Modeling of Bicycle Rider Collision Kinematics

Werner, Stephen M.; Newberry, William; Fijan, Robert; Winter, Mark

doi:10.4271/2001-01-0765

Cited by 9 publications

(5 citation statements)

References 1 publication

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“…Hence, the authors concluded that the existing pedestrian tests were not applicable to cyclists. In 2001, Werner et al 11 studied the human–bicycle decoupling. He showed that for off-centre impact, or a bicycle velocity over 5 m/s, the cyclist was often thrown to the ground without touching the car.…”

Section: Introductionmentioning

confidence: 99%

Head impact conditions in the case of cyclist falls

Bourdet

Deck

Carreira³

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part P:

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In 2009 approximately half of the French population owned a bicycle. However, the cyclist’s accident rate is the highest of all road users. Hence, it is necessary to set up a protection system for cyclists, especially for the cephalic segment. Currently, relatively little literature has dealt with the head impact condition for this kind of accident, especially for cases of cyclist falls. Therefore, the objective of this work was to identify the initial conditions for head impact in cases of cycling fall accidents. The present paper proposes a parametric study by simulating a lot of accident scenarios. A total of 1024 simulations have been automatically carried out using Madymo®’s software and a specially designed program. Two situations of cycling falls have been investigated according to real accident configuration: cyclist falls due to skidding and after hitting a curb. The TNO (Dutch Organization for Applied Scientific Research, Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek) pedestrian 50th percentile human model was coupled to a city bicycle model. The analysed outputs are head impact area and head velocity before impact. The work has provided a solid information base for future work on cyclist accidents. The parametric analysis was also used to study the effects of poorly known environmental parameters, such as speed or torso inclination. The results provided estimates of the impact area and speed of the head, which helps to improve the design of safer helmets and of helmet certification standards tests.

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Section: Introductionmentioning

confidence: 99%

Head impact conditions in the case of cyclist falls

Bourdet

Deck

Carreira³

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part P:

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“…Bicycles typically have a high center of gravity (COG), combined with their short wheelbase makes them particularly prone to pitch over motion when colliding with an obstacle. Werner, Newberry, Fijan, and Winter (2001) performed a frontal collision of a bicycle with a rigid object. They observed the crash with cameras and compared the measured kinematics to a simulation.…”

Section: Bicycle Dynamicsmentioning

confidence: 99%

Instrumented Bicycle for Experimental Investigation of Braking Dynamics including Front Brake induced Rear Wheel Lift Up

Skatulla,

Maier,

Schmidt

2023

The Evolving Scholar - BMD 2023, 5th Edition

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Cyclists are usually afraid of using the front brake of their bicycles aggressively. They fear the danger of falling over the handlebar, sustaining serious neck or head injuries. Preventing this pitch-over can be addressed using electronic brake assistance. But little work is found on the dynamics involved, especially of the early phase were mitigating the pitch-over is still possible by brake pressure reduction. To address this, an instrumented bicycle equipped with sensors measuring variables of motion including absolute over ground velocity and attitude is presented. The need for a novel instrumented bicycle capable of capturing pitch-over dynamics and detecting when ground contact is lost, is pointed out. Needed sensors and their calibration is worked out, and the instrumented bicycle is built and tested. The capturing capabilities are shown, and robust jet precise methods of ground contact loss detection are presented.

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“…Normalized results from actual stiffness and frontal impact tests performed on this machine are provided in Figure 24. The stiffness and energy absorption values at the beginning of the test have been shown to be the most important factors in preserving control of the bike during a frontal impact 5. The frontal impact structural testing showed that the fork was sufficiently stiff and was capable of absorbing enough energy before deforming; a rider would be ejected from the bike long before the fork lost structural integrity.…”

Section: Testing Of the Totemmentioning

confidence: 99%