A Comparison of the Controlled Rollover Impact System (CRIS) with the J2114 Rollover Dolly

Carter, Jarrod W.; Habberstad, John L.; Croteau, Jeffrey

doi:10.4271/2002-01-0694

Cited by 27 publications

(4 citation statements)

References 7 publications

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“…In addition to the error introduced by the assumption of constant vehicle deceleration, some consideration should be given to the error introduced by assuming a prescribed roll rate function, given the variation in the shape of measured roll rate vs. time curves (Orlowski et al, 1985;Thomas et al, 1989;Cooperrider et al, 1998;Carter et al, 2002;Luepke et al, 2007). It is also recognized that the model assumes an initial roll angle of zero, when in actuality a rolling vehicle will already have rolled some amount (approximately 45 degrees) before the leading tires stop leaving marks.…”

Section: Discussionmentioning

confidence: 99%

“…The roll rate of the vehicle (ω) at each time point is generally unknown in a real world crash. For the purpose of developing a generalized vehicle dynamics model, an equation form was developed that generally matched roll rate vs. time plots measured in various vehicle rollover tests (Orlowski et al, 1985;Thomas et al, 1989;Cooperrider et al, 1998;Carter et al, 2002;Luepke et al, 2007):…”

Section: Generalized Vehicle Dynamics Modelmentioning

confidence: 99%

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Trajectory Model of Occupants Ejected in Rollover Crashes

Funk

Luepke

2007

SAE Technical Paper Series

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A simple two-dimensional particle model was developed to predict the airborne trajectory, landing point, tumbling distance, and rest position of an occupant ejected in a rollover crash. The ejected occupant was modeled as a projectile that was launched tangentially at a given radius from the center of gravity of the vehicle. The landing and tumbling phases of the ejection were modeled assuming a constant coefficient of friction between the occupant and the ground. Model parameters were optimized based on a dolly rollover test of a 1998 Ford Expedition in which five unbelted anthropomorphic test devices (ATDs) were completely ejected. A generalized vehicle dynamics model was also created assuming a constant translational deceleration and a prescribed roll rate function. Predictions using the generalized model were validated against the results of the full-scale rollover test to estimate the expected error when using the model in a real world situation. The model was shown to be a useful tool for investigating possible ejection points and occupant trajectories in rollover crashes.

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Section: Discussionmentioning

confidence: 99%

Section: Generalized Vehicle Dynamics Modelmentioning

confidence: 99%

Trajectory Model of Occupants Ejected in Rollover Crashes

Funk

Luepke

2007

SAE Technical Paper Series

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“…In addition to the CoM velocity changes given by Equations (1) and (2), the velocity changes occurring at the vehicle-to-ground impact point may have significance to assessing the severity of a vehicle-to-ground impact. Equations (7) and (8) yield the ground plane and vertical components of this velocity change that would occur at the impact point.…”

Section: Figure 3bmentioning

confidence: 99%

“…This figure is a single frame from video of a rollover crash test run on the Controlled Rollover Impact System (CRIS) with a Ford Econoline van [8,Image used with permission]. The van in this test rolled six times, achieving roll velocities exceeding 600 degrees per second.…”

Section: Figurementioning

confidence: 99%

The Influence of Vehicle-to-Ground Impact Conditions on Rollover Dynamics and Severity

Rose¹,

Beauchamp²,

Fenton³

2008

SAE Technical Paper Series

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This paper explores the influence of the impact conditions on the dynamics and the severity of rollover crashes. Causal connections are sought between the impact conditions and the crash attributes to which they lead. The paper begins by extending previously presented equations that describe the dynamics of an idealized vehicle-to-ground impact. It then considers the behavior of these equations under a variety of impact conditions that occur during real-world rollovers. Specifically, the equations of this impact model are used to explore the ways in which and the extent to which rollover dynamics and severity are influenced by the following factors: (1) the vehicle's shape and its orientation at impact, (2) its weight, center-of-mass location, and roll moment of inertia, (3) its translational speed, (4) its downward velocity, and (5) its roll velocity. Throughout this discussion, data from real-world and staged rollover crashes is used to give the parameter study an empirical basis.

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Occupant Dynamics in Rollover Crashes: Influence of Roof Deformation and Seat Belt Performance on Probable Spinal Column Injury

Bidez

Cochran

King³

et al. 2007

Ann Biomed Eng

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Abstract-Motor vehicle crashes are the leading cause of death in the United States for people ages 3-33, and rollover crashes have a higher fatality rate than any other crash mode. At the request and under the sponsorship of Ford Motor Company, Autoliv conducted a series of dynamic rollover tests on Ford Explorer sport utility vehicles (SUV) during 1998 and 1999. Data from those tests were made available to the public and were analyzed in this study to investigate the magnitude of and the temporal relationship between roof deformation, lap-shoulder seat belt loads, and restrained anthropometric test dummy (ATD) neck loads.During each of the three FMVSS 208 dolly rollover tests of Ford Explorer SUVs, the far-side, passenger ATDs exhibited peak neck compression and flexion loads, which indicated a probable spinal column injury in all three tests. In those same tests, the near-side, driver ATD neck loads never predicted a potential injury. In all three tests, objective roof/ pillar deformation occurred prior to the occurrence of peak neck loads (F z , M y ) for far-side, passenger ATDs, and peak neck loads were predictive of probable spinal column injury. The production lap and shoulder seat belts in the SUVs, which restrained both driver and passenger ATDs, consistently allowed ATD head contact with the roof while the roof was contacting the ground during this 1000 ms test series. Local peak neck forces and moments were noted each time the far-side, passenger ATD head contacted (''dived into'') the roof while the roof was in contact with the ground; however, the magnitude of these local peaks was only 2-13% of peak neck loads in all three tests. ''Diving-type'' neck loads were not predictive of injury for either driver or passenger ATD in any of the three tests.

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A Comparison of the Controlled Rollover Impact System (CRIS) with the J2114 Rollover Dolly

Cited by 27 publications

References 7 publications

Trajectory Model of Occupants Ejected in Rollover Crashes

Trajectory Model of Occupants Ejected in Rollover Crashes

The Influence of Vehicle-to-Ground Impact Conditions on Rollover Dynamics and Severity

Occupant Dynamics in Rollover Crashes: Influence of Roof Deformation and Seat Belt Performance on Probable Spinal Column Injury

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