Reconstruction of Rollover Collisions

Orlowski, K F; Moffatt, Edward A.; Bundorf, R. Thomas; Holcomb, M. P.

doi:10.4271/890857

Cited by 38 publications

(10 citation statements)

References 5 publications

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“…In Equation 7, F 0 is the initial tripping force magnitude, F max is the maximum tripping force magnitude, ∆t trip is the trip duration and t is time. This type of tripping force characteristic may roughly correspond to that which would be produced by a vehicle furrowing into soil, with the force increasing as the depth of the furrowing increases [10,11]. The results reported in Figures 29, 31 and 33 were produced using the following two vehicle parameter sets:…”

Section: Trip Phase Motionmentioning

confidence: 99%

“…For each of these mechanisms, the magnitude and duration of the tripping force and the manner in which that force is applied through time will vary. The duration of the trip phase and the speed changes that occur as a result of the trip depend on the characteristics of the trip force [10]. To the extent that the characteristics of the tripping force affect the characteristics of the vehicle motion during the trip phase, each tripping mechanism will produce trip phase vehicle motion characteristic of that mechanism.…”

Section: Trip Phase Motionmentioning

confidence: 99%

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Factors Influencing Roof-to-Ground Impact Severity: Video Analysis and Analytical Modeling

Rose¹,

Beauchamp²,

Fenton³

2007

SAE Technical Paper Series

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This paper explores the dynamics of rollover crashes and examines factors that influence the severity of the roof-to-ground impacts that occur during these crashes. The paper first reports analysis of 12 real-world rollover accidents that were captured on video. Roll rate time histories for the vehicles in these accidents are reported and the characteristics of these curves are analyzed. Next, the paper uses analytical modeling to explore the influence that the trip phase characteristics may have on the severity of roof-to-ground impacts that occur during the roll phase. Finally, the principle of impulse and momentum is used to derive an analytical impact model for examining the mechanics of a roof-to-ground impact. This modeling is used to identify the influence of various impact conditions on the severity of a roof-to-ground impact.

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Section: Trip Phase Motionmentioning

confidence: 99%

Section: Trip Phase Motionmentioning

confidence: 99%

Factors Influencing Roof-to-Ground Impact Severity: Video Analysis and Analytical Modeling

Rose¹,

Beauchamp²,

Fenton³

2007

SAE Technical Paper Series

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“…Orlowski et al [26] discussed maneuvers, such as curb tripping and severe steer ing, which may lead to rollover. They discussed on-scene accident indicators such as pre-trip tire marks, speed at trip, number of rolls, and severity of car-to-ground impacts.…”

Section: Chapter 2 Literature Reviewmentioning

confidence: 99%

“…Reference [26] stated that an average deceleration rate may be estimated from the distance from the point of trip to the point of rest. Hight [7] estimated average decelerations of a vehicle rolling over to be 0.4 to 0.65 g. Other references ( [20], [27], [28]) cite average decelerations between 0.36 to 0.61 g.…”

Section: Chapter 2 Literature Reviewmentioning

confidence: 99%

“…Deleys and Brinkman [21] stated that the vast majority of rollovers occur within 30 ft (9.1 m) of the roadway and that relatively few occur or are initiated on the shoulder. Orlowski et al [26] stated that approximately twice as many vehicles roll over on dirt or sod as roll over on pavement. Harwin and Emery [35] stated that their CARS database showed that 61.7% of their accident data in rollover was generated off-road, specifically, in the ditch (23.3%), on flat soil (24.0%), or on an embankment or slope down (14.4%).…”

Section: Furrow Tripmentioning

confidence: 99%

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An investigation of the mechanics of rollover for cars and light trucks

Lund

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Am, a Dodge Coronet, an American Motors Gremlin, a Chevrolet Brookwood station wagon, and an Oldsmobile Toronado.) Four primary control input patterns, includ ing reverse steer, reverse steer and braking, a slalom maneuver, and a trapezoidal steer input, were varied in magnitude and timing. Variations on these basic maneu vers included steering actions of fixed, free, and return-to-zero operation, test speeds ranging from 25 to 45 mph, constant and closed throttle control, a range of steering input rates, and combinations of inputs. On board instrumentation measured speed, steering input angle, lateral acceleration, roll angle, roll angular rate, and yaw rate. The authors performed over 500 test runs varying the configuration and oper ation of each of the vehicles. The only vehicle which rolled over was the 1974 Ford Pinto, with its shock absorbers removed and with added roof weight, in the simple reverse steer maneuver in the speed range of 33-35mph. (This vehicle was used in more than 200 test runs, and later this rollover response could not be reproduced.) The authors stated that they could not devise a general test procedure for producing vehicle rollover under realistic flat-surface conditions. They found that they could not determine one set of operating values for speed, control input characteristics, etc., which would make all vehicle configurations roll over. But they did conclude that T/2h is closely related to vehicle rollover resistance (T is the vehicle's track width and h is the center of gravity height). Furthermore, they concluded that roll resis tance can be degraded by design and operational features such as worn suspension elements (shock absorbers), short travel distance for compression bump stop contact, and spiked application of brakes at conditions of maximum cornering. Rice et al. also simulated rollover using the Highway-Vehicle-Simulation Model

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