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The forces applied through the steering column were measured during low speed rear-end crash tests with human subjects where the delta V ranged from 8.5 to 11.6 km/h. Control tests measured the steering column forces without occupant contact. Each occupant was subjected to at least one test where they were unaware at the time of impact, and one test where they were braced and aware of the impending collision. Test results showed that, in the unaware tests, none of the subjects maintained a controlled grip on the steering wheel. All subjects reestablished a controlled grip on the steering wheel between approximately 0.5 and 2 seconds following impact. Results of the control test allowed for discrimination between the inertial loading from the steering wheel and the loading applied to the steering wheel by the upper extremities for unaware subjects during the initial tensile phase of the steering column loading.

Six human volunteer subjects were used to analyze the effects of normal braking compared to forceful braking in non-impact stationary, non-impact dynamic, and vehicle-to-vehicle impact conditions. For the non-impact conditions, each volunteer performed normal and hard braking maneuvers with the vehicle stationary and in motion. Vehicle dynamics and occupant kinematics were measured during impacts and brake pedal force and displacement were measured in all conditions using a non-ABS equipped vehicle. A series of twelve low speed rear-end crash tests were conducted with the same six human volunteers. Each volunteer was subjected to two rear-end impacts with an impact speed of approximately 12 km/h. In the first test, each volunteer was asked to apply the brake as though they were stopped at a stop light, and they were unaware at the time of impact.

Instrumented human subject and anthropomorphic test device (ATD) responses to low speed lateral impacts were investigated. A series of 12 lateral collisions at various impact angles were conducted, 6 near-side and 6 far-side, with each test using an ATD and one human subject. Two restrained female subjects were utilized, with one positioned in the driver seat and one in the left rear seat. Each subject was exposed to 3 near-side and 3 far-side impacts. The restrained ATD was utilized in both the driver and left rear seats, undergoing 3 near-side and 3 far-side impacts in each position. The vehicle center of gravity (CG) change in velocity (delta-V) ranged from 5.5 to 9.4 km/h (3.4 to 5.8 mph). Video analysis was used for quantification and comparison of the human and ATD motions and interactions with interior vehicle structures. Human head, thorax, and low back accelerations were analyzed. Peak human subject head resultant accelerations ranged from 0.9 to 36.8 g’s.

Determination of vehicle speed at the time of impact is frequently an important factor in accident reconstruction. In many cases some evidence may indicate that the brake pedal of a striking vehicle was disengaged, and the vehicle was permitted to idle forward prior to impacting the target vehicle. This study was undertaken to analyze the kinematic response of various vehicles equipped with automatic transmissions while idling, with the transmissions in drive and the brake pedals disengaged. An array of sedans, SUV's and pickup trucks were tested under 3 roadway conditions (flat, medium slope and high slope). The vehicle responses are reported and mathematical relationships were developed to model the idle velocity profiles for flat and sloped roadway surfaces.