Search Results

An analysis of peak lumbar load data collected from the existing peer-reviewed literature on rear impact crash tests was performed. Values for peak lumbar tension/compression, peak lumbar sagittal forces, and peak lumbar flexion/extension moments were aggregated from each study. The trends in the accumulated data were analyzed as functions of the changes in velocity (delta-Vs) measured during the crash tests. The data were further analyzed to identify differences in trends found across variations in the testing conditions used across studies. These testing conditions included type of anthropometric test device (ATD) used, type of ATD pelvis used, ATD seating position, production year of seat used, type of seat used, and type of seat restraint used.

This paper presents an analysis on the position of driver eye height as a function of their standing height, weight, biological sex, seat back angle and seat bottom angle. Typically, eye heights are estimated based on standing height, or measured from a rigid seated position with a vertical seat back. While reasonably close, these estimated eye heights are generally not correct for individuals seated in deformable vehicle seats with non-vertical seat back angles. Thus, these measurements tend to overestimate the participants eye height in more ecologically probable scenarios, such as driver eye height while operating a vehicle. In this study, eye measurements were taken from a standing position and while seated on a rigid surface and then compared to the same participant’s eye height measured while seated on six different representative vehicle seats with seat back angles of 20, 25, and 30 degrees respectively.

The 2012 Kia Soul was manufactured with an Airbag Control Module (ACM) with an Event Data Recorder (EDR) function to record crash related data. However, 2013 is the first model year supported by the download tool and software manufactured for Kia vehicles and distributed by GIT America, Inc. Even with the same make and model, using the Kia EDR tool to image data from an unsupported model year calls into question whether some or any of the data has been properly translated. By way of example, a method for evaluating the usability of the crash related data obtained via coverage spoofing a 2012 Kia Soul is presented. Eight vehicle-to-barrier crash tests were conducted in a 2012 Kia Soul. The Kia EDR tool was utilized to retrieve crash data from the vehicle's EDR following each test by choosing the software translation settings for a 2013 Kia Soul. The recorded and translated crash data for those tests were analyzed and compared to on-board instrumentation.

Determination of vehicle speed at the time of impact is frequently an important factor in accident reconstruction. In many cases some evidence may indicate that the brake pedal of a striking vehicle was disengaged, and the vehicle was permitted to idle forward prior to impacting the target vehicle. This study was undertaken to analyze the kinematic response of various vehicles equipped with automatic transmissions while idling, with the transmissions in drive and the brake pedals disengaged. An array of sedans, SUV's and pickup trucks were tested under 3 roadway conditions (flat, medium slope and high slope). The vehicle responses are reported and mathematical relationships were developed to model the idle velocity profiles for flat and sloped roadway surfaces.

The accuracy of pre-crash data recorded in an Airbag Control Module (ACM) with Event Data Recorder (EDR) functionality has been studied and quantified for vehicles from several vehicle manufacturers. Most published research has involved vehicles with accessible data that can be downloaded via commercially available crash data retrieval equipment. Some Mitsubishi vehicles, including the 2009 Mitsubishi Lancer GTS, are capable of recording crash data that can be accessed only by the manufacturer. The accuracy of such data becomes important when it is intended to be used as part of a collision analysis. The pre-crash speed data recorded by a 2009 Mitsubishi Lancer vehicle was evaluated by generating artificial deployment events while running the vehicle on a 4-wheel dynamometer and simultaneously capturing data through the OBDII port. The tests were run at speeds up to approximately 145 kilometers per hour (90 miles per hour).

A study was conducted to assess the relative accuracy of two measurement techniques commonly used for vehicle measurements in damaged-based accident reconstruction. The traditional technique of hands-on measurement was compared with the use of photogrammetry for measurement of targeted damaged vehicles. Three undamaged vehicles were subjected to 4 impacts, resulting in 4 damaged areas (two front, one side and one rear). The study's intent was only to examine the accuracy of each measurement technique. The influence of other confounding independent variables such as selection of measurement location on the vehicle, reference line location, and definitions of what constitutes "damage," etc., were controlled for and minimized by using predefined measurement points on the vehicles and prescribed station lines. The points on each vehicle were measured using both techniques, and compared to baseline reference measurements obtained via a TOPCON GPT-7005i prismless imaging total station.

Recent models of General Motors (GM) and selected Ford vehicles may be equipped with an event data recorder (EDR) that records information in the airbag sensing and diagnostic module (GM-SDM) or restraint control module (Ford-RCM). These systems have become a resource to the accident reconstructionist in the analysis of collisions involving data recorder equipped vehicles, as typically the data can be downloaded via the Vetronix Crash Data Retrieval (CDR) System. The purpose of this paper is to investigate the use of the CDR System in pedestrian accidents. A series of impacts using a pedestrian dummy and SDM equipped vehicles were performed. After each test, the SDM was downloaded via the CDR system and the data evaluated. The dummy and vehicle kinematics were documented and the vehicle impact response was compared with the SDM recorded velocity change and impact speed.

A search of the automotive collision trauma literature reveals that over the last 35 years shows that there have been less than ten published Society of Automotive Engineers (SAE) articles describing the collision effects and resulting human occupant kinematics in low speed side impact collisions. The aim of this study was to quantify the occupant response for both male and female occupants for a battery of low-speed side impacts with various impact speeds and configurations. Eight volunteers were used in a series of twenty-five staged side impact collisions with impact speeds ranging from approximately 2 km/h to 10 km/h and impact configurations to the front, middle and rear side portions of the vehicle. A NHTSA FMVSS 301 moving barrier was used as the impacting vehicle. A stiff bumper was constructed to fit the front of the barrier and was attached at a normal passenger vehicle bumper height. Occupant and vehicle responses were monitored by accelerometers and high-speed video.

Pedestrian crash kinematics have been well documented for automobile versus pedestrian collisions. However, there is not significant amount of data concerning impact of pedestrians with a high profile vehicle. A series of pedestrian crash tests using full-sized vans was performed to add to the existing database of forward projection pedestrian collisions and to compare the crash test data to existing forward throw equations. The aim of this study was to examine the trajectory behavior of the pedestrian in a forward projection impact and the effect of different friction-value surfaces when applying a pedestrian model to the data. In performing the tests, the pedestrian dummy was stabilized using an 18.2 kg tensile strength monofilament wire hanging from a cantilever beam. The impacting vans were instrumented with a triaxial accelerometer triggered at impact with the dummy. Several testing surfaces were used, ranging from dry asphalt to a skidpad with > 1/16th inch depth of water.

Pedestrian collisions are primarily a disease of urban streets and intersections, where both pedestrian and automobile traffic are in high volume. City engineers and planners are plagued with the problem of mitigating the number of pedestrian/vehicle collisions while maintaining traffic flow. In an attempt to study the problem in depth, city engineers in Helsinki, Finland placed a camera in a bus station clock tower overlooking a busy downtown intersection in February of 1991. The camera was placed at the intersection to study pedestrian and vehicle behavior at the intersection and to quantify the speeds of the respective parties. Since its installation, the camera has witnessed fifteen pedestrian/vehicle accidents. Detailed measurements of the intersection were taken for analysis of the accidents. The intersection was also calibrated with the camera in place for use of the digitizing system.

Vehicle acceleration rates and driver perception/reaction times exist in the accident reconstruction literature. However, scant data are available characterizing drivers in “real-world” situations. This study analyzes the perception/reaction times of drivers and initial acceleration rates of vehicles at signal-controlled intersections in “real-world” situations. Collection and assessment of these data facilitate evaluation of human factors characteristics and safety-related issues at these intersections. The purpose of this paper is to employ a new methodology for obtaining and analyzing “real-world” driver data. These data were analyzed to determine perception/reaction time of drivers, from signal change to initial forward movement, and vehicle acceleration rates, from a stationary position.

Analysis and reconstruction of pedestrian accidents remains a difficult task for the accident analyst. Time-distance analyses rely on currently published pedestrian walking speed data. There is a lack of real-world data in the current literature that evaluates pedestrian perception/reaction to a signal change and acceleration to a steady-state walking velocity. This study was undertaken to evaluate the behavior and gait response of pedestrians at signal-controlled intersections. Real-world observations were made at eight intersections throughout the greater Los Angeles area with a concentration on adults and elderly adults. Of particular interest was the elapsed time between the illumination of a pedestrian walk sign and gait initiation. The rate of acceleration, steady state velocity and the number of steps required to reach a steady state velocity were also measured.