Broadside Collisions Research Articles

The CornerGuard: Seeing around Corners to Prevent Broadside Collisions

Nearly 3700 people are killed in broadside collisions in the U.S. every year. To reduce broadside collisions, we created and tested the CornerGuard, a prototype system that senses around a corner to alert a car driver of an impending collision with a pedestrian or automobile that is not in the line of sight (LOS). The CornerGuard leverages a microwave-transceiving radar sensor mounted on the car and a curved radio wave reflector installed at the corner to sense around the corner and detect a broadside collision threat. The car’s speed is constantly read by an onboard diagnostics (OBD) system to allow the sensor to differentiate between static objects and objects approaching around the corner. Field testing demonstrated that the CornerGuard can effectively and consistently detect threats at a consistent range without blind spots under broad weather conditions. Our proof of concept study shows that the CornerGuard can be enhanced to be readily integrated into automobile construction and street infrastructure.

A manufacturing process using the infrared ray local heating method for seat cross members

Recent studies have shown that the infrared (IR) local heating method drastically reduces springback of advanced high-strength steels (AHSSs). Though the IR local heating method saves heating energy because it utilizes focused IR rays to heat only the plastic deformation zone, there has yet to be an attempt to show that the heating method can be applied to industrial manufacturing processes. In this work, the IR local heating method is used to manufacture a seat cross member. Seat cross members require high strength because they are responsible for protecting passengers from broadside collisions. Although AHSS is preferred in seat cross members, the large amount of springback of AHSS makes a problem in the accuracy of the shape. This work verifies that the IR local heating method is able to make the seat cross member with the target shape in the manufacturing process. A thermo-mechanical analysis was also conducted with the finite element method to discuss the springback results.

Broadside Vessel Collision Forces for Conventional Riser-Guard

Oil and gas operators have taken considerable amount of measures to prevent offshore service vessel collision with risers, especially in the wake of the Mumbai High North disaster. One of the measures taken is the installation of steel riser-guards on fixed offshore jacket platforms. The conventional riser-guard however, has been associated with several design related issues, which provide room for further design optimisation, or even a potential replacement with other alternatives. Quantification and selection of appropriate design load for riser-guard system is highly desirable for design improvement and optimization. This study attempts to investigate and establish the impulse loads equivalent to the broadside collision of a 2500 tonne displacement vessel with the conventional riser-guard. Parametric study was performed to investigate the effects of varying width to the resulting impulse load equivalent to vessel collision forces. General purpose finite element modelling software was used to perform dynamic analysis and establish the equivalent impact loads.

Traffic accidents with motorcycles and their relationship to mortality

This study characterizes traffic accidents involving motorcycles according to local conditions, data concerning the type of accident, date and time, and identifies among these variables those associated with the death of victims. This retrospective study uses data from traffic collision reports from 2004 and death records from the institute of forensic medicine. A total of 99.4% of the events occurred in urban areas, where illumination (87.4%), weather conditions (80.6%); and traffic signs (70.6%) were satisfactory. Collisions between motorcycles and cars or pickup trucks prevailed (55.5%), followed by motorcycle falls (18.0%). In relation to the type of collision, the highest percentage was observed in broadside collision category (35.2%). There were differences between the groups of fatalities and survivors in relation to the area and illumination in the collision's site, in addition to the types of collision and impact. The conclusion is that local conditions and types of collision and impact stand out among the multiple variables defining the severity of accidents involving motorcycles.

Broadside collision scenarios for different types of pre-crash driving patterns

Accident probabilities in broadside collisions were calculated for various types of driving patterns using the accident share for different pre-crash patterns of primary parties, as determined from macro data, and the share of the actual driving patterns of non-right-of-way drivers, as determined from observations made at uncontrolled intersections. Drivers traveling straight ahead, a pattern that accounts for a high share of broadside collisions, showed a tendency to collide with right-of-way vehicles coming from the left in the daytime. Various conceivable causes were considered, and the most probable factors coinciding with those causes were extracted.

Validation of an Analytical Model of a Right-Angle Collision between a Vehicle and a Fixed, Rigid Object

This paper presents a validation of a simplified analytical model of vehicle collisions recently proposed by the authors. This model predicts the kinematics of a right-angle side impact collision, between two vehicles. In this paper, the analytical model is modified to correspond to the case of a right angle collision between a vehicle and a fixed rigid object, such as a pole. The advantage of this model lies in its inherent simplicity, making it a convenient tool for preliminary accident reconstruction studies or vehicle collision research. Two approaches are employed to validate the analytical model. First, a finite element model of a Ford Festiva was retrieved from the public domain model catalog of the National Crash Analysis Center and was used to simulate two frontal impacts, one against a rigid fixed pole and the other against a fixed rigid wall. The explicit finite element code LS-DYNA3D is used for these simulations. The results are then compared with those originated by the proposed mathematical model. Next, the results of the vehicle crash test FOIL 95S008, “Ford Taurus Broadside Collision with a Narrow Fixed Object”, are compared with those originated by the analytical model. These results are then compared with those originated by the proposed mathematical model

Practical Aspects of Aligning Asymmetric Top Molecules via Single-Photon Excitation: An Application to S1 ← S0 Excitation of Glyoxal

The practical aspects of aligning glyoxal (CHO−CHO) via S1 ← S0 photoexcitation with a linearly polarized laser are considered, with an emphasis on preparing the aligned molecules to probe for steric effects in crossed beam energy transfer. The degree to which “broadside” and “edge-on” collision geometries can be obtained for the planar glyoxal molecule is quantified. For a pump laser polarization parallel to the relative collision velocity, an aligned distribution is predicted in which a broadside collision is 2.3 times more likely than an edge-on collision. For the perpendicular laser polarization, an edge-on collision is 1.6 times more likely than a broadside collision. Implementation of alignment via photoexcitation in an actual experiment is described. Concerns when aligning molecules via this method are discussed, including saturation effects and nuclear spin depolarization. The laser-induced fluorescence formalism of Greene and Zare [J. Chem. Phys. 1983, 78, 6741] is used to demonstrate that glyoxa...

Motor vehicle accident during the second or third trimester of pregnancy.

To evaluate the need of immediate treatment, follow-up and consequences of different types of traffic accidents during pregnancy. A retrospective analysis covering five years involving thirty-five pregnant women involved in motor vehicle accidents at 22-39 weeks of gestation. Fifteen of the 35 women were involved in frontal impact collisions, and suffered mild subjective and objective symptoms; all their fetuses survived and were delivered at term. Fifteen other women were involved in broadside collisions; two of these were riding a bicycle. These 15 women had clear objective findings like uterine contractions or tenderness, and some of them needed tocolytic therapy and hospitalization up to eight days. This was significantly longer than in those involved in frontal impact collisions. However, the broadside accidents did not have any adverse effect on pregnancy outcomes either. Five women were involved in serious accidents at speeds of 80-110 km/h, and one mother and her fetus died immediately because of rupture of the uterus and the cervical joint and spinal canal. Four other fetuses were found dead on arrival at hospital or soon after. In all cases the cause of fetal loss was placental abruption. The presence of fetal blood cells in maternal blood was evaluated in 15 of 35 patients, but was positive in only one. Frontal collisions are associated with lower vehicular speed, less trauma and no acute or later effects on pregnancy, whereas broadside collisions and high speed (> 80 km/h) cause more symptoms. The latter type of accidents are associated with high risk of placental abruption and of fetal and maternal death. Fortunately the symptoms are evident immediately after the accident, and early hospital discharge is possible if no abnormalities are present during the first hours.

Electron impact ionization of spatially oriented CH 3Cl and CCl 3H

The influence of molecular orientation on 200 eV electron impact ionization has been probed with oriented target molecules in crossed particle beams. Ionization of oriented CH 3Cl to form the molecular ion, CH 3Cl +, is favoured for electron impact on the positive end of the dipole, the CH 3 end. Formation of the CH 3 + fragmentation ion shows no preference for either end of the dipole which has been interpreted as favouring broadside collisions with the molecule. The ionization cross-section and the fragmentation pattern or mass spectrum for CH 3Cl therefore exhibit an orientation dependence. Ionization of oriented CCl 3H to form the fragmentation product CCl 2H + is favoured for electron impact at the positive end, the H end, of the molecule. An electrostatic or Coulomb model for electron impact ionization which reproduces the main experimental features is introduced.

LOWER EXTREMITY INJURIES FROM MOTORCYCLE CRASHES

Lower extremity injuries are among the most common injuries sustained by motorcycle riders in crashes and often lead to extended and costly medical treatment and permanent disability. This study characterizes lower extremity injuries in a group of 700 motorcycle riders in crashes in Los Angeles County from July 1, 1988, through October 31, 1989. Motorcycle crash fatalities (n = 163) were identified through the Los Angeles County Coroner's office, and nonfatally injured riders (n = 537) were identified at four of the ten level I and level II trauma centers in the county. Lower extremity injuries were diagnosed in 301 (56%) of nonfatally injured and in 75 (46%) of fatally injured riders. Fractures were the most common lower extremity injury and were diagnosed in 52% and 42% of riders with nonfatal and fatal injuries, respectively. Over a third of all fractures were to the tibia or fibula. Drivers and passengers did not differ in their risk for lower extremity injuries. Multiple-vehicle collisions resulted in a higher risk of lower extremity injuries than did single-vehicle collisions. The highest risk for lower extremity fractures was observed among riders in broadside collisions in which another vehicle struck the motorcycle (risk ratio = 2.7). Modifications in vehicle design and rider apparel may prevent some lower extremity injuries in motorcycle crashes.

A MADYMO Model of Near-Side Human Occupants in Side Impacts

The protection of automotive occupants against broadside collisions is of current interest due to the implementation of a new Federal standard on side impact. There is controversy as to the validity of the standard, the best criterion to assess injury to the thorax and the type and manner in which padding should be used. Although it has been shown in a series of 17 cadaveric tests that paper honeycomb can reduce thoracic injuries dramatically, there are still concerns regarding the loss of air space between the door and the occupant due to the presence of the padding and regarding the loss of protection for the thorax when there is no engagement of the shoulder with the intruding side structure of the car. This paper describes the development of a three-dimensional rigid body model to simulate cadaveric experiments carried out at Wayne State University. Model parameters were chosen to yield human-like responses at the level of the shoulder, thorax, abdomen and pelvis. The model was then used to study the effect of padding on injury parameters related to the nearside occupant when a relatively thick padding is used (up to 100 mm). It was also used to study the increase in force on the thorax when shoulder engagement is lost. Laboratory tests were conducted with full shoulder engagement but in the field most cars have a low beltline (window sill) which effectively eliminates shoulder contact if the arms are outstretched in a normal driving posture. If a sufficiently soft padding was used, the model did not predict an increase in thoracic force level or any of the injury parameters.(ABSTRACT TRUNCATED AT 250 WORDS)

An autopsy case review of 142 nonpenetrating (blunt) injuries of the aorta.

This study retrospectively reviewed 142 fatal cases of aortic laceration. Data were collected from the autopsy reports (including toxicology results) and included the circumstances of the injury. In the case of automobile crashes this included the direction of impact, time of day, and vehicular damage. Seventy percent of the victims were men with a mean age of 37.5 years; 30% were women with a mean age of 46 years. Thirty-five percent of the 142 victims had elevated blood alcohol levels. Fifty-four percent of the lacerations were located at the classic site (the isthmus). The majority of the aortic lacerations (102) were sustained in automobile crashes. Of these, 42% were broadside collisions and 58% were head-on collisions. Seventy-three percent and 67% of the victims in broadside and head-on collisions, respectively, had aortic lacerations at the classic site. The results suggest that the pathogenesis of aortic rupture involves a lateral oblique compression impact to the chest, which causes thoracic mediastinal structures to shift and deflect the aortic arch, resulting in severe shearing and stretching at the isthmus. The use of seat belts and air bags may reduce the number of aortic injuries.

An analysis of the severity and incident duration of truck-involved freeway accidents

Data associated with over 9000 accidents involving large trucks and combination vehicles during a two-year period on freeways in the greater Los Angeles area are analyzed relative to collision factors, accident severity, and incident duration and lane closures. Relationships between type of collision and accident characteristics are explored using log-linear models. The results point to significant differences in several immediate consequences of truck-related freeway accidents according to collision type. These differences are associated both with the severity of the accident, in terms of injuries and fatalities, as well as with the impact of the accident on system performance, in terms of incident duration and lane closures. Hit-object and broadside collisions were the most severe types in terms of fatalities and injuries, respectively, and single-vehicle accidents are relatively more severe than two-vehicle accidents. The durations of accident incidents were found to be log-normally distributed for homogeneous groups of truck accidents, categorized according to type of collision and, in some instances, severity. The longest durations are typically associated with overturns.

Mechanism of the Reaction H2+D2→2HD. A Simple Molecular Orbital Description

A bimolecular mechanism is proposed for the exchange reaction H2+D2→2HD based on simple molecular orbital calculations, qualitative molecular orgital pictures, and symmetry arguments. The mechanism assumes a broadside collision of one molecule with another, followed by rearrangement.