing Organization Name and Address
- 10. Work Unit No. (TRAIS)
Texas Transportation Institute The Texas A&M University System
- 11. Contract or Grant No.
College Station, Texas 77843-3135 P2005003
- 12. Sponsoring Agency Name and Address
- 13. Type of Report and Period Covered HESCO Bastion Ltd.
Test Report:
47152 Conrad E. Anderson Drive November 2004 - January 2005 Hammond, LA 70401
- 14. Sponsoring Agency Code
- 15. Supplementary Notes Research Study
Title:
Crash Testing HESCO Bastion Ltd Concertainers (HBLC) to U.S. State Department K-12 Name of Contacting Representative: Col. (ret) Jere Cook
- 16. Abstract The objective of this test is to determine if the HESCO Bastion Ltd. C-3315 flood barrier is capable of arresting a 6810 kg (15,000 lb) truck traveling at 80 km/h (50 mi/h) with 1.0 m (3.3 ft) of vehicle partial penetration and/or deflection. This criterion is based on Condition Designation K12 as stated in ST-STD-02.01, Revision A. This condition designation requires the HESCO Bastion Ltd. C-3315 flood barrier to withstand kinetic energy of 1,695,000 J (1,250,000 ft-lb).
This report presents the construction details of the HESCO Bastion Ltd. C-3315 flood barrier, details of the vehicle used in the test, details of the test, and the assessment of the test results. Target impact speed was 75.0 km/h or above (47.0 to 56.9 mi/h), and the actual impact speed was 81.0 km/h (50.3 mi/h). The 1995 International 4700 single-unit flatbed truck impacted the barrier at 90 degrees, with the centerline of the vehicle aligned with the centerline of the barrier. The HESCO C-3315 barrier brought the vehicle to a complete stop with minimal penetration of the vehicle. The front of the cargo bed did not penetrate the inside edge of the barrier and came to rest 0.85 m (2.8 ft) from the inside edge of the barrier.
ST-STD-02. 01, Revision A performance criteria limits penetration of the leading edge of the cargo bed to 1 m beyond the pre-impact, inside edge of the barrier. As stated above, the cargo bed did not penetrate the inside edge of the barrier. The actual impact speed was within the permissible range to receive the designated K12 condition level. According to the results of the full-scale crash test, the HESCO Bastion C-3315 flood barrier, as constructed in this test configuration, met the requirements for Condition Designation K12.
- 17. Key Words
- 18. Distribution Statement anti-ram; perimeter; crash testing; barriers; gates; Copyrighted. Not to be copied or reprinted without bollards; walls; fences; homeland security consent from HESCO Bastion Ltd.
- 19. Security Classif.(of this report)
- 20. Security Classif.(of this page)
- 21. No. of Pages
- 22. Price Unclassified Unclassified 42 Form DOT F 1700.7 (8-72)
Reproduction of completed page authorized (Next page is ii)
SmlWnY (MOw M
uTRIC) ByETO FACTO S
Sýymbol When You Know Multiply By To Find Symo in ft yd ml in2 if2 yd 2 ac mi, inches feet yards miles square inches square feet square yard acres square miles fluid ounces gallons cubic feet cubic yards LENGTH 25.4 millimeters 0.305 meters 0.914 meters 1.61 kilometers AREA 645.2 square millimi 0.093 square meten 0.836 square meten 0.405 hectares 2.59 square kilome VOLUME 29.57 milliliters 3.785 liters 0.028 cubic meters 0.765 cubic meters NOTE: volumes greater than 1000 L shall be shown in m3 eters "S
- =ters mm m
m km mm 2
M2 m2 ha km2 mL L
m 3
m3 fl oz gal ft 3
yd3 oz lb T
ounces pounds short tons (2000 Ib)
Fahrenheit foot-candles foot-Lamberts poundforce poundforce per square MASS 28.35 grams 0,454 kilograms 0.907 megagrams (or "metric ton")
TEMPERATURE (exact degrees) 5 (F-32)/9 Celsius or (F-32Y1.8 ILLUMINATION 10.76 lux 3.426 candela/m 2
FORCE and PRESSURE or STRESS 4.45 newtons inch 6.89 kllopascals 9
kg Mg (or "t")
0c Ix cd/m2 fc fl lbf lbf/in 2
N kPa Symbol When You Know Multiply By To Find Symbol LENGTH mm millimeters 0.039 inches in m
meters 3.28 feet ft m
meters 1.09 yards yd km kilometers 0.621 miles mi AREA mm2 square millimeters 0.0016 square inches in2 m
2 square meters 10.764 square feet ft2 m2 square meters 1.195 square yards yd2 ha hectares 2.47 acres ac km2 square kilometers 0.386 square miles mi, VOLUME mL milliliters 0,034 fluid ounces fl oz L
liters 0.264 gallons gal m3 cubic meters 35.314 cubic feet ft3 m3 cubic meters 1.307 cubic yards yd3 MASS g
grams 0.035 ounces oz kg kilograms 2.202 pounds lb Mg (or "t")
megagrams (or "metric ton")
1.103 short tons (2000 Ib)
T TEMPERATURE (exact degrees) 0C Celsius 1.8C+32 Fahrenheit OF ILLUMINATION Ix lux 0.0929 foot-candles fc cd/m2 candela/m2 0.2919 foot-Lamberts f1 FORCE and PRESSURE or STRESS N
newtons 0.225 poundforce lbf kPa kilopascals 0,145 poundforce per square Inch lbf/in 2
- SI is the symbol for the International System of Units. Appropriate rounding should be made to comply with Section 4 of ASTM E380.
(Revised March 2003) ii
TABLE OF CONTENTS Section Page IN T R O D U C T IO N........................................................................................................................
1 P R O B L E M...................................................................................................................................
1 B A C K G R O UIN D....................................................
I........................................................... 1 OBJECTIVES/SCOPE OF RESEARCH...................................................................................
1 TECHNICAL DISCUSSION.....................................................................................................
3 TEST PARAMETERS........................................................................................
.......... 3 T est F acility............................................................................................................................
3 Test Article - Design and Construction..............................................................................
3 Test Conditions and Evaluation Criteria............................................................................
7 CRASH TEST 400001-HBL2 (SD-STD-02.01 CONDITION DESIGNATION K12).......
9 T est V eh icle............................................................................................................................
9 Soil and W eather C onditions.........................................................................................
......... 9 Im pact D escription...................................................................................................................
9 Damage to Test Article......................................
........ 12 V ehicle D am age....................................................................................................................
12 O ccupant R isk Factors.....................................................................................................
12
SUMMARY
AND CONCLUSIONS.....................................................................................
19 ASSESSMENT OF TEST RESULTS.................... :............................................................
19 C O N C L U SIO N S.................................................................................................................
1.9.....
19 R E F E R E N C E S...............................................................................................................................
2 1 APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS.......................... 23 ELECTRONIC INSTRUMENTATION AND DATA PROCESSING.................................
- .23 PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING......................... 24 TEST VEHICLE PROPULSION AND GUIDANCE..........................................................
24 APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION............................. 25 APPENDIX C. SEQUENTIAL PHOTOGRAPHS................................
27 APPENDIX D. VEHICLE ACCELERATIONS.....................................................................
31 iii
LIST OF FIGURES
[jgj!Le Page 1
Details of HESCO C-3315 flood barrier....................................................................
4 2
Connection details of HESCO C-3315 flood barrier.................................................
5 3
HESCO C-33 15,flood barrier prior to testing.............................................................
6 4
Vehicle/installation geometrics for test 40000 1-HBL2............................................
10 5
Vehicle before test 40000 1-HBL2............................................................
11 6
Vehicle trajectory path after test 400001 -HBL2....................... I..............................
13 7
Installation after test 400001-HBL2..........................................................................
14 8
V ehicle after test 40000 1-HBL2..............................................................................
15 9
Interior of vehicle for test 400001-HBL2 16 10 Summary of results for test SD-STD-2.01 test K12 on the HESCO C-3315 flood barrier.................................
17 11 Vehicle properties for test 400001-HBL2................................................................
25 12 Sequential photographs for test 400001-HBL2 (overheadview).............................
27 13 Sequential photographs for test 400001-HBL2 (perpendicular and oblique views)...]..28 14 Vehicle longitudinal accelerometer trace for test 400001-HBL2 (accelerometer located at center of gravity).............................
31 15 Vehicle lateral accelerometer trace for test 400001-HBL2 (accelerometer located at center of gravity)............................
32 16 Vehicle vertical accelerometer trace for test 400001-HBL2 (accelerometer located at center of gravity).............................................................
33 17 Vehicle longitudinal accelerometer trace for test 400001-HBL2 (accelerometer located over rear axle)................................
34 18 Vehicle lateral accelerometer trace for test 400001 -HBL2 (accelerom eter located over rear-axle).......................................................................
35 19 Vehicle vertical accelerometer trace for test 40000 1-HBL2 (accelerometer located over rear axle)................................
36 LIST OF TABLES Table No.
Page 1
Im pact condition designations......................................................................................
7 iv
INTRODUCTION PROBLEM In an effort to assess the performance of anti-terrorist protection barriers, the.United States Department of State, Bureau of Diplomatic Security, Physical Security Division (DS/PSP/PSD) had developed guidelines to evaluate the performance of perimeter barriers/gates.
The March 2003 standard, SD-STD-02.01, Revision A - Test Method for Vehicle Crash Testing of Perimeter Barriers and Gates, used to evaluate the performance of an anti-terrorist protection barrier.(') According to these guidelines, performance of the anti-terrorist protection barrier is evaluated and assessed according to its effectiveness in arresting attacking vehicles, and not necessarily for economics, aesthetics, operational cycle time, special maintenance needs, or climate and environment effects. The HESCO Bastion Ltd. C-3315 flood barrier evaluated herein was designed by HESCO Bastion Ltd. The intended function of this design is to provide road closure capable of arresting an attacking vehicle.
BACKGROUND The procedures set out in SD-STD-02. 01, Revision A were intended to ensure that perimeter barriers/gates provide a specified level of vehicle impact resistance as recommended by the DS/PSP/PSD. The assessment criteria are based on the capability of the'barrier/gate to arrest the vehicle such that it does not penetrate or vault over the system. Three levels of performance are defined based on the amount of vehicular impact kinetic energy the barrier/gate is capable of arresting. SD-STD-02. 01, Revision A also limits the penetration of the leading edge of the cargo bed to one meter (3.3 ft) beyond the pre-impact, inside edge of the barrier. If the barrier meets this requirement, a pass rating will be assigned at the appropriate speed designation.
OBJECTIVES/SCOPE OF RESEARCH The objective of this test is to determine if the HESCO Bastion Ltd. C-3315 flood barrier is capable of arresting a 6810 kg (15,000 lb) truck traveling at 80 km/h (50 mi/h) with 1.0 m (3.3 ft) of vehicle partial penetration and/or deflection. This criterion is based on Condition Designation K12 as stated in ST-STD-02.01, Revision A. This condition designation requires the HESCO Bastion Ltd. C-3315 flood barrier to withstand kinetic energy of 1,695,000 J (1,250,000 ft-lb).
This report presents the construction details of the HESCO Bastion Ltd. C-3315 flood barrier, details of the vehicle used in the test, details of the test, and the assessment of the test results.
1
4 2
TECHNICAL DISCUSSION TEST PARAMETERS Test Facility The test facilities at the Texas Transportation Institute's Proving Ground consist of an 809-hectare (2000-acre) complex of research and training facilities situated 16 km (10 mi) northwest of the main campus of Texas A&M University. The site, formerly an Air Force base, has large expanses of concrete runways and parking aprons well suited for experimental research and testing in the areas of vehicle performance and handling, vehicle-roadway interaction, durability and efficacy of highway pavements, and evaluation of roadside safety hardware and perimeter security barriers/gates. The site selected for placing of the HESCO Bastion Ltd.
C-3315 flood barrier was on a wide out-of-service apron. The apron consists of an unreinforced jointed concrete pavement in 3.8 m x 4.6 m (12.5 ft x 15 ft) blocks nominally 203-305 mm (8-12 in) deep. The apron is about 50 years old and the joints have some displacement, but are otherwise flat and level.
Test Article - Design and Construction The total installation length of the HESCO Bastion Ltd. C-3315 flood barrier was 9.14 m (30.0 ft). Width at the base was 1.83 m (6.0 ft) and the height of the bottom tier was 0.91 m (3.0 ft). The top tier was identical to the bottom tier. Overall height of the test installation was 1.83 m (6.0 ft).
The HESCO Bastion Ltd. C-3315 flood barriers are constructed with welded wire sheets to form open top cubes that measured 0.91 m ( 3.0 ft) wide by 0.91 m (3.0 ft) tall. The welded wire was 4mm (0.158 in) diameter and was welded on a 76 mm x 76 mm ( 3.0 in x 3.0 in) grid.
A series of 5 cubes came pre-assembled and lined with 2mm (0.8 in) non-woven polypropylene geotextile fabric. Comers of the HESCO Bastion Ltd. C-3315 flood barriers are formed with coiled 4 mm (0.158 in) wire. The coils are 32 mm (1.25 in) diameter with a coil pitch of 25 mm (1.0 in). Pre-assembled units are joined with adjacent units by overlapping wire coils and placing a 4mm (0.158 in) joining pin in the overlapped section of coils.
The HESCO Bastion Ltd. C-3315 flood barriers were filled with a reddish-tan silty, clayey sand, designated as select fill from the Kelly Burt pit. The density of the fill material was 1900 kg/cubic meter (118.5 lbs/cubic ft) and was manually tamped by HESCO installers. Details of the installation are shown in figures 1 and 2. Photographs of the completed installation are shown in figure 3.
3
A~~~~1
-3 2W----<-
Figure 1. Details of HESCO C-3315 flood barrier.
N A
.~ VT 41 I
II
" 1 ~ TIILUr Figure 2. Connection details of HESCO C-3315 flood barrier.
Figure 3. HESCO C-3315 flood barrier prior to testing.
6
Test Conditions and Evaluation Criteria According to SD-STD-02. 01, Revision A, the test article can be rated according to one of three designated condition levels as shown in table 1. The test procedures are intended to ensure that perimeter barriers and gates will provide a specified level of vehicle impact resistance.
Actual vehicle speed must be within a permissible range to receive the condition designation.
ST-STD-02.01, Revision A performance criteria limits penetration of the leading edge of the cargo bed to 1 m beyond the pre-impact, inside edge of the barrier. If the barrier meets this requirement, a pass~rating will be assigned-at the appropriate speed designation as shown in table 1. The test vehicle specified is a medium duty truck with diesel engine, tested at a gross vehicle weight of 6,800 kg (15,000 lb) +/-90 kg (200 Ib).
Table 1. Impact condition designations.*
Nominal Impact Permissible Kinetic Energy Designation Speed Impact Speed Range 80 kph 75.0 kph-above 1,695, 000 J K12 50 mph 4 7.0-56.9 mph 1,250,000 ft-lb 65 kph 60.1-75.0 kph 1,085, 000 J K8 40 mph 38.0-46.9 mph 800,000 ft-lb 50 kph 45.0-60.0 kph 610,000 J K4 30 mph 28.0-3 7.9 mph 450,000 ft-lb
- Table taken directly from SD-STD'02. 01, Revision A, March 2003.
The crash test and data analysis procedures were in accordance with guidelines presented in SD-STD-02.01, Revision A. Appendix A presents brief descriptions of these procedures.
7
8
CRASH TEST 400001-HBL2 (SD-STD-02.01 CONDITION DESIGNATION K12)
Test Vehicle A 1995 International 4700 single-unit flatbed truck, shown in figures 4 and 5, was used for the crash test. Test inertia weight of the vehicle was 6867 kg (15,140 lb). The height to the lower edge of the vehicle front bumper was 514 mm (20.25 inches), and the height to the upper edge of the front bumper was 800 mm (31.5 inches). Figure 11 in appendix B gives additional dimensions and information on the vehicle. The vehicle was directed into the installation using the cable reverse tow and guidance system, and was released to be free-wheeling and unrestrained just prior to impact.
Soil and Weather Conditions The crash test was performed the morning of morning of December 17, 2004. Weather conditions at the time of testing were: Wind Speed: 5 km/h Th. r.fer..ce.for (3 mi/h); Wind Direction: 0 degrees with respect to the vehicle
-i...
oi 90o (vehicle was traveling in a northerly direction); Temperature:
9'C (49'F); Relative Humidity: 78 percent.
270' Impact Description The 1995 International 4700 single-unit flatbed truck, traveling at a speed of 81.0 km/h (50.3 mi/h), impacted the HESCO Bastion Ltd. C-3315 flood barrier at an impact angle of 90.8. degrees, with the centerline of the vehicle aligned with the centerline of the barrier. Shortly after impact, the hood of the vehicle separated from the vehicle near the cab. At 0.054 s, the head rack of the truck bed contacted the rear of the cab. The inside edge of the bottom row of box units began to move toward the inside of the barrier at 0.060 s, and the top row began to move toward inside of the barrier at 0.078 s. The strap on the frontrow of the box units separated at 0.560 s. At 0.800 s, the vehicle reached maximum penetration of the front of the truck bed of 1.1 m (3.7 fi) into the. barrier (or 0.8 m (2.9 fi) from the impact side of the inside edge of the barrier). The vehicle subsequently backed up slightly and came to rest with the front of the cargo bed 0.85 m (2.8 ft) to the impact side of the inside edge of the barrier. The front of the cargo bed did not reach inside edge of the barrier. Appendix C, figures 12 and 13, show sequential photographs of the test period.
9
Figure 4. Vehicle/installation geometrics for test 400001 -HBL2.
10
Figure 5. Vehicle before test 40000 1-HBL2.
11
Damage to Test Article The wire mesh ruptured and the center rows were damaged. Three rows of box units on each side were intact The ends of the barrier were pulled inward, 150 mm (5.9 inches) on the right side and 140 mm (5.5 inches) on the left side. Soil was scattered over an area to the inside of the barrier, 12.2 m (40 ft) long and 9.1 m (30 ft) wide. Damage to the installation is shown in figures 6 and 7.
Vehicle Damage Damage to the vehicle is shown in figure 8 and 9. The front of the cargo bed did not penetrate the inside edge of the barrier, and came to rest 0.85 m (2.8 ft) from the inside edge of the barrier.
Occupant Risk Factors Data from the accelerometer, located at the vehicle center of gravity, were digitized for evaluation of occupant risk for informational purposes only. In the longitudinal direction, the occupant impact velocity was 11.9 m/s (39.0 ft/s) at 0.106 s, the highest 0.010-s occupant ridedown acceleration was -10.6 g's from 0.106 to 0.116 s, and the maximum 0.050-s average acceleration was -14.4 g's between 0.011 and 0.061 s. In the lateral direction, the occupant impact velocity was 0.4 m/s (1.3 ft/s) at 0.106 s, the highest 0.010-s occupant ridedown acceleration was 3.0 g's from 0.113 to 0.123 s, and the maximum 0.050-s average was -1.5 g's between 0.024 and 0.074 s. These data and other pertinent information from the test are summarized in figure 10. Vehicle angular displacements and accelerations versus time traces are presented in appendix D, figures 14 through 19.
12
Figure 6. Vehicle trajectory path after test 400001-HBL2.
13
Figure 7. Installation after test 400001-HBL2.
14
Figure 8. Vehicle after test 40000 I-HBL2.
15
Before test I
I After test Figure 9. Interior of vehicle for test 400001-HBL2.
16
0.213 s 4
+/- ______________
b fit i
i i t Dimensions in millimeters General Information Test Agency...............................
Texas Transportation Institute Test No.....................................
400001-HBL2 D ate...........................................
12-17-2004 Test Article Type...........................................
Anti-Ram Barrier Name.........................................
HESCO C-3315 Flood Barrier Installation Length (m)...............
4.6 Material or Key Elements.........
Wire Mesh Box Units with Lining and Filled with Soil Soil/Foundation Type.................
Placed on Concrete Surface Test Vehicle Type.................
Production Designation...............................
K12 Model.........................................
1995 International 4700 Mass (kg)
Curb.................
5951 Test Inertial............................ 6867 Gross Static...........
6867 Impact Conditions Speed (km/h)............................
81.0 Angle (deg)...............
90.8 Exit Conditions Speed (km/h).............
Stopped Angle (deg)........................... 90 Occupant Risk Values Impact Velocity (m/s)
Longitudinal...........................
11.9 Lateral...................................
0.4 Ridedown Accelerations (g's)
Longitudinal................
.10.6 Lateral...................................
3.0 Max. 0.050-s Average (g's)
Longitudinal...............-..... 14.4 Lateral..................
-1.5 V ertical..................................
-2.4 Penetration of Cargo Bed (m)
Distance Beyond Inside Edge of Barrier (m)................ -0.85 (did not reach inside edge of barrier)
Figure 10. Summary of results for test SD-STD-2.01 test K12 on the HESCO C-3315 flood barrier.
This page intentionally left blank 18
SUMMARY
AND CONCLUSIONS ASSESSMENT OF TEST RESULTS Target impact speed was 75.0 km/h or above (47.0 to 56.9 mi/h), and the actual impact speed was 81.0 km/h (50.3 mi/h). The 1995 International 4700 single-unit flatbed truck impacted the barrier at 90 degrees, with the centerline of the vehicle aligned with the centerline of the barrier. The HESCO C-3315 barrier brought the vehicle to a complete stop with minimal penetration of the vehicle. The front of the cargo bed did not penetrate the inside edge of the barrier, and came to rest 0.85 m (2.8 ft) from the inside edge of the barrier.
CONCLUSIONS ST-STD-02. 01, Revision A performance criteria limits penetration of the leading edge of the cargo bed to 1 m beyond the pre-impact, inside edge of the barrier. As stated above, the cargo bed did not penetrate the inside edge of the barrier. The actual impact speed was within the permissible range to receive the designatedK12 condition level. According to the results of the full-scale crash test, the HESCO Bastion C-3315 flood barrier, as constructed in this test configuration, met the requirements for Condition Designation K 12.
19
20
REFERENCES
- 1.
"Test Method for Vehicle Crash Testing of Perimeter Barriers and Gates," SD-STD-02.01, Revision A, Physical Security Division, United States Department of State, Washington, D.C., March 2003.
- 2.
H. E. Ross, Jr., D. L. Sicking, R. A. Zimmer and J. D. Michie, Recommended Procedures for the Safety Performance Evaluation of Highway Features, National Cooperative Highway Research Program Report 350, Transportation Research Board, National Research Council, Washington, D.C., 1993.
21
This page intentionally left blank 22
APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS The crash test and data analysis procedures were in accordance with guidelines presented in SD-STD-2.01, Revision A. Brief descriptions of these procedures are presented as follows.
ELECTRONIC INSTRUMENTATION AND DATA PROCESSING The test vehicle was instrumented with three solid-state angular rate transducers to measure roll, pitch, and yaw rates; a triaxial accelerometer near the vehicle center of gravity (c.g.) to measure longitudinal, lateral, and vertical acceleration levels; and a backup biaxial accelerometer in the rear of the vehicle to measure longitudinal and lateral acceleration levels.
These accelerometers were ENDEVCO Model 2262CA, piezoresistive accelerometers with a
+100 g range.
The accelerometers are strain gage type with a linear millivolt output proportional to acceleration. Angular rate transducers are solid-state, gas flow units designed for high-"g" service. Signal conditioners and amplifiers in the test vehicle increase the low-level signals to a
+2.5 volt maximum level. The signal conditioners also provide the capability of an R-cal (resistive calibration) or shunt calibration for the accelerometers and a precision voltage calibration for the rate transducers. The electronic signals from the accelerometers and rate transducers are transmitted to a base station by means of a 15-channel, constant-bandwidth, Inter-Range Instrumentation Group (IRIG), FM/FM telemetry link for recording on magnetic tape and for display on a real-time strip chart. Calibration signals from the test vehicle are recorded before the test and immediately afterwards. A crystal-controlled time reference signal is simultaneously recorded with the data. Wooden dowels actuate pressure-sensitive switches on the bumper of the impacting vehicle prior to impact by wooden dowels to indicate the elapsed time over a known distance to provide a measurement of impact velocity. The initial contact also produces an "event" mark on the data record to establish the instant of contact with the installation.
The multiplex of data channels, transmitted on one radio frequency, is received and demultiplexed onto TEAC instrumentation data recorder. After the test, the data are played back from the TEAC recorder and digitized. A proprietary software program (WinDigit) converts the analog data from each transducer into engineering units using the R-cal and pre-zero values at 10,000 samples per second, per channel. WinDigit also provides Society of Automotive Engineers (SAE) J2 11 class 180 phaseless digital filtering and vehicle impact velocity.
All accelerometers are calibrated annually according to SAE J211 4.6.1 by means of an ENDEVCO 2901, precision primary vibration standard. This device and its support instruments are returned to the factory annually for a National Institute of Standards Technology (NIST) traceable calibration. The subsystems of each data channel are also evaluated annually, using instruments with current NIST traceability, and the results are factored into the accuracy of the total data channel, per SAE J2 11. Calibrations and evaluations are made any time data are suspect.
23
The Test Risk Assessment Program (TRAP) uses the data from WinDigit to compute occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, and the highest 10-millisecond (ms) average ridedown acceleration. WinDigit calculates change in vehicle velocity at the end of a given impulse period. In addition, maximum average accelerations over 50-ms intervals in each of the three directions are computed. For reporting purposes, the data from the vehicle-mounted accelerometers are filtered with a 60-Hz digital filter, and acceleration versus time curves for the longitudinal, lateral, and vertical directions are plotted using TRAP.
TRAP uses the data from the yaw, pitch, and roll rate transducers to compute angular displacement in degrees at 0.0001-s intervals and then plots yaw, pitch, and roll versus time.
These displacements are in reference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fixed coordinate systems being initial impact.
PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING Photographic coverage of the test included three high-speed cameras: one overhead with a field of view perpendicular to the ground and directly over the impact point; one placed behind the installation at an angle; and a third placed to have a field of view parallel to and aligned with the installation at the downstream end. A flashbulb activated by pressure-sensitive tape switches was positioned on the impacting vehicle to indicate the instant of contact with the installation and was visible from each camera. The films from these high-speed cameras were analyzed on a computer-linked motion analyzer to observe phenomena occurring during the collision and to obtain time-event, displacement, and angular data. A BetaCam, a VHS-format video camera and recorder, and still cameras recorded and documented conditions of the test vehicle and installation before and after the test.
TEST VEHICLE PROPULSION AND GUIDANCE The test vehicle was towed into the test installation using a steel cable guidance and reverse tow system. A steel cable for guiding the test vehicle was tensioned along the path, anchored at each end, and threaded through an attachment to. the front wheel of the test vehicle.
An additional steel cable was connected to the test vehicle, passed around a pulley near the impact point, through a pulley on the tow vehicle, and then anchored to the ground such that the tow vehicle moved away from the test site. A two-to-one speed ratio between the test and tow vehicle existed with this system. Just prior to impact with the installation, the test vehicle was released to be free-wheeling and unrestrained. The vehicle remained free-wheeling, i.e., no steering or braking inputs, until the vehicle cleared the immediate area of the test site.
24
APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION SD-STD-2.01, Revision A, March 2003 Vehicle Measurements for State Department Testing DATE:
12-17-2004 TEST NO.:
400001-HBL2 VIN NO.:
1HTSCABN2SH207933 YEAR:
1995 MAKE:
International MODEL:
4700 TIRE SIZE:
275/80/R22.5 ODOMETER:
025522
-j H
+G E
F TEST M,
INERTIAL C.M.
ýIVM2 K----
.. N j
L L___
GEOMETRY (cm)
A 800 B
514 C
775 D
2623 E
2534 F
2794 G
737 H
I 597 J
1003 K
2445 L
2045 N
1854 MASS DISTRIBUTION (kq)
LF 1696 RF 1678 LR 1783 RR 1710 MASS (kq)
CURB TEST INERTIAL M1 2889 3375 M2 3062 3493 MTotal 5951 6868 Figure 11. Vehicle properties for test 400001-HBL2.
25
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,IX C. SEQUENTIAL n
111 0 1
II I PIX Q 0.196 s 0.990 s Figure 12. Sequential photographs for test 40000 1-HBL2 (overhead view).
27
0.000 s 0.049 s 0.098 s 0.196 s Figure 13. Sequential photographs for test 400001 -HBL2 (perpendicular and oblique views).
28
0.318 s 0.526 s 0.733 s 0.990 s Figure 13. Sequential photographs for test 400001 -HBL2 (perpendicular and oblique views) (continued).
29
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XAcceleration at CG 10-0 0
I-a,e "U
U-o_1 0- ------
Tes Veice 199 Inentoa 470Trc Inertial Mass: 6868 kg Gross Mass: 6868 kg Impact Speed: 81 km/h I mpact Angle: 90.8 degrees I
I II I
I I
I 0 o 1-0 0.1 0.2 0.3 0.4 0.5 Time (sec) 0.6 0.7 0.8 0.9 1
SAE Cass 60Filter I
Figure 14. Vehicle longitudinal accelerometer trace for test 40000 1-HBL2 (accelerometer located at center of gravity).
YAcceleration at CG ULI C
0 I..a, 0UU 1..
a, t'J 10 0'
-10 I
I I
Test Number: 400001-HBL2 Test Article: HESCO C-3315 Flood Barrier
-- Test Vehicle: 1995 International 4700 Truck
,,Inertial Mass: 6868 kg Gross Mass: 6868 kg Impact Speed: 81 km/h Impact Angle: 90.8 degrees y
-204-0 0.A 0.2 0.3 0.4 0.5 Time (sec) 0.6 0.7 0.8 0.9 1.0 I--
SAE Class 60 Fifte I
Figure 15. Vehicle -lateral accelerometer trace for test 40000 1-HBL2 (accelerometer located at center of gravity).
Z Acceleration at CG I;j 10.
0 a,
a, UU
-i U
a, A
Test Number: 400001-HBL2 Test Article: HESCO C-3315 Flood Barrier Test Vehicle: 1995 International 4700 Truck Inertial Mass: 6868 kg Gross Mass: 6868 kg Impact Speed: 81 km/h Impact Angle: 90.8 degrees I
I I
i I
i I
I I
I I
I I
I I
i I
I-i -
I..
-10 U
0.1 0.2 0.3 0.4 0.5 Time (sec) 0.6 I.
0.7 0.8 0.9 1.0 I
SAE Cass 60 Filter Figure 16. Vehicle vertical accelerometer trace for test 40000 1-HBL2 (accelerometer located at center of gravity).
X Acceleration over Rear Axle 0
7a)
I..
0 0- -
-I
[Test Number: 400001-HBL2 ITest Article: HESCO C-3315 Flood Barrier J------------
Test Vehicle: 1995 International 4700 Truck Inertial Mass: 6868 kg Gross Mass: 6868 kg Impact Speed: 81 km/h Impact Angle: 90.8 degrees
-304-0 0.1 0.2 0.3 0.4 0.5 lime (sec) 0.6 0.7 0.8 0.9 1.0 I --
SAE Class 60 Filter I Figure 17. Vehicle longitudinal accelerometer trace for test 400001 -HBL2 (accelerometer located over rear axle).
Y Acceleration over Rear Axle I-O 9
1.0 Time (sec)
SAE Cass 60 Fifter Figure 18. Vehicle lateral accelerometer trace for test 40000 1-HBL2 (accelerometer located over rear axle).
Z Acceleration over Rear Axle S- --
II IIi
-~~
I.II I
SI Ii (D
Tes Veil: 19 5I t r ai nl40:r c 4
.e i
i 8
i o
I i
i Tespat Spmeed: 8001-HBL2 IImpact Angle: 90.8 degrees
-8
- 0
'0.1
'02 '
0.3 '
0.4 '
0.5 0.6 0.7 0.8 0.9 1.0 Time (sec)
SAEClass 60 Filter Figure 19. Vehicle vertical accelerometer trace for test 400001 -HBL2 (accelerometer located over rear axle).