Rollover Crash Test Results: Steer-Induced Rollovers

Stevens, Don C.; Arndt, Stephen M.; Wayne, Leda; Arndt, Mark W.; Anderson, Robert L.; Manning, Joseph; Anderson, Russell

doi:10.4271/2011-01-1114

Cited by 10 publications

(3 citation statements)

References 11 publications

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“…The effective ground contact location during the rolling phase (h 2 ) showed the least amount of variation, likely because the idiosyncratic effects of high-severity ground impacts were lower in the lower-energy later portion of the rollover. The average vehicle deceleration late in the rollover ranged from 0.21 -0.40 in the 12 rollovers studied, which is in agreement with the analyses of previous investigators [1,3,17].…”

Section: Discussionsupporting

confidence: 91%

“…Data from a reconstructed real world rollover were published in tabular form by Anderson et al [1]. Digital data from five steer-induced rollover tests were provided to us by Stevens et al [17]. Data for three steer-induced rollover tests were obtained from direct collaboration with Asay et al [2] with additional analysis performed by the authors.…”

Section: Methodsmentioning

confidence: 99%

“…It has been observed in multi-rollover crash tests that the roll rate typically rises monotonically, usually peaks sometime in the early part the rollover, then decreases monotonically at a slower rate than it rose [1-2, 3, 6-7, 11, 13, 15, 17]. It has further been noted that the time of peak roll rate often coincides with a knee in the translational velocity vs. time curve, corresponding to a decrease in the vehicle's translational deceleration rate [1,3,17].…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

An Integrated Model of Rolling and Sliding in Rollover Crashes

Funk¹,

Wirth²,

Bonugli³

et al. 2012

SAE Technical Paper Series

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Rollover crashes are often difficult to reconstruct in detail because of their chaotic nature. Historically, vehicle speeds in rollover crashes have been calculated using a simple slide-tostop formula with empirically derived drag factors. Roll rates are typically calculated in an average sense over the entire rollover or a segment of it in which vehicle roll angles are known at various positions. A unified model to describe the translational and rotational vehicle dynamics throughout the rollover sequence is lacking. We propose a pseudocylindrical model of a rolling vehicle in which the rotational and translational dynamics are coupled to each other based on the average frictional forces developed during ground contacts. We describe the model as pseudo-cylindrical because vertical motion is ignored but the ground reaction force is not constrained to act directly underneath the center of gravity of the vehicle. The tumbling phase of a rollover is modeled in three distinct phases: an initial brief airborne phase between roll initiation and the first ground contact, an early phase in which relative sliding between the perimeter of the vehicle and the ground causes the roll rate to increase, and a later phase in which the vehicle rolls without sliding and the roll rate decreases. In the early phase, the average vehicle deceleration is higher and is governed by sliding friction. In the later phase, the average vehicle deceleration is lower and is governed by geometric factors. Model predictions were fit to data from 12 well-documented rollover crashes in order to derive empirical values for the model parameters. In 11 out of the 12 rollovers studied, the model predictions matched the actual results with good accuracy. The results validate the underlying physical principles of the model and provide data that can be used to apply the model to real world rollovers. The proposed model provides a physical basis for understanding vehicle dynamics in rollovers and may be used in certain cases to improve the accuracy of a rollover reconstruction.

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Section: Discussionsupporting

confidence: 91%