Figure 1.
Coventry Very Light Rail (CVLR) demonstrator vehicle.
Figure 1.
Coventry Very Light Rail (CVLR) demonstrator vehicle.
Figure 2.
Pedestrian impact scenario, CEN/TR 17420. Diagrams of pedestrians located at (a) 15% TW; (b) 50% TW.
Figure 2.
Pedestrian impact scenario, CEN/TR 17420. Diagrams of pedestrians located at (a) 15% TW; (b) 50% TW.
Figure 3.
Pedestrian impact scenario, CEN/TR 17420. Diagrams demonstrating the required geometries to meet requirements for optimised front-end geometry for (a) frontal curvature; and (b) vertical rake profile.
Figure 3.
Pedestrian impact scenario, CEN/TR 17420. Diagrams demonstrating the required geometries to meet requirements for optimised front-end geometry for (a) frontal curvature; and (b) vertical rake profile.
Figure 4.
Hybrid-III (H-III) anthropometric test dummy.
Figure 4.
Hybrid-III (H-III) anthropometric test dummy.
Figure 5.
An image of the structure of the CVLR vehicle (left) and the concept structure that meets CEN/TR 17420 test immunity requirements (right).
Figure 5.
An image of the structure of the CVLR vehicle (left) and the concept structure that meets CEN/TR 17420 test immunity requirements (right).
Figure 6.
Acceleration–time graph of the head, Experiment A, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 6.
Acceleration–time graph of the head, Experiment A, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 7.
Acceleration–time graph of the head, Experiment A, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 7.
Acceleration–time graph of the head, Experiment A, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 8.
Displacement–time graph of pelvic part of the ATD, Experiment A, 50% TW position.
Figure 8.
Displacement–time graph of pelvic part of the ATD, Experiment A, 50% TW position.
Figure 9.
Acceleration–time graph of the head, Experiment B, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 9.
Acceleration–time graph of the head, Experiment B, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 10.
Acceleration–time graph of the head, Experiment B, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 10.
Acceleration–time graph of the head, Experiment B, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 11.
Displacement–time graph of the pelvic part of the ATD, Experiment B, 50% TW position.
Figure 11.
Displacement–time graph of the pelvic part of the ATD, Experiment B, 50% TW position.
Figure 12.
Acceleration–time graph of the head, Experiment C, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 12.
Acceleration–time graph of the head, Experiment C, 15% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 13.
Acceleration–time graph of the head, Experiment C, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 13.
Acceleration–time graph of the head, Experiment C, 50% TW position (highlighted area beneath curve demonstrates the data employed to calculate the HIC15 value).
Figure 14.
Displacement–time graph of pelvic part of the ATD, Experiment C, 50% TW position.
Figure 14.
Displacement–time graph of pelvic part of the ATD, Experiment C, 50% TW position.
Figure 15.
CVLR vehicle and H-III ATD at (a) initial contact and (b) end of contact, Experiment A, 50% TW position (vehicle travelling from left to right).
Figure 15.
CVLR vehicle and H-III ATD at (a) initial contact and (b) end of contact, Experiment A, 50% TW position (vehicle travelling from left to right).
Figure 16.
CVLR vehicle and H-III ATD at (a) initial contact, and (b) head contact, Experiment B, 50% TW position (vehicle travelling from left to right).
Figure 16.
CVLR vehicle and H-III ATD at (a) initial contact, and (b) head contact, Experiment B, 50% TW position (vehicle travelling from left to right).
Figure 17.
Position of the ATD relative to the vehicle, approximately 90 ms after the end of the primary collision (Experiment C, 50% TW) (vehicle travelling from bottom to top).
Figure 17.
Position of the ATD relative to the vehicle, approximately 90 ms after the end of the primary collision (Experiment C, 50% TW) (vehicle travelling from bottom to top).
Figure 18.
ATD in early contact with the vehicle, Experiment C, 15% TW (vehicle travelling from left to right).
Figure 18.
ATD in early contact with the vehicle, Experiment C, 15% TW (vehicle travelling from left to right).
Figure 19.
Contact between the head of the ATD and the vehicle, Experiment C, 50% TW.
Figure 19.
Contact between the head of the ATD and the vehicle, Experiment C, 50% TW.
Figure 20.
Images showing (a) the envelope for the vehicle frontal profile, category M3 vehicles (EU 2019/1892), and the CVLR vehicle fitting within the envelope in (b) isometric view; (c) side-on view; and (d) top-down view.
Figure 20.
Images showing (a) the envelope for the vehicle frontal profile, category M3 vehicles (EU 2019/1892), and the CVLR vehicle fitting within the envelope in (b) isometric view; (c) side-on view; and (d) top-down view.
Table 1.
The mean and standard deviation values for the normal distribution of AIS categories, based on the natural logarithm of HIC15 values.
Table 1.
The mean and standard deviation values for the normal distribution of AIS categories, based on the natural logarithm of HIC15 values.
AIS Category | AIS Category Description | Mean | Standard Deviation |
---|
AIS2+ | Moderate-to-fatal injury | 6.96352 | 0.84664 |
AIS3+ | Serious-to-fatal injury | 7.45231 | 0.73998 |
AIS4+ | Severe-to-fatal Injury | 7.65605 | 0.60580 |
Table 2.
Minimum lateral and vertical rake angles for optimised front-end geometry (CEN/TR 17420) compared to CVLR angles at the same point.
Table 2.
Minimum lateral and vertical rake angles for optimised front-end geometry (CEN/TR 17420) compared to CVLR angles at the same point.
Geometric Feature | Relative Position | Minimum Angle (°) | CVLR Angle (°) |
---|
Lateral rake angle (α) | 15% TW | 15 | 3.4 |
50% TW | 30 | 11.1 |
75% TW | 60 | 14.3 |
Vertical rake angle (β) | 1.75 m Height | 10 | 30.1 |
Table 3.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment A.
Table 3.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment A.
Test Criteria | Value | CEN/TR 17420 Conformity |
---|
15% TW—HIC15 [No Units] | 15.9 | Pass |
50% TW—HIC15 [No Units] | 9.5 | Pass |
50% TW—Lateral displacement [mm] | 53.8 | Fail |
Table 4.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment B.
Table 4.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment B.
Test Criteria | Value | CEN/TR 17420 Conformity |
---|
15% TW—HIC15 [No Units] | 120.2 | Pass |
50% TW—HIC15 [No Units] | 81.1 | Pass |
50% TW—Lateral displacement [mm] | 111.4 | Fail |
Table 5.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment C.
Table 5.
A summary of the HIC15 results—with the pedestrian stood at 15% TW and 50% TW positions, and the lateral displacement results for the pedestrian stood at 50% TW position—for Experiment C.
Test Criteria | Value | CEN/TR 17420 Conformity |
---|
15% TW—HIC15 [No Units] | 9.3 | Pass |
50% TW—HIC15 [No Units] | 63.7 | Pass |
50% TW—Lateral displacement [mm] | 592.7 | Fail |
Table 6.
Injury probabilities for HIC15 values using results from Experiment B, based on the Abbreviated Injury Scale (AIS).
Table 6.
Injury probabilities for HIC15 values using results from Experiment B, based on the Abbreviated Injury Scale (AIS).
HIC15 Value | AIS2+ | AIS3+ | AIS4+ |
---|
120.2 | 0.51% | 0.02% | 0.00% |
81.1 | 0.12% | 0.0018% | [Minimal] |
Table 7.
Comparison of injury probabilities for HIC15 values of 700 and 1000, based on the Abbreviated Injury Scale (AIS).
Table 7.
Comparison of injury probabilities for HIC15 values of 700 and 1000, based on the Abbreviated Injury Scale (AIS).
HIC15 Value | AIS2+ | AIS3+ | AIS4+ |
---|
700 | 31.31% | 11.16% | 3.41% |
1000 | 47.37% | 23.09% | 10.84% |
Table 8.
Properties and dimensions of the CVLR vehicle compared to conventional buses and light rail vehicles.
Table 8.
Properties and dimensions of the CVLR vehicle compared to conventional buses and light rail vehicles.
Characteristic | CVLR Demonstrator Vehicle | Tram (CAF Urbos 3, Edinburgh) | Bus (Alexander Dennis Enviro200 [11.8 m]) |
---|
Length | 11.00 m | 42.90 m | 11.80 m |
Width | 2.65 m | 2.65 m | 2.44 m |
Height | 3.18 m | 3.40 m | 2.86 m |
Unloaded mass | 11 Tonnes | 56 Tonnes | 14.4 Tonnes |
Passenger capacity | 56 (20 seated) | 250 (78 seated) | 46 (all seated) |
Railform | Standard-gauge | Standard-gauge | N/A (road vehicle) |