The Method of Determining Velocity by Measuring the Vehicle-Body Deformation Plane Approximation Method

Kubiak, Przemysłąw; Woźniak, Marek; Гeннaдьeвич, Кapпyшкин Bиктop; Jóźwiak, Piotr; Ozuna, Gustavo; Madziara, Szymon; Najbert, Mateusz; Szosland, A.

doi:10.1007/978-981-10-1088-0_4

Cited by 5 publications

(4 citation statements)

References 3 publications

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“…Limit speed b 0 is the maximum flat fixed barrier impact speed which produces no residual crushing. Previous papers refer to several b 0 value ranges [2,11,14,17,[23][24][25] in relation to the type of impact (front, rear or side impact), the wheelbase, vehicle type, etc. Used b 0 values usually range from 6 km/h up to 14 km/h.…”

Section: Ees Determination Using Crash3 In Pc-crash Softwarementioning

confidence: 99%

“…Among the discussed parameters belongs b 0 , which represents the impact speed at which no residual structural damage is expected to occur. In our analysis the used range (6-12 km/h) of b 0 values chosen based on literature review [2,11,14,[23][24][25] did not lead to statistically significant differences in the resulting EES in the whole dataset. The used b 0 range had a significant effect on the resulting EES value only in the case of SUVs.…”

Section: Plos Onementioning

confidence: 99%

“…Vangi [ 2 ] and Gaffney et al [ 23 ] state that b 0 is around 8 km/h for both front and rear impacts and basically constant for all vehicles. Kubiak et al [ 24 ] stated that based on NHTSA data, b 0 ranges from 2 to 4 m/s (7.2 to 14.4 km/h). Osterholt et al [ 25 ] calculated b 0 for different vehicle categories split up also by wheelbase.…”

Section: Introductionmentioning

confidence: 99%

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What should I use to calculate vehicle EES?

Moravcová,

Bucsuházy,

Zůvala

et al. 2024

PLoS ONE

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Comprehensive crash analysis includes calculating impact speed, which requires the determination of kinetic energy expended on the deformation of the vehicle’s structural elements at the point of contact during a collision. The accuracy of the input data affects the resulting analysis of the crash. Therefore, this article aims to analyse selected factors influencing the determination of Energy Equivalent Speed (EES) determination using the CRASH3 algorithm: the extent of damage using defined measurement points, deformation width, and also limit speed b0. The variables were varied depending on selected factors such as the extent of damage, the type of collision (overlap), and also vehicle type (vehicle category classification). The presented study concluded that using 2 equally spaced measurement points to define the deformation profile should not be recommended in forensic practice when using CRASH3 algorithm. Using 7 measurement points seems more appropriate in case of equal spacing, even though the differences in calculated EES are not high when using 5 or 6 measurement points, especially with respect to the inaccuracy/technically acceptable tolerance of the EES value determination. The resulting EES is significantly influenced by variation of the deformation width. The used b0 range had a significant effect on the resulting EES value only in the case of SUVs. These vehicles show higher stiffness, which supposes the use of lower b0 values should not be recommended.

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Section: Ees Determination Using Crash3 In Pc-crash Softwarementioning

confidence: 99%

Section: Plos Onementioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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What should I use to calculate vehicle EES?

Moravcová,

Bucsuházy,

Zůvala

et al. 2024

PLoS ONE

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“…The phenomenon of communication peaks has disappeared in many cities of the European Union countries. Public transport during the pandemic also underwent a cycle of changes [12,14,25]. In the initial stage of the spread of the virus, the number of people using public transport was significantly reduced, which practically forced the suspension of some types of public transport [12,25,27].…”

Section: Introductionmentioning

confidence: 99%

The impact of the Covid -19 pandemic on the frequency of vehicle accidents in Poland

Frej

Zuska

2023

The Archives of Automotive Engineering – Archiwum Motoryzacji

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This article analyzes the impact of the Covid-19 pandemic on the intensity of road accidents in Poland. The pandemic affected not only the health of citizens, but also their preferences in terms of communication. It significantly inhibited the mobility of the society and increased the capacity of urban traffic during the rush hour of some cities. The article contains statistics on the number of road accidents that occurred in 2011-2021 and the number of people who died as a result of these accidents. The period from 2019 to 2021 was subjected to a detailed analysis in this respect. It was observed that during this period there was a significant decrease in the number of road accidents as well as a significant 30% decrease in people fatalities on the road. Such a large decline has not been recorded so far since Poland joined the European Union. The article presents a forecast of the number of people fatalities in road accidents in Poland in the years 2022-2030 (taking into account the pandemic period), which predicts an annual decline in the number of road fatalities by 7%. This article emphasizes that the duration of the Covid-19 virus pandemic should be treated as a transitional period. The decreasing number of road accidents as well as the number of fatalities in road accidents over the next years may change and their annual downward trend may not be maintained.

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