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Investigation of cyclist and pedestian impacts with motor vehicles using experimentation and simulation

机译:使用实验和仿真研究骑自行车者和行人对机动车的影响

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摘要

Physical tests were performed with a bicycle and a dummy in a controlled laboratoryenvironment to reproduce cyclist accidents. The kinematics of 13 sled tests were used toidentify the cyclist head impact location, understand the interaction between the cyclistand bicycle and to validate a mathematical model.The finite element software code LS-DYNA was used to simulate 70 cyclist andpedestrian accidents with motor vehicles with four different vehicle shapes whichsupplemented the physical testing. The study has shown that when cyclists andpedestrians were struck by any of the vehicles their whole body kinematics can bedistinguished into two phases, initially a rotation followed by a sliding action. The SportsUtility Vehicle (SUV) vehicle produced more of a rotation action rather than sliding,whereas the other vehicles produced a combination of the two.The current pedestrian legislation does not cover all head impact locations for cyclistsand therefore needs to be extended to encompass the windscreen and A-Pillar regions ofthe vehicles. The wrap around distance (WAD) for all the vehicles, apart from the SUV,should be extended to encompass a larger region. For the SUV the current WAD region isadequate in protecting cyclists and pedestrians and does not need to change. Thepredicted head impactor angle for cyclists is 40 degrees which is lower than the currentlegislative value of 65 degrees and the predicted pedestrian head impact angle is higher ata value of 80 degrees for the MPV, SM and LFC. For the SUV the proposed impactorangle increased to 100 degrees for cyclists and pedestrians.This research has demonstrated significant differences in terms of input variables andoutcomes between cyclist and pedestrian accidents involving vehicles. It has usedmathematical models to obtain injury data from a human mathematical model andphysical testing to replicate real world cyclist accident scenarios. Recommendations havebeen proposed for future legislative testing techniques for cyclists, based on existingpedestrian legislation. These recommendations to alter legislation will improve vehicledesign and make future vehicles more cyclist-friendly.
机译:在受控的实验室环境中用自行车和假人进行了物理测试,以重现骑自行车的人的事故。通过13个雪橇测试的运动学来识别骑车人头部撞击的位置,了解骑车人与自行车之间的相互作用并验证数学模型。有限元软件代码LS-DYNA被用来模拟70辆骑四轮车的自行车和行人的事故不同的车辆形状补充了物理测试。研究表明,当骑车人和行人受到任何车辆的撞击时,其全身运动学可以分为两个阶段,首先是旋转,然后是滑动。运动型多用途车(SUV)产生的旋转动作更多而不是滑动,而其他车辆则产生了两者的结合。当前的行人法并未涵盖骑车人的所有头部碰撞位置,因此需要扩展以涵盖挡风玻璃以及车辆的A柱区域。除SUV外,所有车辆的环绕距离(WAD)应该扩大以涵盖更大的区域。对于SUV,当前的WAD区域足以保护骑自行车的人和行人,无需更改。对于MPV,SM和LFC,骑车人的预计头部撞击角度为40度,低于当前的立法规定值65度,而行人的头部撞击角度预计为80度的较高值。对于SUV,建议的撞击角可增加到骑车人和行人的100度。这项研究表明,在骑车人和行人交通事故之间的输入变量和结果方面存在显着差异。它使用数学模型从人类数学模型和物理测试中获取伤害数据,以复制现实世界中骑自行车的人的事故场景。在现有的行人立法的基础上,已经提出了关于未来自行车骑行者立法测试技术的建议。这些修改法规的建议将改善车辆设计,并使未来的车辆对骑自行车的人更加友好。

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  • 作者

    Watson J. W.;

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  • 年度 2010
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  • 原文格式 PDF
  • 正文语种 {"code":"en","name":"English","id":9}
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