Accident Reconstruction for Rear Pole Impacts of Passenger Cars

Nordhagen, Ronald P.; Warner, Mark H.; Perl, Thomas R.; Kent, Richard W.

doi:10.4271/2006-01-0899

Cited by 3 publications

(5 citation statements)

References 1 publication

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“…During a collision with a narrow obstacle, longitudinals, which should primarily absorb the energy during the collision, are not hit, as stated by Struble [ 31 ] The results confirmed that the number of measurement points should be chosen with respect to the deformation characteristics as described by, e.g. Nordhagen et al [ 27 ], but the use of measurement points could not be evaluated validly since the CRASH3 algorithm is generally less suitable for calculating EES after a collision with a narrow obstacle [ 16 , 18 , 36 , 37 ].…”

Section: Discussionsupporting

confidence: 62%

“…So even though the variation of the b 0 value did not result in significant differences in the EES value, use of the b 0 value should respect the vehicle stiffness considering class, technological obsolescence, or degree of corrosion. These factors were defined as influencing vehicle stiffness including b 0 also by [ 2 , 20 , 26 , 27 , 33 ], but not based on statistical analysis.…”

Section: Discussionmentioning

confidence: 99%

“…The measurement of vehicle damage width includes both direct and induced damage [ 26 ]. Authors in the past [ 2 , 20 , 26 , 27 ] also used different approaches to measuring the deformation width. The width of deformation used to be measured between marginal damage points the or the entire width of front part.…”

Section: Introductionmentioning

confidence: 99%

“…In case of partial offset crashes, the deformation is often measured from the margin of the deformation area to the edge of the vehicle (see e.g. [ 2 , 20 , 26 , 27 ]). As described by Nordhagen et al [ 27 ], various models are used because not all are universally applicable and rely on the crash circumstances and methodology.…”

Section: Introductionmentioning

confidence: 99%

“…[ 2 , 20 , 26 , 27 ]). As described by Nordhagen et al [ 27 ], various models are used because not all are universally applicable and rely on the crash circumstances and methodology. It is important that the crush measurement methodology match the model used.…”

Section: Introductionmentioning

confidence: 99%

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What should I use to calculate vehicle EES?

Moravcová,

Bucsuházy,

Zůvala

et al. 2024

PLoS ONE

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Comprehensive crash analysis includes calculating impact speed, which requires the determination of kinetic energy expended on the deformation of the vehicle’s structural elements at the point of contact during a collision. The accuracy of the input data affects the resulting analysis of the crash. Therefore, this article aims to analyse selected factors influencing the determination of Energy Equivalent Speed (EES) determination using the CRASH3 algorithm: the extent of damage using defined measurement points, deformation width, and also limit speed b0. The variables were varied depending on selected factors such as the extent of damage, the type of collision (overlap), and also vehicle type (vehicle category classification). The presented study concluded that using 2 equally spaced measurement points to define the deformation profile should not be recommended in forensic practice when using CRASH3 algorithm. Using 7 measurement points seems more appropriate in case of equal spacing, even though the differences in calculated EES are not high when using 5 or 6 measurement points, especially with respect to the inaccuracy/technically acceptable tolerance of the EES value determination. The resulting EES is significantly influenced by variation of the deformation width. The used b0 range had a significant effect on the resulting EES value only in the case of SUVs. These vehicles show higher stiffness, which supposes the use of lower b0 values should not be recommended.

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Section: Discussionsupporting

confidence: 62%

Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

What should I use to calculate vehicle EES?

Moravcová,

Bucsuházy,

Zůvala

et al. 2024

PLoS ONE

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Crashworthiness among side pole testing

Fuerbeth¹

2022

International Journal of Crashworthiness

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Snowmobile Pole Crash Tests

Paquette¹,

Griffiths²,

Wong³

et al. 2021

SAE Int. J. Adv. & Curr. Prac. in Mobility

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<div class="section abstract"><div class="htmlview paragraph">Instrumented crash tests are a valuable source of information for collision reconstruction, as the collected data allows for a better understanding of the dynamics and severity of real-world collisions. Numerous published crash tests exist for automobiles, motorcycles, and heavy vehicles; however, none of the published crash testing has involved snowmobiles. This paper presents the results of six snowmobile crash tests to begin to fill the gap in the literature. In five tests, the test snowmobile was accelerated forward into a pole, made from a tree trunk 33 cm in diameter. In the last test, two snowmobiles collided head-on into each other.</div><div class="htmlview paragraph">Prior to testing, each snowmobile was weighed and scanned using a Faro 3D scanner. All of the snowmobiles were instrumented to collect speed and acceleration data during the tests. Each snowmobile was scanned after the test, which allowed for measurements of the extent of crush from impact.</div></div>

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Accident Reconstruction for Rear Pole Impacts of Passenger Cars

Cited by 3 publications

References 1 publication

What should I use to calculate vehicle EES?

What should I use to calculate vehicle EES?

Crashworthiness among side pole testing

Snowmobile Pole Crash Tests

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