A response surface approach to front-car optimisation for minimising pedestrian head injury levels

Zhao, Yunfeng; Rosala, G. F.; Campean, Felician; Day, Andrew J.

doi:10.1080/13588260903094392

Cited by 18 publications

(18 citation statements)

References 11 publications

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“…The difference in HIC values between the child and the adult especially for the first case is notable. This is expected as similar findings were reported in literature [3,30], thus, indicating a multiobjective optimisation strategy. However, in this work, combined optimisation (C-Opt) is employed (n ¼ 50).…”

Section: Unconstrained Optimisationsupporting

confidence: 86%

“…Typically, some reasonable amount of error is expected due to the highly non-linear nature of the crash scenario owing to the numerous possibility of the pedestrian post impact fall pattern [3,30]. Thus an allowance is made where a practical error margin of AE100 HIC is given when judging the acceptability of the response surface models in comparison to the observed values of the HIC.…”

Section: Unconstrained Optimisationmentioning

confidence: 97%

“…In the determination of injury severity, a study of pedestrian post kinematics show that vehicle front-end geometry affects child pedestrians differently than adults. Difficulties, therefore, are encountered in mitigation efforts involving both the pedestrian groups [3,12,21,30]. Another consideration is that majority of these studies are done using the multi-body dynamics environment which offers the advantage of fast modelling and processing speed coupled with model simplicity [5,16].…”

Section: Introductionmentioning

confidence: 99%

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Optimisation of vehicle front-end geometry for adult and pediatric pedestrian protection

Kausalyah

Shasthri

Kadri

et al. 2014

International Journal of Crashworthiness

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This study proposes a method of achieving an optimised vehicle front-end profile for improved protection for both adult and child pedestrian groups, which at the same time is able to avoid designs that may cause Run-over scenarios. A hybrid model of a seven-parameter vehicle front-end geometry and a pedestrian dummy is used. Latin Hypercube sampling is utilised to generate a Plan of Experiments for the adult and child pedestrian cases. Head injury criteria results from the simulations that are tabulated as the response functions. The radial basis function method is used to obtain mathematical models for the response functions. Optimised front-end geometries are obtained using the Genetic Algorithm method. The optimised vehicle front-end profile for the adult pedestrian is shown to be different from that of the optimised profile for the child pedestrian, and optimised profiles are shown to be not mutually applicable for safety. Furthermore, Run-over scenario is observed in child pedestrian optimised profiles, where its occurrence invalidates the optimisation. A simple weighting method is used to optimise the geometry for both adult and child pedestrian groups. The Run-over occurrences are mapped using Logistic Regression and is subsequently used as a constraint for optimisation. The final optimised model is shown to achieve a safe vehicle front-end profile which equally caters for both adult and child pedestrians while simultaneously avoiding Run-over scenarios.

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Section: Unconstrained Optimisationsupporting

confidence: 86%

Section: Unconstrained Optimisationmentioning

confidence: 97%

Section: Introductionmentioning

confidence: 99%

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Optimisation of vehicle front-end geometry for adult and pediatric pedestrian protection

Kausalyah

Shasthri

Kadri

et al. 2014

International Journal of Crashworthiness

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“…Firstly, pedestrian accident could be reduced by achieving a shared traffic safety culture (Dula & Galler, 2007), that is increasing the awareness of risks and willingness to prevent injuries for all road users (Ek, Akselsson, Arvidsson, & Johansson, 2007). Secondly, pedestrian protection could be enhanced by designing front-end car geometry that minimizes the injury outcomes (van Hoof, de Lange, & Wismans, 2003; Zhao, Rosala, Campean, & Day, 2010). Finally, administrations could promote policies and standards to increase the intuitiveness of road signage and the pedestrian’s awareness of the traffic flow condition.…”

mentioning

confidence: 99%

The Influence of Traffic Signal Solutions on Self-Reported Road-Crossing Behavior

et al. 2014

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Injury to pedestrians is a major safety hazard in many countries. Since the beginning of the last century, modern cities have been designed around the use of motor vehicles despite the unfavourable interactions between the vehicles and pedestrians. This push towards urbanization resulted in a substantial number of crashes and fatalities involving pedestrians every day, all over the world. Thus, improving the design of urban cities and townships is a pressing issue for modern society. The study presented here provides a characterization of pedestrian safety problems, with the emphasis on signalized crosswalks (i.e. traffic signal) design solutions. We tested the impact of seven different traffic light configurations (steady [green, yellow, and red], flashing [green, yellow, and red], and light off) on pedestrian self-reported road-crossing behavior, using a 11-point scale -ranging from 0 ("I never cross in this situation") to 10 ("I always cross in this situation"). Results showed that mandatory solutions (steady green vs. steady red) are the best solutions to avoid unsafe pedestrian behaviors while crossing controlled intersections (frequency of crossing: Mgreen = 9.4 ± 1 vs. Mred = 2.6 ± 2). These findings offer important guidelines for the design of future traffic signals for encouraging a pedestrian/transit-friendly environment.

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“…The advent of Multi-body (MB) modelling technique, though initially developed for studying the gross motion of occupant models during vehicle impact, has evolved to include pedestrian models as well [11]. The advantage of fast modelling and processing speed coupled with model simplicity, despite some limitations in its application, has enabled more exhaustive multi-parametric optimization studies to be carried out [12][13][14]. Nevertheless, some drawbacks such as the non-deformable nature of the models, curtail the broader application of the exclusive usage of this method.…”

Section: Introductionmentioning

confidence: 99%

Development of Economical Vehicle Model for Pedestrian-Friendly Front-End Profile Study

Venkatason

Shasthri

Kadri

et al. 2014

Int. j. simul. model.

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An economical and deformable, hybrid model is developed for studying the effect of vehicle geometry on pedestrian fall kinematics and associated head injury. A simplified structure consisting of Finite Element surfaces and a Multi-body windshield is built using a series of iterative and non-iterative steps. The primary focus is not so much the stiffness characteristics of the structure, but rather the fall pattern and kinematic data of the pedestrian due solely to the vehicle front-end shape. Comprehensive validation is carried out whereby the fidelity of the model is reviewed for pedestrian crash kinematics and injury criteria as well as piecewise vehicle parts impact tests. The model is shown to hold up acceptably well against benchmarked values especially for the former, whereby very close head injury criteria values are obtained at identical impact locations. The model's notable features are its economical computational processing time and ease of modification.

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A response surface approach to front-car optimisation for minimising pedestrian head injury levels

Cited by 18 publications

References 11 publications

Optimisation of vehicle front-end geometry for adult and pediatric pedestrian protection

Optimisation of vehicle front-end geometry for adult and pediatric pedestrian protection

The Influence of Traffic Signal Solutions on Self-Reported Road-Crossing Behavior

Development of Economical Vehicle Model for Pedestrian-Friendly Front-End Profile Study

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