Design of Roadside Barrier Systems Placed on MSE Retaining Walls (2010) / Chapter Skim
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Pages 123-151
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123 A full-scale crash test was performed to validate the preliminary design guidelines and/or modify them as necessary. The finite element analysis using LS-DYNA was performed to help plan and predict the outcome of the TL-3 crash test.
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124 • Modeling the 0.81 m (32 in.) high vertical barrier with explicit reinforcement details as shown in Figure 6.1 • Raising the wall height to reflect an MSE wall configuration composed of two rows of 1.52 m (5 ft)
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125 B1B2B3B4B6 B5 Joint between Moment Slab (a) Three-dimensional view (b)
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126 0 1000 2000 3000 4000 5000 6000 7000 0 0.1 0.2 0.3 0.4 0.5 W ei gh t ( kN )
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127 6.2.1 Barrier Damage and Displacement The calculated impact force on the barrier was 248.21 kN (55.8 kips) at 0.0575 sec as shown in Figure 6.8.
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128 6.2.2 Loads and Displacements in Reinforcement Strips The load–time histories for selected strips in the upper layer of reinforcement are presented in Figure 6.13(a)
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B3 B4 Figure 6.10. Damage to the back of the concrete barrier (0.1 sec)
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130 0 0.5 1 1.5 2 Lo ad (k ips )
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131 2.5 3 B4-A-3rd B4-C-3rd 0 0.5 1 1.5 2 Lo ad (k ips )
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132 -0.06 -0.04 -0.02 0 0.02 0.04 0.06 0.08 0.1 0.12 D is pl ac em en t ( in)
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6.3 TL-3 Crash Test 6.3.1 10 ft High MSE Wall Construction and Test Installation An overall layout of the 3.05 m (10 ft) high MSE wall test installation is shown in Figure 6.22.
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3.05 m (10 ft) long precast barrier–coping sections were cast in place in three 9.14 m (30 ft)
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135 Selected reinforcement strips in the MSE wall were instrumented with strain gages to capture the tensile forces transmitted into the reinforcement during the full-scale crash test. A total of 14 strain gages were used.
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136 of reinforcement, and one strain gage was placed in the center of the panel between the two layers of reinforcement. An accelerometer was mounted behind and at the top of the barrier section immediately downstream of impact (which was shown in the simulation to experience the maximum load and displacement)
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137 Figure 6.27. Vehicle before test.
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138 yawed clockwise and came to rest 53.34 m (175 ft) downstream of impact and 1.83 m (6 ft)
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139 front bumper, hood, grill, radiator and support, fan, left front fender, left front and rear doors, left and right exterior bed, rear bumper, and tailgate. The windshield sustained stress cracks at the left lower corner, which radiated upward toward the roof and center.
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140 where Fi(t) = the impact force φ(t)
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141 (a) Longitudinal deceleration (b)
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142 (a) Acceleration (b)
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143 the range of 1.5 to −1.5 g. Examination of the impact events helps explain the barrier acceleration–time history.
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contact. The dynamic displacement associated with the initial impact of the barrier was 21.3 mm (0.84 in.)
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145 Table 6.3. Dynamic loads on the wall reinforcement.
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146 TL-3 B5 B4 B3 2 6 7 13 12 11 1 7 5 8 8 9 1 3 1 5 3 4 -2 3 1 4 5 3 1 2 1 1 3 0 -1 2 4 2 1 4 1 1 2 1 0 1 1 1 1 0 2 0 Figure 6.43. Permanent deflection of barrier and panels (units: mm)
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147 6.5 Comparison of Test and Simulation A comparison between the results of the TL-3 test and the numerical simulations was conducted to establish confidence in the simulation for use in the guideline development process. Because the numerical simulation was modeled prior to performing the TL-3 test, the differences between the TL-3 test and simulation are listed below.
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148 (a) Simulation (b)
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149 (a) Simulation (b)
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151 Figure 6.49. Inertia deceleration force and impact force on the barrier.
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