Motorcycle Collision Experiments

Severy, Derwyn M.; Brink, Harrison M.; Blaisdell, David M.

doi:10.4271/700897

Cited by 19 publications

(8 citation statements)

References 5 publications

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“…There are no similar analytical approaches for speed estimation in frontal collisions of motorcycles and scooters with cars. There has been significant research [9][10][11][12][13] involving barrier and staged collisions of motorcycles and scooters from the initial work of Severy et al [9] in the late 1960s. However, these data have not been examined from an analytical perspective with a view to the development of a comprehensive collision speed estimate technique for frontal motorcycle-to-car and scooterto-car collisions.…”

Section: Introductionmentioning

confidence: 99%

Motorcycle-to-car and scooter-to-car collisions: speed estimation from permanent deformation

Wood¹,

Glynn²,

Walsh³

2009

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper proposes from fundamental mechanics that the specific energy ( E/ M) absorption characteristics of motorcycles and scooters in frontal impacts are similar where the primary load path is through the front wheel and fork assembly. Examination of 43 barrier test results for 14 different model types of motorcycle and scooter over the impact speed range from 10km/h to 76km/h shows that the specific energy versus wheelbase shortening characteristics are similar and that a single specific collision energy ( E/ M) regression equation with its associated statistical distribution ( r2=0.845) can be used to represent the motorcycle and scooter populations in frontal impact for wheelbase shortening up to 0.45m where the front-fork and front-wheel assemblies remain intact, albeit deformed. Data from 31 staged tests where motorcycles or scooters impacted stationary cars at 90° are used to obtain the energy absorption characteristics of the sides of cars subject to frontal motorcycle or scooter impact. These two regressions are used to estimate collision energy Eca from the permanent deformation or penetration depth of the collision partners, which, when substituted into the standard impact energy loss equation with the appropriate collision partner masses, yields an estimation of collision speed Vccs. This procedure for calculating collision closing speed Vccs is validated against 13 staged tests (six 90° impacts against stationary cars and seven angled impacts at angles up to 45° from the normal, four of which were against moving cars) and shows that the predicted Vccs speeds bound the actual speeds with a standard deviation of 11.2km/h for collision closing speeds up to 122km/h.

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Section: Introductionmentioning

confidence: 99%

Motorcycle-to-car and scooter-to-car collisions: speed estimation from permanent deformation

Wood¹,

Glynn²,

Walsh³

2009

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Another example of motorcycle crash tests conducted in the late 1960s and reported in a scientific technical paper is given by Severy et al [6]. A series of seven fullscale collision experiments was carried out, each with a motorcycle and rider striking the side of a passenger car.…”

Section: Motorcycle Crash Tests -An Overview F a Berg P Rücker And Jmentioning

confidence: 98%

Motorcycle crash tests — an overview

Berg¹,

Rücker²,

König³

2005

International Journal of Crashworthiness

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“…Barrier impact tests by Severy [19], in the 1960s, indicated that impact speed was related to motorcycle wheelbase shortening. Since then a number of researchers, including Limpert [12] and Schmidt [17] have proposed empirical relations between impact speed and either motorcycle wheelbase shortening or the combination of wheelbase shortening and the crush depth of the car.…”

Section: Introductionmentioning

confidence: 98%

Physical and empirical models for motorcycle speed estimation from crush

Wood¹,

Glynn²,

O’Dea

et al. 2014

International Journal of Crashworthiness

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This paper presents a new physical model for estimating motorcycle speed in motorcycle to car collisions from the motorcycle wheelbase reduction and car deformation depth. This model combines previously published specific energy characteristics of motorcycles and scooters derived from barrier tests with a motorcycle to car interface ForceÀBalance approach to estimate the collision energy absorbed by the car. This ForceÀBalance approach and three previously published models for motorcycle speed estimation are compared using a data-set of 107 published staged collisions, over a collision speed range of 30À122 kph. The ForceÀBalance model and a previously published empirical model were shown to compare well with the available staged tests, with statistically insignificant mean residuals of 0.8 and 0.7 kph for the predicated speed when compared with actual speeds. The corresponding standard errors were 10.3 and 11.2 kph, respectively. Two other previously published physical models were shown to significantly under-predict speed, with mean residuals of 5.6 and 19.5 kph, respectively, with corresponding standard errors of 9.5 and 11.8 kph. An analysis of impacts into hard and soft areas of the car sides show that the presented ForceÀBalance model is robust when applied to both soft and hard impact locations, while the empirical approach is shown to be robust for soft impact locations but under-predicts collision speed by a mean of 3 kph for hard impact locations.

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Motorcycle Collision Experiments

Cited by 19 publications

References 5 publications

Motorcycle-to-car and scooter-to-car collisions: speed estimation from permanent deformation

Motorcycle-to-car and scooter-to-car collisions: speed estimation from permanent deformation

Motorcycle crash tests — an overview

Physical and empirical models for motorcycle speed estimation from crush

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