TY - CONF A1 - Romero-Navarrete, José A. A1 - Otremba, Frank T1 - A massive vehicle-flexible pavement dynamic interaction simulator T2 - NAFEMS 2017 - Proceedings N2 - The interaction of the vehicles with the pavements imply damaging effects on both systems, as a function of the operating conditions and design characteristics of both systems. These effects influence the road pricing as well as the maintenance costs of the vehicles. In this paper, a simulation scheme has been proposed to analyze such interaction in massive way, involving a multivehicle models was the uncoupling of the roll and pitch responses. Results suggest that the damaging effects on the pavement and the vehicle, depends on the position along the road profile. However, the vertical design of the road would mainly affect the pavement damage, while the turning maneuvers would strongly influence the damage of the vehicle. Many uses can be identified for the proposed simulation scheme, involving different design and operating conditions for both systems. T2 - NAFEMS World Congress 2017 CY - Stockholm, Sweden DA - 11.06.2017 KW - Vehicle KW - Interaction simulator PY - 2017 SP - 1 EP - 11 AN - OPUS4-40667 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Otremba, Frank A1 - Romero-Navarrete, José A. T1 - A simplified model to simulate the pitch instability of a partially filled tank trailer N2 - Singular situation of pitch instability, modeled through simplified models. More analysis is required to proposed vehicle design improvements. T2 - IMECE 2017 CY - Tampa, FL, USA DA - 03.11.2017 KW - Pitch instability KW - Tank trailer KW - Simulation PY - 2017 AN - OPUS4-42851 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Romero-Navarrete, José A. A1 - Lozano Guzmán, A. A. A1 - Otremba, Frank T1 - An active acceleration system to mitigate/avoid underride rear-end crashes T2 - Conference Proceedings N2 - Rear-end crashes involving heavy trucks as the leading vehicle, and cars as the impact vehicle, cause many deaths and permanent injuries to car´s occupants. Measures have been thus taken in the trucks to prevent underride crashes, including the mounting of stiffer underride guards, set at car´s bumper height. In this respect, an active acceleration system(AAS), installed in the truck, could also contribute to mitigate the effects of These crashes, through the decrease of the relative Speed of the vehicles at the instant of the crash. In this paper, an AAS system is proposed, under the principles of ultrasonic sensors and an actuator for the truck´s accelerator mechanism. Simulation results of the operation of this AAS system, suggest that such a system could decrease the relative impact speed around 8% for an initial relative speed of 10 m/s. T2 - 2017 International Conference on Advanced Mechatronic Systems CY - Xiamen, China DA - 06.12.2017 KW - Mitigate KW - Avoid KW - Rear-end crashes PY - 2017 SN - 978-1-5386-2601-6 SP - 329 EP - 334 AN - OPUS4-43400 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Otremba, Frank A1 - Romero-Navarrete, José A. T1 - Analysis of the capsizing of a tanker in the Rhine river T2 - Proceedings of the ASME 2017 International Mechanical Engineering Congress and Exposition N2 - A dynamic simulation model for a tanker ship along the Rhine River has been proposed, based on a simplified computational scheme, involving a two-degree-of-freedom roll plane multibody system, subjected to lateral accelerations estimated on the basis of measured data. The resulting equations of motion are solved through the transition matrix approach. The results suggest that many contributing factors were involved in the capsizing of the ship, including the relatively high speed of the river water and the meandering path of the infrastructure, further affected by dynamic effects derived from the behavior of the payload and from the steering maneuvers performed. T2 - ASME 2017 IMECE CY - Tampa, FL, USA DA - 03.11.2017 KW - Capsizing KW - Tanker KW - Rhine river PY - 2017 SN - 978-0-7918-5837-0 VL - 4A SP - Article UNSP V04AT05A063, 70488 EP - 70495 PB - ASME Press AN - OPUS4-42928 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Otremba, Frank A1 - Romero-Navarrete, José A. T1 - Modelling a partly filled road tanker during an emergency braking T2 - The World Congress on Engineering and Computer Science 2017 N2 - A simplified model, based upon physical principles, is proposed the simulate the effect of sloshing on the pressure developed in the tanker chambers. The model has been validated in good extent, with experimental data from full scale testing. The characteristic that mostly affects the pressure developed with the chambers of the tanker is the length of the chamber. While a reduction in this property could decrease the pressure developed within a given chamber, the analysis should take into account an overall approach, as a shortening of the individual chambers would influence the number of chambers necessary to carry a certain amount of product. Consequently, the resulting model could be used to study different effects of the sloshing cargo on the carrying vehicles, including the length and position of the chambers along the tanker body. T2 - WCECS 2017 CY - San Francisco, CA, USA DA - 25.10.2017 KW - Braking KW - Emergency KW - Tanker PY - 2017 UR - http://www.iaeng.org/publication/WCECS2017/ SN - 978-988-14048-4-8 SN - 2078-0958 VL - II SP - 610 EP - 614 AN - OPUS4-42957 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Otremba, Frank A1 - Romero-Navarrete, José A. T1 - Modelling a partly filled road tanker during an emergency braking N2 - Figure 10 illustrates the theoretical results from the simplified model considered, together with the experimental data. These results and measurements are presented one next to the other, in order to facilitate the validity analysis of the proposed simulation methodology. These results illustrate that the trends are comparable for both sets of data, that is, a similar range is obtained for all of the variables reported. A lower pressure is generated in chamber 5, which is attributed to the shorter length of this chamber. However, such increase in pressure does not correspond exactly to the difference of lengths, as the ratio of lengths would cause a differential pressure of 2.3/1.23 = 1.86, while the ratio of average pressures is on the order of 2. That is, there is an incremental, which is associated to the maximum height attained by the fluid in the chamber. The major difference between both sets of data, the experimental and theoretical, is that the theoretical do not include much of the noise and random oscillations reported in the experimental data. Such noise, however, is of very low amplitude, in comparison with the maximum values attained. The practical applications of these results could be in the area of chamber design, so that the effects of the length of the chambers be taken into account. That is, such greater lengths for the fluid in the chamber would involve larger pressures and consequently, greater stresses. However, the analysis should include an overall perspective, that is, the shortening of the chambers would imply an increase in the number of chambers, for a certain total payload, and the superposition effect of pressures, should be considered. On the other hand, the analysis could be extended to characterize the effects of the distribution of the lengths of the different chambers along the axis of the tanker, as the different resulting forces could have different effects on the pitch response of the road tanker. T2 - WCECS 2017 CY - San Francisco, CA, USA DA - 25.10.2017 KW - Tanker KW - Emergency KW - Braking PY - 2017 AN - OPUS4-42854 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER - TY - CONF A1 - Romero-Navarrete, José A. A1 - Otremba, Frank T1 - Modelling of the lateral stability of river tankers T2 - NAFEMS 2017 - Proceedings N2 - A model of the cargo – ship interaction has been presented, for a navigation environment in which there is no waves, in which the ship lateral stability depends only on the manoeuver performed and the characteristics of the ship and cargo. Several simplifications have been introduced in the model, including the circular bottom of the ship, which facilitates the location of the buoyancy force on the ship, and the analogy of the sloshing cargo motion to a simple pendulum. Two forms of damping were introduced (river waters with the ship´s hull and the friction of the liquid inside the tanker walls), while the sliding motion of the ship when turning has been assumed as negligible. The results suggest that the sloshing cargo influences the lateral stability of the river tanker, with increases in the maximum roll angle from 15% to 40%, as a function of the speed and the fill level. The maximum roll angle has been found to occur at a 75% fill level, regardless of the ship speed. T2 - NAFEMS World Congress 2017 CY - Stockholm, Sweden DA - 11.06.2017 KW - Lateral stability KW - River tankers PY - 2017 SP - 1 EP - 11 AN - OPUS4-40669 LA - eng AD - Bundesanstalt fuer Materialforschung und -pruefung (BAM), Berlin, Germany ER -