Change of Velocity and Pulse Characteristics in Re
Change of Velocity and Pulse Characteristics in Re
Change of Velocity and Pulse Characteristics in Re
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Astrid Linder
Swedish National Road and Transport Research Institute
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Astrid Linder
Matthew Avery
The Motor Insurance Repair Research Centre
Thatcham, United Kingdom
Maria Krafft
Anders Kullgren
Folksam Research, Sweden
Paper No. 285
Linder 1
The first aim of this study was from laboratory crash
tests to quantify the variety of mean acceleration
monitored in different vehicles impacted in the same
way. The second aim was to demonstrate the variety
of the duration and shape of the crash pulse in the
same vehicle model from real-world crashes
producing similar delta-V.
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movement of the mass is registered on photographic 20
film. When a vehicle equipped with a crash recorder OW3749
has been involved in a collision the crash pulse is 15 OW3749 CFC 36
Acceleration (g)
analysed by Folksam and the outcome for the
occupants in terms of injuries is analysed by 10
Folksam. In this study, crash pulse from rear
impacts with two generation of the same vehicle 5
model, T1 and T2 from 1993 and 1998, were
presented. 0
0 0.02 0.04 0.06 0.08 0.1
Data Acquisition and Analysis -5
Time (s)
The crash pulse measured as the acceleration signals Figure 3.
of the vehicle were filtered in accordance with SAE
CFC 60 and the velocity was calculated by
integrating the acceleration. The duration of the Example of the oscillations filtered out by the
crash pulse (Tp) and the delta-V were identified CFC 36 filtering compared to the SAE standard
from the filtered acceleration curves and the filtering (CFC 60).
velocity curves.
RESULTS
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20
Table 2. OW3660
The delta-V, mean acceleration and duration of 15 OW3737
the crash pulse, Tp, from the vehicles impacted at
Acceleration (g)
10
the rear with a rigid barrier or another vehicle.
5
Impact No. Delta-V Tp amean 0
(km/h) (ms) (g) 0 0.02 0.04 0.06 0.08 0.1
OW9999 10.2 92 3.0 -5
OW3660 17.1 69 7.0
-10
OW3737 17.1 103 4.7 Time (s)
OW3749 18.4 82 6.4
Figure 6.
OW3763 17.2 89 5.5
OW3759 18.4 93 5.6
OW3760 17.2 74 6.6
The crash pulses from the OW3660 and
OW3718 18.1 65 7.9
OW3737, in tests at 100 % overlap with an
OW3539 13.3 80 4.9
impacting barrier generating a delta-V of 17.1
OW3594 13.0 84 4.4 km/h.
OW3500 11.0 68 4.4
CR98001 16.6 130 3.6 20 OW3749
CR98002 14.4 72 5.7
15 OW3763
Acceleration (g)
CR98006 14.9 129 3.3
OW3718
CR01001 19.4 93 5.6 10
CR01002 17.2 116 4.1
5
0
8 0 0.02 0.04 0.06 0.08 0.1
-5
Mean acceleration (g)
Time (s)
6
Figure 7.
4
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15 15
CR01001 CR98002D
CR01002 CR98006D
10
Acceleration (g)
10 CR98001D
Acceleration (g)
5
5
0
0.00 0.02 0.04 0.06 0.08 0.10
0
-5
0.00 0.05 0.10 0.15
-10 -5 Time (s)
Time (s)
Figure 12.
Figure 9.
12
OW3539
10 120
OW3594
8
Acceleration (g)
(ms)
80
6
4 40
2
0
0 0 5 10 15 20 25
0 0.02 0.04 0.06 0.08 0.1
-2 Delta-V (km/h)
Time (s)
Figure 13.
Figure 11.
Linder 5
6 12 T2 C29739
Mean acceleration (g) C29732
5
Acceleration (g)
8 C29876
4
C30032
3
4
2
1
0
0
0 0.05 0.1 0.15
0 5 10 15 20 25 Time (s)
Delta-V (km/h)
The mean acceleration and the delta-V from the The crash pulse measured in vehicle T2 in
crash recorder data from two different year collisions with a change of velocity between 17.1 -
models of the same make and model of vehicle. 20.4 km/h.
DISCUSSION
Table 3.
A large variation in duration of crash pulse for a
The duration of the crash pulse and the delta-V
from the crash recorder data from two different given delta-V and pulse shape can be produced in
year models of the same make and model of vehicles manufactured in the mid 1990s in rear
vehicle. impacts (Figure 6-12). Both delta-V and mean
acceleration (i.e. duration of the crash pulse for a
Car CPR Delta-V Tp (ms) amean given delta-V) have been shown to influence the risk
Number (km/h) (g) of AIS 1 neck injuries (Krafft et al., 2002). For a
given delta-V a longer pulse will result in a lower
T1 C29521 14.7 77 5.5
mean acceleration and a lower risk of neck injuries
T1 C30044 13.0 88 4.2
(Krafft et al., 2002). The variation in durations of
T1 C29614 12.0 109 3.2
crash pulse for a given delta-V revealed in this study
T2 C30032 20.4 111 5.2
implies that vehicle seats aimed at reducing the risk
T2 C29732 19.5 134 4.0
of an AIS 1 neck injury should be designed in such a
T2 C29876 17.6 100 5.0
way that they provide the optimum protection in
T2 C29739 17.1 102 4.6
rear impacts in crashes where a great variation in
duration of the crash pulse for a given delta-V might
Figures 15 and 16 shows the acceleration pulses
occur. These findings emphasise the importance of
from the real-world impacts from the vehicles T1
mean acceleration or the duration of crash pulse for
and T2.
a specific delta-V to be specified, in addition to
10 delta-V, for sled tests that evaluate the protection
T1 C29614
8 from AIS 1 neck injuries of the seat, as suggested by
C30044
Acceleration (g)
Linder (2002).
6 C29521
Linder 6
shapes will be generated in the same vehicle model somewhat differently in terms of when maximum
due to the various configurations of the collisions. and minimum magnitude of the pulses was reached.
In this study the duration of the crash pulse (Tp) was The range of delta-V explored in this study cover
defined as the time when the acceleration changed the range where rear impacts causing AIS 1 neck
from positive to negative after 90 % of delta-V had injuries most frequently occur (Parkin et al., 1995,
occurred. This definition was used to ensure that the Hell et al., 1999, Temming and Zobel, 2000). The
main part of the energy was transferred into the main part of the crash tests and real-world data were
impacted vehicle at Tp. From the crash pulses from delta-Vs at or close to those suggested as
analysed for this study it was found to be a robust delta-Vs for sled tests that evaluate the protection
definition of the duration of the crash pulse. from neck injuries in rear impacts. The delta-V for
these sled tests has been proposed to 15 km/h or 16
The crash pulses were filtered with CFC 36 due to km/h (Cappon et al., 2001, Muser et al., 2001 and
oscillations found in the crash pulses. It has been Langwieder and Hell, 2002). For each vehicle in the
surmised that these oscillations may be due to the crash tests a range of durations of the crash pulse
mounting methods used to attach the accelerometers for a specific delta-V according to various crash
to the vehicles. For the real-world data the configurations as for the real-world data can be
oscillations could be due to the design of the crash expected. The range of durations of crash pulses for
recorder. The filtering of CFC 36 was chosen delta-Vs at 14.9 km/h or 17.1 km/h would,
instead of the CFC 60 and did not influence the according to the results shown in Figure 4 and 13,
delta-V from any of the pulses (as exemplified in be at least 69 ms to 130 ms which correspond to a
Figure 3). The benefit of the CFC 36 filtering was range of mean acceleration of 3.3 g to 7 g. The
that it highlighted the main characteristics of the range of duration of the crash pulses published by
crash pulses and was thus the rational of the choice. Heitplatz et al. (2002) were for the delta-V of 15.7
km/h to 16.9 reported to be approximately 90 ms to
The two vehicles of the same make and model for 110 ms. These findings are within the range of what
the US and European market which were tested in has been found in this study. And not surprisingly,
this study had different bumper systems. The with a larger number of vehicle tested the range of
European bumper system (crush cans, bottom, duration for a specific delta-V widens, as show in
Figure 17) was designed for the NCAR this study.
damageability test and required replacement after a
test. The US bumper system (hydraulic shock Mean acceleration has for frontal collisions been
absorbers, top Figure 17) resulted in no damages in shown to influence the risk of injuries (Ydenius,
both rear-into-flat barrier and rear-into-pole impact 2002). In that study it was shown that increased
test at five mile per hour. mean acceleration increased the risk of MAIS 1
injuries. Of the MAIS 1 injuries in Ydenius (2002)
neck injuries are approximately 30 % of these. As a
consequence, Ydenius findings emphasises the
findings in this study of the importance of mean
acceleration with respect to neck injuries.
Linder 7
impact severity to be found. Rather a range of Hell, W., Langwieder, K., Walz, F., Muser, M.,
duration of crash pulses and delta-Vs that influence Kramer, M., and Hartwig, E. (1999)
the risk of injury. Therefore it is suggested that Consequences for seat design due to rear end
duration of the crash pulse or mean acceleration, in accident analysis, sled tests and possible test
addition to delta-V, should be specified for impact criteria for reducing cervical spine injuries after
severity of sled test that evaluate the protection from rear-end collisions, Proc. IRCOBI Conf., Sitges,
the seat in rear impacts. This should be taken into Spain, pp. 243-259.
consideration in such tests to minimizing the risk of Heitplatz, F., Raimondo, S., Fay, P., Reim., J., and
sub optimization of seat protective performances. de Vogle, D. (2002) Development of a generic
low speed rear impact pulse for assessing soft
CONCLUSIONS tissue neck injury risk, Proc. IRCOBI Conf.,
Munich, Germany, pp. 249-260.
From laboratorial tests with various vehicles Krafft, M., Kullgren, A., Ydenius, A., and Tingvall,
impacted at the rear, a range of crash pulse C. (2002) Influence of Crash Pulse
durations between 65 ms to 130 ms was found for Characteristics on Whiplash Assossiated
delta-Vs from 10.2 km/h to 19.4 km/h. Furthermore, Disorders in Rear Impacts – Crash Recording in
from real-world rear collisions of the same vehicle Real-Life Impacts, Traffic Injury Prevention,
make, a range of duration of crash pulse between 77 Vol. 3 (2), pp 141-149.
ms to 134 ms was found for delta-Vs from 12 km/h Krafft, M. (1998) Non-fatal injuries to car
to 20.4 km/h. occupants – Injury assessment and analysis of
impact causing short- and long-term
This study shows that a similar delta-V can be consequences with special reference to neck
generated by a variety of mean accelerations. Since injuries, Ph.D. Thesis, Karolinska Institute,
mean acceleration have been found to be the main Stockholm, ISBN 91-628-3196-8.
factor influencing the risk of AIS1 neck injuries, Kullgren, A., Thomson, R., and Krafft, M. (1999)
both delta-V and the duration of the crash pulse for The effect of crash pulse shape on AIS1 neck
a specific delta-V (i.e. mean acceleration) should be injuries in frontal impacts. Proc. of the IRCOBI
taken into consideration when defining impact Conference, Sitges, Spain, pp. 231-242.
severities in sled test procedure for vehicle seat Langwieder, K., and Hell, W. (2002) Proposal of an
safety performance assessment. In a sled test International Harmonized Dynamic Test
procedure a specification of a delta-V is therefore Standard for Seat/Head Restraint, Traffic Injury
suggested to be accompanied with a specification of Prevention, Vol. 3 (2), pp 150-158.
the mean acceleration or the duration of the crash Linder, A. (2002) Neck Injuries in Rear Impacts:
pulse and the range of duration for a given delta-V Dummy Neck Development, Dummy Evaluation
of crash pulses that the seat could be exposed to, be and Test Condition Specifications, Ph.D. Thesis,
taken into consideration in such tests. Chalmers University of Technology, Göteborg,
Sweden, ISBN 91-7291-106-9.
ACKNOWLEDGEMENT Linder, A., Olsson, T., Truedsson, N., Morris, A.,
Fildes, B., and Sparke, L. (2001a) Dynamic
We thank Dr Andreas Moser and Mr Magnus Kock Performances of Different Seat Designs for Low
for practical and theoretical support regarding and Medium Velocity Rear Impact, Proceedings
filtering of crash pulses. Thanks are also given to the of the 45th Annual AAAM Conference, San
Insurance Institute of Highway Safety for the supply Antonio, USA.
of the CR test data. Linder, A., Avery, M., Krafft, M., Kullgren, A., and
Svensson, M.Y. (2001b) Acceleration Pulses and
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