Search Results

The objective of this study was to analyze the validity of airbag control module data in semi-trailer rear underride collisions. These impacts involve unusual collision dynamics, including long crash pulses and minimal bumper engagement [1]. For this study, publicly available data from 16 semi-trailer underride guard crash tests performed by the Insurance Institute for Highway Safety (IIHS) were used to form conclusions about the accuracy of General Motors airbag control module (ACM) delta-V (ΔV) data in a semi-trailer rear underride scenario. These tests all utilized a 2009 or 2010 Chevrolet Malibu impacting a stationary 48’ or 53’ semi-trailer at a speed of 35 mph. Nine tests were fully overlapped collisions, six were 30% overlapped, and one was 50% overlapped [2]. The IIHS test vehicles were equipped with calibrated 10000 Hz accelerometer units. Event Data Recorder (EDR) data imaged post-accident from the test vehicles were compared to the reference IIHS data.

Electronic control units (ECU) from Kawasaki Ninja ZX-6R and ZX-10R motorcycles were tested in order to examine the capabilities and behavior of the event data recorders (EDR). All relevant hexadecimal data was downloaded from the ECU and translated using known and historically proven applications. The hexadecimal translations were then confirmed using data acquisition systems as well as the Kawasaki Diagnostic Software (KDS)1. Numerous tests were performed to establish the algorithms which cause the EDR to record data. Issues of sensor and power loss were analyzed and discussed. Additionally, data sets were studied that involved maximum deceleration from ABS brakes. Similarly, data sets that involved traction control intervention were studied and analyzed. It was determined that the EDR recording ‘trigger’ was caused by the activation of the tip-over sensor, which in turn shuts the engine off.

Various electronic control units from Kawasaki Ninja 300 motorcycles were tested in-situ in order to heuristically examine the capabilities and behavior of the event data recorders (EDR). The relevant hexadecimal data was downloaded from the ECU and translated using known and historically proven applications. The hexadecimal translations were then confirmed using data acquisition systems as well as the Kawasaki Diagnostic Software (KDS). Numerous tests were performed to establish the algorithms which cause the EDR to record data. It was determined that the EDR recording “trigger” was caused by the activation of the tip-over sensor, which in turn shuts the engine off. In addition, specific conditions must be met with regards to the rear wheel rotation prior to engine shut-down.

This research focuses on the use of Event Data Recorders (EDR) to assist in calculating speed loss or ΔV undergone by a motorcycle in a broadside type impact into a vehicle. If the struck vehicle has EDR data, this could be a useful tool in calculating motorcycle ΔV or corroborating motorcycle ΔV calculations from crush or other methodologies. Certain parameters critical to calculation of motorcycle ΔV must be considered, including the appropriate effective mass to use for the motorcycle/rider combination. This study used crash test data to determine a method of applying parameter values to accurately calculate motorcycle ΔV in a motorcycle-vehicle collision. In this study, three crash tests were performed in which a motorcycle with a dummy rider traveling in the range of 42 to 51 mph collided into the right front corner of a vehicle traveling between 5 and 16 mph.