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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Detailed mechanical description of the superstructure containing the location of PZ’s and PH’s and defining the rigid and elastic parts, 4. The T figure shows that energy distribution did rememain constant, ecf that analysis results were accurate te.

The above approval mark affixed to a vehicle shows that the g66 type concerned has, with regard to the strength of the superstructure, been approved in the United Kingdom E11 pursuant to Regulation No. Presentation of measuring reports 2. Increased bus usage d66 a public transport prompts researchers to study safety aspects of the vehicles subjected to various crash incidents.

In Thailand, according to the bus accident statistics referred to Department of Land Transport DLTthe highest risk represents the frontal crash accidents. In accordance with the results, the average magnitude of kinetic energy in case of impact attenuator revealed the value lower than those without impact attenuator owing to absorb energy in the impact attenuator. There is no significant change in the strength and deformation capability of the superstructure.

Help Center Find new research papers in: The rollover scenario of an amphibious bus according to the ECE.

The test report shall contain all the data pictures, records, drawings, ecce values, etc. Mass balancing was as done using balancing tool in HyperCrash V11 Chang’an University,in Chinese.

Crash Analysis of an amphibious bus according to the ECE R66 regulations

The engine, power transmission and suspension were ere modeled by 1D element. A brief technical description of the algorithm and computer program which are used for the calculation. A literature analysis with special focus on injury inj causation and injury mechanisms, Accident Analysis and Prevention 37, — The lateral eccentricity of the centre of gravity and its effect on the reference energy in the unstable, starting position of the vehicle, cee Paragraph 3.


The cross sectio ction of the residual space, perpendicular to the length is a trap apezoid and it runs through the length. The individual load-cell readings shall be noted simultaneously and shall be used to calculate the total vehicle mass and centre of gravity position. The manufacturer shall clearly define the portion cee the mass of the vehicle attributed to each of the bays of the g66. Also, a rollover can cause up to five rotatio tions to occur on the road.

Rollover Analysis of Bus Body Structure as Per AIS /ECE R66 | Maej Masnora –

It shall be fixed to the structure in such a way that it does not cause either reinforcement or extra additional load to the superstructure. 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.

The position of the vehicle’s centre of gravity shall be determined in the unladen kerb mass condition or the total effective vehicle mass condition as defined in Paragraphs 1.

The vehicle centre of gravity position determination was studied and calculated. Penalties for Non-conformity of Production 9. The following text extract indicates the scope of the document, but does not represent the actual PDF content.

All the data and information stated in Paragraph 1. Which bays contribute to the strength and energy absorption of the superstructure; 1. Quasi-static calculations based on the results of component tests in accordance with the specifications of Annex 8. At the beginning of the simulation the load application plane eve touch the cantrail at its most distant part from the vertical longitudinal central plane.


An dce Element edge length gth of 10 mm is maintained in the critical regions and 30mm m in the noncritical regions. Further work to optimize the bus structure in terms of weight, structural strength and crashworthiness is proposed.

Starting months after the entry into force of the 01 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse first national registration first entry into service of a vehicle which does not meet the requirements of the 01 series of amendments to this Regulation.

The height of the centre of gravity h shall be determined by tilting the vehicle longitudinally and using individual load-cells at the wheels of two axles. FE model of the full vehicle was com comprised of first order shell elements, 73 spring elements and 44 mass elements ADMAS and 48 Rigid Elements.

As a second step, the complete vehicle rolls over simulation was wa performed. Tell me more Already a subscriber. This shall be verified at any places of fce passenger, driver’s and crew compartment where the residual space seems to be endangered, the exact positions being at the discretion of the technical service. In case of a rollover, the passengers run the risk ris for being exposed to ejection, partial ejection, n, projection, or intrusion, and are thus exposed to a high fatality fa risk [6, 7].

The connecting elements between these bays need not be identical with the real body work structure but shall be structurally equivalent. The vehicle to be tested need not be in a fully finished, “ready for operation” condition. Quasi-static loading tests of body sections in accordance with the specifications of R66 7.