Collision Magazine, Volume 13, Issue

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New subscribers start with Volume 13, Issue #1 which is estimated to ship June 2019.

Preview of Collision Volume 13, Issue 1

Dash Camera Video Velocity Analysis 
by Adam Cybanski  (21 pages)

On 20 June 2018, a vehicle performance engineer from the Office of Research and Engineering at the National Transportation Safety Board (NTSB) met with the founder of Gyro Flight & Safety Analysis in Ottawa, Canada. Dash camera refresher training was conducted and covered a variety of topics including frame extraction, frame rate calculation, lens distortion, focal length estimation, tracking, geoidentification and solving camera motion.
The author (Adam Cybanski) carried out live testing in the area. As part of a practical exercise, he drove down a stretch of road for speed testing. This was captured using a dash camera, and a racing quality GPS. An initial analysis of the dash camera footage was conducted during the refresher training. Comprehensive camera analysis followed over several months, and is now provided below in order to compare the velocities extracted from dash camera video, with the high-performance GPS data.

Power Loss Issues Related To Edr Data In 2013-2017 Kawasaki Ninja 300 And Zx-6R Motorcycles
by Edward C. Fatzinger Jr. (8 pages)

Starting in 2013 Kawasaki Heavy Industries, Ltd. (KHI) has installed Event Data Recorders (EDR) on select US sold motorcycles. The two motorcycles covered in 2013 are the Ninja 300 and the ZX-6R. On both these models an EDR event is triggered when the motorcycle is tipped over and goes into an emergency shutdown (ES). The emergency shutdown is a safety feature that involves shutting off the fuel pump relay, fuel injectors, and ignition system when the motorcycle senses it has fallen. The rest of the electronics will remain active. Additionally, to trigger an EDR event the rear wheel must be in motion or gone through a sudden deceleration in the several seconds prior to ES. On the Ninja 300 and ZX-6R the time between tip-over and ES is approximately 1.3 seconds. However, as studies have shown this time can be significantly increased if the motorcycle is still sliding/bouncing creating considerable “noise” in the tip-over sensor. The data parameters captured in an EDR event can be seen in Table 1. In addition to the data parameters, the EDR will capture the ECU runtime and key cycles at the event, as well as the elapsed ECU runtime and key cycles since the event. 1,2

The Impact Of Nonlinear Boundary Geometry Considerations In Regards To Residual Damage Based Model Coefficients, Equivalent Barrier Speed And Internal Work Absorbed
by Jai Singh (13 pages)

Extant closed-form analytic solutions for quantifying residual damage based model parameters, equivalent barrier speed (EBS) and internal work absorbed (IWA) that use the residual damage profile present after a collision are predicated upon the employment of global or piecewise linear interpolation at the level of the residual damage profile. The subject work focuses, primarily, on the theoretical evaluation of this predicate. This evaluation is approached first by defining the residual damage depth function as the difference between the reference and damaged boundary geometry functions. It is shown that the extant formulation is reproducible when both boundary geometry functions are separately linear (interpolated or otherwise) over a mutual domain. It is also shown that the presence of non-linearity in either boundary geometry function also appears in the residual damage depth function and thereby changes the form of the equations that are currently employed for determining the relevant parameters. The case in which the interpolation function for the reference boundary geometry consists of a general polynomial function is detailed in depth. A worked example is provided in which other forms of interpolation functions are considered for both the reference and damaged boundary geometries.

Small Unmanned Aircraft Systems Photogrammetry vs. Total Station
by Joseph Weadon (18 pages)

The use of small unmanned aircraft systems (sUAS) for crash scene mapping has taken the reconstruction community by storm. Many crash reconstructionists have begun using these aerial photography platforms in conjunction with photogrammetry software to capture scene evidence and roadway characteristics. Most, it seems, have relied on what they were told about the accuracy of the process in a short course and simply accepted its validity. We took a different approach. To determine the validity of the data and any potential error rate, we compared our results to another long-accepted method of measurement; the total station.

My Turn as the Wheel: ” Driver’s Early Arrival at the Scene Caused Accident?”
by Erik Carlsson (2 pages)

This is a short story, with no pictures or illustrations, but I believe it is nevertheless offering very interesting reading for anyone who works with attorneys or insurance companies with the purpose of determining the cause of traffic accidents.

Motorcycle Accident Reconstruction: Applicable Error Rates for Struck Vehicle EDR-Reported Delta-V
by Nathan Rose, William Bortles, Neal Carter (22 pages)

A common motorcycle crash scenario occurs when a passenger vehicle equipped with an event data recorder (EDR) turns left across the path of a motorcycle and is struck by the motorcycle. The EDR data on the passenger vehicle will often be accessible with either the Bosch Crash Data Retrieval (CDR) system or the Global Information Technology (GIT) system. In these instances, pre-crash EDR data can be useful for establishing the specific characteristics of the left turn that preceded the collision. This data may include speed, throttle or accelerator pedal percentage, brake applications, and steering angles for the struck vehicle. In addition to that, an EDR-reported change in velocity (ΔV) from the struck vehicle can potentially be used to infer the ΔV and impact speed of the motorcycle. This article reviews and summarizes the literature related to error rates for EDR-reported ΔVs under various impact conditions and assesses which of these error rates are most applicable when analyzing impacts between motorcycles and passenger vehicles. This lays the groundwork for the companion article [Rose, 2019], which illustrates the application of these error rates within the context of reconstructing real-world intersection collisions involving motorcycles and EDR-equipped passenger vehicles. The companion article also covers the accuracy and application of the pre-crash data from the struck vehicle to these collisions. This article focuses only on the ΔV.

Documenting A High Speed, Rear End, Partial Overlap, Crash Test Of A Large Sedan & Stationary Commercial Trailer
by Craig Proctor-Parker (16 pages)

Crash scenarios involving a rear end impact are common place internationally. Some of the most devastating are often where a sedan collides into the rear of a commercial trailer, partial overlap. This type of crash is almost always with serious or fatal consequences. With a high number of these identified in a recent high profile Major Crash Investigation (MCI) project, a real life high speed test of this scenario was undertaken. Obtaining data from such a crash in a controlled environment for future comparative analysis is rarely presented. This paper presents a brief overview of the setup and results of the high speed rear end, sedan to stationary commercial trailer.

NOTE: Other articles may be added…

Magazine Details

  • Shipping: June 2019: Volume 13, Issue 1
  • Number of pages: TBD
  • Full color

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