Abstract
In this paper, the relation of the velocity of a vehicle in the slip mode to the parameters of the tire marks on the road surface is examined. During traffic accident reconstructions, the initial velocity of a sideslipping vehicle is established according to the tire mark trajectory radius, and calculations highly depend on the directly measured parameters of the tire marks, in particular cases known as yaw marks. In this work, a developed and experimentally validated 14-degree-of-freedom mathematical model of a vehicle is used for an investigation of the relation between velocity and trajectories. The dependence of initial vehicle velocity on tire yaw mark length and trajectory radius was found as a characteristic relation. Hence, after approximation of the permanent slipping part by a polynomial, the parameters of the latter were related to vehicle velocity. The dependences were established by specific experimental tests and computer-aided simulation of the developed model.
Highlights
An investigation of statistical data on accident rates shows that traffic accidents caused by single vehicles form 32% of the total number of accidents [1]. 70% of traffic accidents caused by single vehicles occur on suburban roads, and only 7.1% of them occur on crossroads
For practical application of the developed methodology in traffic event investigations, photogrammetry and mathematical simulation should be combined and coordinated for use on a mutual platform: –– According to the parameters of the vehicle and the road conditions, mathematical simulation will form a typical dependence between the initial velocity and the slipping trajectory changes; –– Photogrammetry is useful for establishing the parameters of changes of a steady slipping trajectory
The yaw marks left by sideslipping tires on the road surface present one of the principal means of traffic event investigation
Summary
An investigation of statistical data on accident rates shows that traffic accidents caused by single vehicles form 32% of the total number of accidents [1]. 70% of traffic accidents caused by single vehicles occur on suburban roads, and only 7.1% of them occur on crossroads. The initial velocity of a sideslipping vehicle is established according to the tire mark trajectory radius. The first stage of the critical velocity calculation is establishing the trajectory radius according to the tire marks on the road surface. In practice, the tire mark trajectory radius is measured This is partly why the application of this method of calculation is not recommended in cases of intensive yaw rate. If the said value of the sideslip angle is exceeded, the friction coefficient variation (usually reduction) highly depends on thermodynamic processes in the tire contact zone as well as on vehicle control and road surface. Improvements to the measurement methods for cornering vehicle parameters that enable to establish whether the driver could avoid the traffic accident fosters objective expert activities that are highly important for practical investigation of traffic events [17]. A vehicle mathematical model validated by experimental tests is used
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Free) 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a call
