2 edition of Occupant response and vehicle acceleration in a 30 mph frontal impact test found in the catalog.
Occupant response and vehicle acceleration in a 30 mph frontal impact test
D. H Hand
by The Administration, National Technical Information Service [distributor in Washington, D.C, Springfield, Va
Written in English
|Other titles||1981 Ford Custom Explorer Styleside-Pickup|
|Statement||D.H. Hand ; prepared for U.S. Department of Transportation, National Highway Traffic Safety Administration|
|Contributions||United States. National Highway Traffic Safety Administration, Approved Engineering Test Laboratories|
|The Physical Object|
|Pagination||1 v. (various pagings) :|
The frontal impact represents complete vehicle tests at 0 degree angle and 40% overlap using the EuroNCAP deformable barrier of varying speed: 64 km/h down to approximately 56 km/h and 39 km/h, respectively. The acceleration level of the crash pulse at 64 km/h reaches approximately : Merete Östmann, Lotta Jakobsson. It sets forth the principles of engineering mechanics and applies them to the issue of crashworthiness. It explores the three primary elements of crashworthiness, which are vehicle, occupant, and restraints, and illustrates their dynamic interactions through analytical models, experimental methods, and test data from actual crash tests.
Human volunteer kinematic response to low speed rear-end collisions was investigated. Nominal 16 kph (10 mph) car-to-car impacts were conducted, using human volunteers and anthropometric dummies. The human volunteers were both male and female, aged 27 to 58 years, with various degrees of cervical and lumbar spinal degeneration (documented by. between the occupant and the impacting vehicle or object. By comparison. it is reported that the front ofthe vehicle can absorb up to five times as much energy as the side structure before injury occurs to the occupants of the vehicle.
Studies Regarding Occupant Kinematics in the Vehicle at the Frontal and Rear Impact. Article Preview. Abstract: In this paper is presented the analysis of the behavior of occupants inside a vehicle during road events, methods and means of biomechanics. Also, to analyze the behavior of the occupants were taken into account research methods Cited by: 1. When holding vehicle mass, crash speeds, occupant variables and their interactions constant, the subjects’ head accelerations were nearly three times higher in rear impact crash vectors vs. frontals. The resulting occupant kinematics were more complex in the rear impact crash, which also might explain some of the reported differential injury.
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Occupant response and vehicle acceleration in a 30 MPH frontal impact test - Ford R Ranger Styleside - pickup - NHTSA [Washington, D.C.]: U.S. Dept. of Transportation, National Highway Traffic Safety Administration ; Springfield, Va.: National Technical Information Service [distributor], (OCoLC) Material Type.
Get this from a library. Occupant response and vehicle acceleration in a 30 MPH frontal impact test Winnebago Trekker-truck-NHTSA [D H Hand; United States. National Highway Traffic Safety Administration.; National Technical Systems (Firm)]. H Hand has written: 'Occupant response and vehicle acceleration in a 30 MPH frontal impact test Winnebago Trekker-truck-NHTSA ' -- subject(s): Crash injuries, Crashworthiness, Trucks.
Zhou Qing FACS Lecture 2 Vehicle Frontal Impact Response and Occupant Ride-Down 1. Vehicle crash pulse 2. Vehicle and occupant kinematics 3. Occupant ride-down analysis 4. Crash pulse characterization 5. Design for matching responses between vehicle and occupant.
This study develops a vehicle occupant model using the multibody dynamics method to investigate the dynamic response of the occupant in a frontal impact. The kinematics and dynamic equations of motion of the multibody system are established using Kane’s equations and the geometric and accounting procedures developed by Huston and Passerello Cited by: This paper presents an estimate of the probability of serious occupant injury in frontal crashes based on two vehicle acceleration-based metrics: the 10 ms peak acceleration and the 50 ms peak acceleration.
Both of these metrics are used to evaluate injury potential in crash test involving roadside hardware, such as guardrail. For this study. Optimization of Vehicle Deceleration to Reduce Occupant Injury Risks in Frontal Impact Article in Traffic Injury Prevention 15(1) January with Reads How we measure 'reads'.
Glass() examined 86 vehicles in 48 km/h (30 mph) and 56 km/h (35 mph)full-frontal rigid barrier tests using a point-by-point averaging of the time histories to determine peak deceleration, change in velocity, and crash pulse time duration by vehicle class and test speed.
For 48 km/h tests averaged across all vehicles classes, the peak Cited by: 6. Each rigid pole test is conducted at one of four locations across the front of the vehicle and at impact speeds of 10 mph, 20 mph, or 30 mph.
The flat barrier tests are conducted at 10 mph, 15 mph, 20 mph, and 30 mph. The vehicle crush and acceleration pulses resulting from the pole tests are compared to those resulting from the barrier by: Crashes resulting in a change in velocity of mph of the struck vehicle cause a g acceleration of the occupant’s chest and an g acceleration of the occupant’s head.
The difference between the head and chest acceleration is g. This resulted in the symptoms of strains and headaches. Low Speed Rear End Impacts: Vehicle and Occupant Response Davis CG Background: There is a controversy regarding likelihood of injuries sustained when one car strikes another at a relatively low speed with little or no vehicle damage.
Plaintiffs often claim injuries while defendants counterclaim that injuries could not have occurred with such a relatively [ ]. The Effect of Pre-Crash Velocity Reduction on Occupant Response Using a Human Body Finite Element Model Article in Traffic Injury Prevention 18(5) January with 49 Reads.
vehicle collision, when the vehicle finally strikes an object, occurs last. potential for injury decreases with a greater number of impacts, as there is less energy with each successive impact.
first impact is the body collision, in which the occupant strikes the inside of the vehicle when he brakes suddenly to avoid the collision. The vehicle crash acceleration curve is an important measured data which can represents a time history response of a vehicle during an impact test.
To investigate the crash acceleration curve not only can realize the dynamic response and energy change of the impact process, but also able to assess the severity of occupant injury during a : Tso Liang Teng, Cho Chung Liang, Chien Jong Shih, Da An Fung.
As an example, Brault et al 14 reported 29% minor injury and short-term symptom rate among 42 subjects in the driver's position who were exposed to a rear impact speed change of mph, and a 39% injury and short-term symptom rate among 39 of the same subjects subjected to a 5-mph speed change (3 subjects declined further testing after the Author: Arthur C.
Croft, T. Randall Eldridge. Both the restraint energy absorbed by the restraints and the ride-down energy absorbed by the structure through restraint coupling were studied in time and displacement domains using crash test data and a simple vehicle-occupant model.
Using the vehicle and occupant accelerometers and/or load cell data from the 31 mph barrier crash tests, the Cited by: In the frontal impact motor vehicle collision, the driver will continue to move forward at _____ the vehicle is traveling. The same speed as A child who is about to be hit by a vehicle generally turns ________ the oncoming vehicle.
A note on Head Acceleration During Low Speed Rear-End Collisions Oren Masory vehicle’s acceleration and the occupant’s head acceleration as shown in Figure 3. higher impact speeds, 30 mph, are reported in . The test vehicles in this case were two standardFile Size: 97KB.
SIMULATED OCCUPANT RESPONSE TO SIDE-IMPACT COLLISIONS. Occupant response to side-impact collisions is studied with a mathematical vehicle/occupant model, the MVMA Two-Dimensional Crash Victim Simulator.
A primary goal is the investigation of head Cited by: 1. offset collision. Different cases of vehicle dynamics control systems have been used to show their effect on the occupant dynamic response.
The occupant deceleration and the occupant's chest and head rotational acceleration are used as injury criteria. Car occupant safety in frontal crashes: a parameter study of vehicle mass, impact speed, and inherent vehicle protection the passenger car involvement in fatal crashes varied between and per registered vehicles in the U.S.
in the period of – a kg vehicle mass increase; 3. a 5 mph impact speed reduction; by: Frontal Impact Crash Testing. In the NCAP frontal impact test setup, a test vehicle is directed into a.
rigid barrier at a speed of 56 km/h perpendicular to the barrier face. Vehicle instrumentation is comprised of accelerometers positioned. Alternative Approaches to Occupant Response Evaluation in Frontal Impact Crash Testing.
Timothy Keon File Size: 6MB.by several researchers. Low‐impact frontal and side sled tests simulating acceleration at the pre‐crash phase were conducted by Ejima et al. [8‐10], and whole body kinematics and muscle activation were evaluated in terms of various accelerations, vehicle equipment and volunteer’s Size: 1MB.