Search Results

Photogrammetry is widely used in the accident reconstruction community to extract three-dimensional information from photographs. This article extends a prior study conducted by the authors, whereby model accuracy was assessed for a technique that exploited vehicle edges and epipolar line projections to construct 3D vehicle models, by examining 3D roadway and site features.

Photogrammetry is widely used in the automotive and accident reconstruction communities to extract three-dimensional information from photographs. Prior studies in the literature have demonstrated the accuracy of such methods when photographs contain easily-identifiable, distinct points; however, it is often desirable to determine measurements for locations where a seam, edge, or contour line is available.

Following it, the approach estimates the probability of collision between the two vehicles for a given trajectory through a Monte Carlo approach. For illustration purposes, the method is then applied on tuning a Lane Change Assistance System for a four-wheel sedan equipped with Short-Range and Long-Range Radar Sensors.

The specific scenarios used for testing, outline incidences of accidents or near-miss events. In order to simulate these scenarios, specific values for all the above parameters are required including the ego vehicle model.

The paper presents a new test rig (named RuotaVia) composed basically by a drum (2,6 m diameter), providing a running contact surface for vehicle wheels. A number of measurements on either full vehicles or vehicle sub-systems (single suspension system or single tyre) can be performed. Tire characteristics influencing rollover can be assessed. The steady-state maximum loads are as follows: Radial: 100kN, tangential: 100kN, lateral (axial with respect to the drum): 100kN. The superstructure carrying a measuring hub can excite the wheel under test up to 20 Hz in lateral and vertical directions. The steer angle range is ± 25 deg, the camber range is ± 80 deg. The minimum eigenfrequency of the drum is higher than 90 Hz and its maximum tangential speed is 440 km/h.

A single-vehicle crash involving an SUV led to the study of the failure of the anti-sway bar linkage and tire pressure and their relative effects on the handling characteristics of the vehicle. The SUV, having been involved in a rollover, was found with the anti-sway bar drop link disconnected from the suspension lower A-arm assembly. Also, after the crash, the tire pressure in the front tires on the subject vehicle was measured to be above the value specified by the SUV manufacturer; however, the pressure for one of the rear tires was measured to be roughly half of the SUV manufacturer’s recommended pressure. The other rear tire was deflated. The testing described herein addresses the question of what effects the anti-sway bar drop link disconnection or reduced rear axle tire pressure would have on the SUV’s pre-accident handling and driveability.

To obtain realistic temperature and velocity data for each droplet size class in the test section of the Braunschweig Icing Wind Tunnel (BIWT), a Lagrangian droplet tracking solver was used within a Monte Carlo framework. Results showed that SLDs experience considerable slips in velocity and temperature due to their higher inertia and short residence time in the Braunschweig IWT.

The lightweight seat of a high performance car is designed taking into account a rear impact, i.e. the crash due to an impulse applied from the rear. The basic parameters of the seat structure are derived resorting to simulations of a crash with a test dummy positioned on the seat. The simulations provide the forces acting at the seat structure, in particular the forces applied at the joint between the seat cushion and the seat backrest are taken into account. Such a joint is simulated as a plastic hinge and dissipates some of the crash energy. The simulations are validated by means of indoor tests with satisfactory results. A tool has been developed for the preliminary design of lightweight seats for high performance cars.

Forensic injury accident reconstruction is used to determine what happened in an accident, typically for use in a court of law. ...In the other case, the motion capture system was used to determine the circumstances of impact trauma that was incurred in an asphalt roller accident.

A forward uncertainty propagation analysis is carried out using a Monte Carlo approach. The optimization framework relies on a gradient-free algorithm (Mesh Adaptive Direct Search) and three different problem formulations are considered in this work.

The results of a reconstruction of the accident will also be described. Next, simulations of the accident using the EDSMAC vehicle impact model included in the HVE-2D computer program developed by EDC Corporation are presented in which both vehicles are moving, only the struck vehicle is moving, and only the striking vehicle is moving. ...The acceptability of this method of testing is not as obvious for the reconstruction of accidents where the impact is non-central, or the angle of impact is not orthogonal. ...While the pre- and post-impact speeds of the vehicles involved in an accident can not be duplicated using this method, closing speeds, vehicle damage, vehicle speed changes and vehicle accelerations can be duplicated.