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Injury Source and Correlation Analysis of Riders in Car-Electric Bicycle Accidents

Injury Source and Correlation Analysis of Riders in Car-Electric Bicycle Accidents Hindawi Applied Bionics and Biomechanics Volume 2018, Article ID 3674858, 15 pages https://doi.org/10.1155/2018/3674858 Research Article Injury Source and Correlation Analysis of Riders in Car-Electric Bicycle Accidents 1,2 1,2 3 1,2 1,2 Tiefang Zou , Liang Yi, Ming Cai , Lin Hu, and Yuelin Li School of Automobile and Mechanical Engineering, Changsha University of Science and Technology, Changsha 410076, China Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Hunan Province 410004, China School of Engineering, Sun Yat-sen University, Guangzhou, Guangdong 510275, China Correspondence should be addressed to Ming Cai; caiming@mail.sysu.edu.cn Received 8 December 2017; Revised 9 February 2018; Accepted 21 February 2018; Published 8 April 2018 Academic Editor: Jun Xu Copyright © 2018 Tiefang Zou et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. The knowledge about the injury source and correlation of riders in car-electric bicycle accident will be helpful in the cross validation of traces and vehicle safety design. In order to know more information about such kind of knowledge, 57 true car-electric bicycle accidents were reconstructed by PC-Crash and then data on injury information of riders were collected directly from the reconstructed cases. These collected data were validated by some existing research results firstly, and then 4 abnormal cases were deleted according to the statistical method. Finally, conclusions can be obtained according to the data obtained from the remaining 53 cases. Direct injuries of the head and right leg are from the road pavement upon low speed; the source laws of indirect head injuries are not obvious. Upon intermediate and high speed, the injuries of the above parts are from automobiles. Injuries of the left leg, femur, and right knee are from automobiles; left knee injuries are from automobiles, the road pavement and automobiles, respectively, upon low, intermediate, and high speed. The source laws of indirect torso injuries are not obvious upon intermediate and low speed, which are from automobiles upon high speed, while direct torso injuries are from the road pavement. And there is no high correlation between all parts of the injury of riders. The largest correlation coefficient was the head-left femur and left femur-right femur, which was 0.647, followed by the head-right femur (0.638) and head-torso which was 0.617. 1. Introduction reconstruction is all kinds of traces left on the scene of the accident. In order to improve the reliability of the According to statistics, the total number of traffic acci- reconstruction results, it is often necessary to conduct cross verification [8] to ensure the reliability of the trace. dents in China is declining year by year, but the accidents It is noted that there is a certain correspondence between of car-electric bicycle rise [1]. The number of riders who died in the accident also increased steadily, from 0% in the deformation of the vehicle and the injury of the human body [9, 10]. Therefore, these two kinds of traces 2000 to 11% [2] in 2014. This shows that it is very neces- sary for us to study the traffic accidents of car-electric can be contrasted and verified. But there is a very impor- tant question before the verification; that is, the rider’s bicycles. Accident reconstruction is an important way to injury comes from the car or the road. If the problem is study traffic accidents. According to all kinds of traces that can be obtained in the accident, we can deduce the whole unclear, the conclusions are not reliable if verified with the pavement damages and vehicle deformation; at the process of an accident, and we can get more data that can- not be measured from the accident scene, such as vehicle same time, to find out the source of injury to the rider in the accident, it is also valuable to the safety design of speed and human injury [3, 4]. These data are valuable the body, especially the design of the shape of the vehicle for vehicle safety design, road speed limit setting, and traf- fic accident identification [5–7]. The basis of accident head. In addition, the study on the correlation between the 01 2 Applied Bionics and Biomechanics Final position of 02 Final position of 01 Bloodstain 0123456789 10 Scale: Figure 1: The sketch of the accident scene. Final position of 02 Final position of 01 Bloodstain 0123456789 10 Scale: Figure 2: The simulation result. Figure 3: Comparison of the relative position in simulation and the damage of the vehicle at 60 ms. Figure 4: Comparison of the relative position in simulation and the damage of the vehicle at 130 ms. Direction of 02 Direction of 02 Direction of 01 Direction of 01 Applied Bionics and Biomechanics 3 Table 1: The comparison of rider injury in simulation and true injury. Body Injury criteria Reconstructed results Conjectured injury True injury provided by the police Head HIC15 ≤ 1000 [15] 997.6 No fatal injury Consciousness 22.53g Torso Resultant acceleration 3ms ≤ 60g [16] No fatal injury Three fractures on the rib Left: 2303.7 N Femur <6.3 kN [17] No fracture of the femur No injury of the femur Right: 5674.5 N Left: 4781.5 N Open fractures on the left leg Tibia <4 kN [17] Fracture of the left tibia Right: 2363.2 N and trauma on the right leg 4 Applied Bionics and Biomechanics Table 2 Case no. Sp (m) Sc (m) Sm (m) V (km/h) HIC HIC-v HIC-g 1 13.9 10.7 22.6 48.0 5939.0 5939.0 0.4 2 8.4 8.4 8.7 40.8 375.1 375.1 31.1 3 10.8 6.0 13.2 36.0 75.6 75.6 18.2 4 18.6 25.4 39.5 58.0 596.1 596.1 21.1 5 10.9 13.3 4.6 25.0 27.8 24.8 27.4 6 16.6 12.3 19.9 38.0 326.6 304.3 326.6 7 13.0 9.9 20.8 35.0 389.5 389.5 5.5 8 23.6 18.7 37.7 67.0 1935.0 1935.0 40.4 9 2.2 2.8 1.9 18.0 745.2 745.2 11.6 10 4.6 2.0 4.3 20.0 142.3 142.3 17.8 11 9.6 5.9 5.1 33.0 3337.0 3337.0 14.6 12 6.9 3.9 3.1 27.0 68.2 68.2 29.1 13 32.3 20.6 23.1 51.0 443.9 443.9 73.6 14 5.8 11.8 18.4 49.0 201.7 201.7 165.8 15 8.9 7.0 6.2 30.0 116.0 116.0 56.1 16 4.9 3.6 4.9 26.0 39.1 39.1 37.5 17 6.8 5.9 7.6 36.0 408.5 408.5 9.4 18 19.8 10.3 26.1 45.0 234.8 234.8 28.0 19 8.0 9.6 8.4 31.0 68.6 68.6 30.0 20 4.4 1.8 3.8 20.0 97.0 97.0 41.2 21 4.3 3.3 6.3 25.0 363.1 363.1 32.7 22 3.2 1.9 5.4 15.0 59.3 3.2 59.3 23 1.5 3.0 1.2 15.0 24.0 24.0 17.5 24 17.4 21.6 20.9 38.0 338.6 338.6 10.0 25 11.4 8.3 12.8 24.5 98.1 98.1 5.3 26 1.0 12.6 1.0 40.0 106.9 12.1 106.9 27 12.9 18.2 9.7 29.0 110.4 11.8 110.4 28 4.0 2.8 8.3 24.5 58.9 4.6 58.9 29 3.3 17.7 3.2 30.0 166.0 166.0 164.5 30 3.5 1.3 1.4 14.0 33.7 18.9 33.7 31 3.5 5.9 2.8 28.0 12.9 12.9 9.0 32 1.0 0.5 0.4 10.0 54.5 54.5 0.7 33 5.9 1.3 4.9 14.0 34.8 11.4 34.8 34 18.6 20.0 24.7 64.0 808.6 808.6 270.2 35 5.6 2.5 4.8 15.0 48.8 17.2 48.8 36 6.9 4.5 6.0 32.0 395.2 395.2 13.9 37 4.3 1.1 3.9 15.0 471.7 3.3 471.7 38 3.5 0.6 2.3 10.0 183.2 0.7 183.2 39 21.6 29.2 28.1 67.0 1849.0 1849.0 183.0 40 23.2 60.2 20.1 64.0 997.6 997.6 28.3 41 4.0 3.8 6.8 30.0 115.4 115.4 26.3 42 2.1 11.9 4.1 31.0 87.7 29.7 87.7 43 9.9 11.9 8.0 35.0 214.8 209.1 214.8 44 2.1 1.2 1.0 7.0 43.7 43.7 15.9 45 6.8 5.4 5.2 25.0 176.2 58.4 176.2 46 10.6 2.0 7.9 20.0 115.2 0.2 115.2 47 2.0 31.2 11.2 38.0 212.2 18.8 212.2 48 11.3 8.4 12.4 46.0 246.2 246.2 129.1 Applied Bionics and Biomechanics 5 Table 2: Continued. Case no. Sp (m) Sc (m) Sm (m) V (km/h) HIC HIC-v HIC-g 49 12.9 9.1 14.5 48.0 766.9 766.9 231.6 50 10.1 9.5 16.0 49.0 720.5 720.5 705.7 51 13.9 11.6 11.9 54.0 478.5 478.5 52.6 52 11.9 13.3 11.5 56.0 748.4 748.4 32.1 53 17.8 13.7 13.6 58.0 780.9 780.9 575.4 54 18.1 15.0 10.6 60.0 1306.0 1306.0 764.6 55 15.6 15.0 23.0 62.0 2300.0 2300.0 293.2 56 17.5 16.9 28.9 66.0 2833.0 2833.0 180.7 57 15.7 10.4 17.1 52.0 405.8 405.8 106.1 Sp: throw distance of the pedestrian; Sc: braking distance of the vehicle; Sm: throw distance of the motorcycle; V: velocity of the vehicle; HIC-v: HIC from the vehicle; HIC-g: HIC from the ground. injuries of the riders can also provide support for the collected data. At the same time, some abnormal values mutual validation of injury traces. Therefore, the research were eliminated with the statistical method, and data of 53 on the source of human injury has aroused the attention cases were finally obtained. of scholars both in China and abroad: Badea-Rmero and 2.1. Accident Reconstruction. In order to obtain the injuries Lenard [11] found that the head injury of a part of riders and motion distance of the riders, 57 car-electric bicycle is caused by the ground based on the accident statistics. accidents were all reconstructed with PC-Crash. In order to With the aid of deep accident investigation, it is found make the reconstruction more reliable, all traces in the that car collision is the main cause of pedestrian injury, accident should be reasonably explained in the process of especially serious injury, but when the body is thrown simulation. One case will be shown as follows to show the out, the impact with the ground cannot be ignored, and process of reconstruction. in some cases it can also cause fatal injuries [12]. Cheng- jian et al. [13] found that the source of injury to the head 2.1.1. Case Introduction. One evening in a city in China, a of pedestrians is related to the speed of the car by way of Chevrolet car ran from north to south and collided with a simulation. When the speed is lower than 30 km/h, the car-electric bicycle which was running from west to east injuries mainly come from the ground; when the speed at the traffic light intersection. According to the survey is larger than 40 km/h, the injuries mainly come from of the police station, the accident happened on a flat the vehicle. Hua et al. [14] studied the source of head and dry bituminous pavement in good weather and visi- injury in different types of vehicle collision accidents and bility. The vehicle is free of faults. The on-the-spot traces found that vehicle models have an effect on the source are the rider’s blood stain and final stop position of the of human injury with the simulation technology. A survey electric bicycle and car. The braking traces are not discov- of these studies shows that scholars in China and abroad ered. Figure 1 shows the sketch of the accident scene; had studied the source of human injury in pedestrian acci- vehicle 02 is the Chevrolet car, while vehicle 01 is the dents, but there are few studies on the source of riders’ electric bicycle. There is no obvious scar on the head of injuries in car-electric bicycle accidents. the rider. The rider is conscious but with open fractures In order to know more information about the injury on the left leg, three fractures on the rib, and trauma source and correlation of riders in electric bicycle accidents, on the right leg. firstly, 57 car-electric bicycle accidents will be reconstructed by PC-Crash, and then data will be collected and verified by 2.1.2. Accident Reconstruction. According to the existing these existing research results; finally, the injury source and research [3], a traffic accident can be reconstructed reliably correlation of the riders will be studied with the aid of the following these steps. trend line. (1) Reconstruct the accident scene. As for this case, the 2. Source of the Data accident happened on a flat asphalt pavement, so there was no need to establish a three-dimensional 57 car-electric bicycle accidents were selected from the road. It is only necessary to scale the sketch of the Accident Investigation database of Hunan University and accident scene according to Figure 1 and then place the data collected by the authors during the past ten years. it into PC-Crash. Firstly, each accident was reconstructed with PC-Crash; sec- ondly, data on injuries, brake distance, and motion distance (2) Reconstruct all accident participants. As for the of the rider will be collected; thirdly, the existing research vehicle, directly recall the vehicle model near the results were employed to verify the reliability of these accident vehicle from the PC-Crash vehicle database 6 Applied Bionics and Biomechanics Table 3 Case no. Head 1 (N) Head 2 (N) 3 ms 1 3 ms 2 Torso 1 (N) Torso 2 (N) Femur left 1 (N) 1 2831.7 4648.0 7.2 6.3 2503.3 10502.6 1605.4 2 3927.8 2351.7 67.0 4.3 18312.0 2405.9 5727.9 3 1149.4 1581.4 2.4 1.7 1388.6 4627.2 9657.8 4 5914.5 2175.9 4.5 3.4 4178.7 3444.0 4717.8 5 1358.2 1734.9 0.6 0.3 3930.6 3285.4 1040.8 6 3761.2 6515.4 33.5 48.8 5898.5 11708.0 2268.9 7 3744.3 1197.0 13.5 0.8 3617.1 4180.9 8606.1 8 9049.5 1750.5 37.7 5.6 12957.0 2478.9 7591.1 9 6324.7 2079.9 14.4 0.5 4525.5 1463.2 20684.0 10 3109.0 1985.9 8.7 3.6 938.1 2916.4 31983.0 11 2899.0 2118.8 3.6 1.8 4082.6 4984.0 10640.0 12 2009.2 1632.3 2.6 5.3 2009.2 4059.8 7679.2 13 3743.8 2416.0 154.8 19.8 20363.0 12895.0 10944.0 14 4476.5 3515.5 7.8 267.0 3662.5 27000.0 5932.1 15 1935.6 2704.1 2.4 2.4 1736.1 4931.7 6140.1 16 1783.7 1916.6 4.7 5.6 7838.2 2654.6 7287.2 17 5128.0 1147.7 47.6 5.3 4593.3 4483.5 6296.2 18 3386.3 1185.3 2.2 22.4 2506.0 9605.6 6111.8 19 1394.8 1852.3 1.5 0.7 1609.4 2794.4 1625.4 20 2857.2 2165.8 3.8 18.2 4841.0 8313.8 1481.0 21 4615.9 2175.6 4.9 4.4 6064.6 6557.2 1659.6 22 420.1 1960.2 2.8 1.8 3741.1 3232.8 1473.7 23 1331.1 1579.2 2.0 3.2 4649.5 3522.0 3.7 24 4277.7 1332.5 5.1 3.6 2468.9 6429.2 2678.3 25 1834.5 1268.0 3.6 4.5 1483.6 4563.4 3403.4 26 2041.3 3865.8 0.6 2.2 2427.3 1889.4 1574.7 27 1147.4 2784.4 2.8 12.5 2303.8 5588.9 3083.2 28 734.4 2211.8 0.2 3.3 878.6 5140.3 1785.3 29 789.9 4425.2 5.7 1.4 9804.1 7521.2 4294.5 30 1421.3 1651.2 0.3 3.2 2437.3 5008.3 1558.2 31 1230.8 1003.0 2.2 19.6 3334.2 8565.9 2224.7 32 3305.3 1068.3 0.7 0.2 2606.6 3443.9 7133.2 33 1534.9 1611.7 0.9 7.6 4425.3 4115.2 2082.5 34 5788.4 5522.2 7.3 9.6 8908.9 9547.3 12278.2 35 1097.6 1437.4 0.8 3.2 1639.2 3715.4 2146.5 36 3861.6 1838.1 5.7 28.7 3349.4 12676.5 10194.5 37 0.0 3731.1 3.5 3.1 0.0 3768.0 6044.1 38 254.3 3209.1 0.1 5.7 828.5 3474.5 3485.2 39 5830.3 2599.7 15.4 55.3 2999.9 12353.4 16814.6 40 3297.0 2544.0 22.5 5.1 5816.4 4214.6 2303.7 41 2317.0 1339.4 2.5 11.1 4521.1 3911.8 4187.3 42 2093.9 2804.2 8.7 0.6 7174.3 3282.5 4513.3 43 1379.3 1855.5 122.8 56.4 17593.0 10208.0 2336.1 44 2098.2 1608.6 2.1 6.8 5099.1 5876.2 2190.5 45 1806.2 4558.7 80.5 2.4 20602.0 1758.2 4258.9 46 196.9 2943.5 0.3 9.4 0.0 11079.0 1737.6 47 805.2 3183.9 0.6 6.7 2779.1 6126.6 1930.0 48 2955.8 2476.1 22.8 35.7 3337.9 11835.0 11766.0 Applied Bionics and Biomechanics 7 Table 3: Continued. Case no. Head 1 (N) Head 2 (N) 3 ms 1 3 ms 2 Torso 1 (N) Torso 2 (N) Femur left 1 (N) 49 4453.8 3331.8 41.7 36.2 1291.2 4551.3 7345.4 50 3590.0 3041.7 4.3 17.3 4006.0 6275.5 5345.9 51 3481.7 1824.6 19.1 38.8 21538.0 6761.1 11477.0 52 3679.8 1862.3 9.9 15.9 1865.6 5848.1 8981.5 53 3529.5 2431.6 9.1 5.5 4318.7 6507.2 3356.9 54 3480.0 2476.6 5.3 12.1 2635.1 7676.1 19813.0 55 4768.7 3690.7 43.3 104.7 3836.0 13124.0 12044.0 56 5101.8 2855.3 50.2 5.6 2661.8 7755.5 21346.0 57 3747.1 2397.7 15.9 19.3 1849.2 10479.0 6368.6 Head is the contact force of the head, 1 means from the vehicle, and 2 means from the ground the same in the next. Data from cases 1, 11, 13, and 14 are removed from the manuscript. and then modify the parameters with high influence addition to the fractures of the left leg. The conclu- on the reconstruction according to the actual vehicle sion is consistent with the information provided by parameters. After the modification, the car model is the police. It suggests that the body injuries can be characterized by mass 1270 kg, length 4598 mm, explained reasonably in the simulation also. Thus, the reconstruction results are reliable and the data width 1797 mm, and height 1470 mm. As for the electric bicycle, the multibody model Maxi-Driver on this basis are trustable. 010910 in PC-Crash was selected and then the cor- responding parameters were changed according to 2.2. Data Reading. All the 57 cases were reconstructed the information on the electric bicycle and rider. according to the above method. And then the accelera- In the case, the height of the rider is 171 cm and tion of the rider’s head and chest and the contact force the weight is 70 kg, while for the electric bicycle, of the head, the torso, the femur, the tibia, and the knee the length is 1557 mm, the height of the handle is were all derived directly from PC-Crash. And then the 960 mm, and the mass is 45 kg. All other parameters time that the rider is high up absolutely in the air will are default values. be found from the simulation as the time node. Accord- (3) Accident reconstruction. Through repeated simula- ing to the time node, the injury values of different parts tion, we discovered that it is consistent with the of the rider were calculated according to these obtained actual condition when the car speed is 64 km/h and data. The value at the front of the node is considered the speed of the car-electric bicycle is 3 km/h. The from the impact of the vehicle, while the value behind traces in simulation fit with the accident site when the node is considered from the impact of the road. the friction coefficient between the car and the pave- Detailed information about these data can be found in ment is 0.6 and the friction coefficient between the Tables 2–5. bicycle and the pavement is 0.7. The reconstruction results are shown in Figure 2. 3. Data Processing (4) Verify the reconstruction result. As shown in 3.1. Data Verification. Take the vehicle speed as the y-coordi- Figure 2, traces in the accident scene can be rea- nate and the body throw distance as the x-coordinate to sonably explained in the simulation. Figures 3 depict the data, and compare it with existing results. The ver- and 4 are the comparison of the relative position ification results are shown in Figure 5. More information in simulation and the damage of the vehicle at about Zhang’s model [18], Nie and Yang’s model [19], the simulation time t =60ms and t = 130 ms.In Braun’s model [20], and Lin et al.’s model [21] can be found Figures 3 and 4, the left figure is the reconstruction in the corresponding references. From Figure 5, we can find figure, while the right figure is the actual deforma- that the collected data are evenly distributed around the tion of the car in the accident. At the reconstruc- models proposed by 4 scholars, indicating that the data col- tion time t =60ms, the bicycle contacts with the lected here are reliable and can be further analyzed. right front of the car; when t = 130 ms, the rider scrubs with the right of the car. These contact points are the causes for the vehicle’s deformations. 3.2. Abnormal Data Processing. In order to reduce the effect At the same time, Table 1 compares the conjec- of abnormal data on the analysis results, the outliers in these tured conclusions of injuries to the rider and the collected data should be deleted before analyzing the data. information provided by the police. It shows that And the Pauta principle (3σ) in statistics was employed to the rider does not suffer serious injuries in get rid of outliers in the paper. 8 Applied Bionics and Biomechanics Table 4 Case Femur left 2 Femur right 1 Femur right 2 Lower leg left 1 Lower leg left 2 Lower leg right 1 Lower leg right 2 no. (N) (N) (N) (N) (N) (N) (N) 1 1220.9 9741.8 1568.6 1390.3 1624.0 2832.6 2825.9 2 2557.6 2533.0 779.2 3999.0 1146.1 7209.5 1565.7 3 3530.0 7856.4 1581.2 4212.0 2559.8 3919.1 2559.8 4 3987.3 13794.0 2776.5 2702.7 3494.9 1475.0 2315.1 5 2546.3 1414.1 1231.5 1817.9 1688.4 2915.5 1200.6 6 8562.5 2010.2 8562.5 27.8 2612.2 1669.6 1150.3 7 906.2 9063.5 3799.4 4814.4 3668.0 10963.0 2236.1 8 1431.9 6576.9 1488.3 3392.5 2274.5 1876.7 3152.3 9 2473.7 4037.0 2132.1 3284.7 1417.4 1673.0 2356.0 10 2916.4 9890.7 2060.2 6366.2 2848.1 1733.4 2775.5 11 4237.3 8286.4 3730.5 4416.4 1939.4 6239.9 1952.7 12 2990.3 5701.7 2141.7 7788.1 1302.5 2571.9 2919.4 13 2424.4 2527.7 1820.8 4453.9 2527.2 4139.6 2367.7 14 8393.1 10732.0 8032.3 2674.4 1390.7 10245.0 2756.9 15 1315.6 1590.5 3434.7 5402.6 1469.9 1280.7 2902.9 16 2060.2 4010.1 2060.2 3667.2 1218.5 210.7 1027.8 17 1441.3 3487.8 4463.2 337.0 2119.7 2761.7 2221.1 18 3591.9 1619.8 3627.8 5326.0 1542.4 1822.0 2154.4 19 1533.3 5158.0 1565.2 1434.6 459.0 5922.1 3306.8 20 1579.5 2554.9 1586.1 8651.7 2413.6 2292.9 884.3 21 442.4 1884.5 2991.3 1140.6 1175.8 1646.9 909.1 22 3304.1 1606.6 2620.6 2059.7 668.6 979.5 174.6 23 1330.9 661.5 2377.0 8.6 796.3 586.1 356.4 24 1473.0 2621.9 707.8 2528.6 477.2 1556.6 0.0 25 4227.9 4764.7 1611.9 3897.4 1587.0 3904.6 1640.9 26 287.7 1430.1 796.0 563.1 998.3 297.1 781.1 27 583.1 4056.6 1815.6 3395.8 3088.5 2891.4 623.4 28 464.6 2825.5 451.9 2182.5 1605.5 2650.2 1420.5 29 1669.4 2039.5 499.6 0.0 4726.7 2140.6 3439.5 30 1926.0 1562.1 2269.0 4694.7 953.5 1850.3 539.3 31 1377.7 955.8 1190.3 241.0 2704.0 3174.5 838.9 32 1165.9 3071.0 3039.1 173.5 1743.1 4797.7 1530.4 33 1123.1 2324.7 2443.4 0.0 2387.2 1694.3 1359.1 34 6921.0 18252.0 8218.5 7891.1 7322.4 7654.4 8895.7 35 2.9 1785.2 1777.0 0.0 2419.7 1438.8 1136.2 36 1100.0 5625.4 3226.3 9248.2 1181.5 1918.3 2317.9 37 1766.0 5094.2 3546.8 4185.4 847.0 401.3 2034.2 38 2106.4 1581.2 876.3 2185.0 834.3 224.6 1522.6 39 1608.7 5124.5 3245.5 7265.5 4875.4 2952.4 2141.6 40 1300.1 6890.5 938.7 4097.2 4781.5 2363.2 1320.5 41 5772.0 3372.6 1054.8 975.2 2651.6 1994.6 4196.3 42 3795.5 9912.8 1535.0 3197.1 1564.7 6441.1 1588.0 43 2127.1 7675.6 619.3 2804.1 2873.9 8575.8 1890.0 44 1391.2 2756.5 2770.7 4894.1 1245.7 0.0 4463.1 45 4708.6 5001.0 3481.9 413.8 2918.2 0.0 4463.1 46 4867.1 5730.5 5650.4 0.0 1371.9 2060.7 1237.1 47 3086.7 1039.1 607.7 1452.1 1148.2 678.8 1413.6 Applied Bionics and Biomechanics 9 Table 4: Continued. Case Femur left 2 Femur right 1 Femur right 2 Lower leg left 1 Lower leg left 2 Lower leg right 1 Lower leg right 2 no. (N) (N) (N) (N) (N) (N) (N) 48 3574.3 5154.7 9210.5 11139.0 3951.5 3529.0 2730.9 49 1555.0 12361.0 4448.0 13036.0 1724.6 2987.1 3190.2 50 3048.9 10806.0 6196.1 13551.0 1163.2 3896.3 3356.6 51 2682.0 11466.0 4061.3 12388.0 1294.0 4274.7 3789.1 52 3767.5 12042.0 4053.8 5908.5 2483.1 3643.5 1478.9 53 5851.3 12212.0 2507.1 4278.8 2778.8 5573.9 1600.0 54 2058.6 5844.0 3152.0 3246.4 4161.4 10160.0 5774.4 55 3559.0 9369.2 1459.8 2102.7 2626.0 4523.7 2215.9 56 2290.0 9688.5 8280.3 3651.4 1758.8 5000.7 4129.1 57 3538.1 15991.0 5462.3 12058.0 3618.6 4441.9 1879.1 4.1.2. Torso. The source comparison of the rider’s torso HIC15 was taken as an example here. Firstly, roughly screen out the value that deviates from most of the values 3 ms acceleration magnitude and maximum torso contact in all cases with a boxplot module in the SPSS software; force is shown in Figures 8 and 9. In Figure 8, we can the corresponding observed values are 5939, 1935, 3337, see that the contact ratio between the dotted line and 1849, and 2300. And then the analyzed results are shown the real line is very high upon intermediate and low in Table 6 according to the Pauta principle. From speed, indicating that the main source of indirect injury Table 6, we can find that the observed value 5939 is the to the rider’s torso is not obvious at low and intermedi- outlier; in this case, it shall be removed. Respectively, dis- ate speed, and the main source is from automobiles at tinguish injury data of each part according to the above high speed; in Figure 9, we can see that the dotted line methods; 4 samples shall be removed, and then 53 samples is obviously higher than the solid line, indicating that are reserved finally. the direct injury of the rider’s torso is mainly from the road pavement. 4. Data Analysis 4.1.3. Tibia. The source comparison of the rider’s max- 4.1. Rider’s Injury Source Analysis of Each Part. Take the imum tibia contact force is shown in Figures 10 and vehicle speed as the x-coordinate and the rider’s injury 11. In Figure 10, we can see that the solid line is above value of each part as the y-coordinate, respectively; draw the dotted line, indicating that the injury of the rider’s comparison diagrams concerning the rider’s injury source left leg is mainly from automobiles. In Figure 11, upon of each part. In the diagram, the triangle and circular low speed, the dotted line is above the solid line, indi- scatter, respectively, indicate that the injury source is cating that the injury of the rider’s right leg is mainly from automobiles and the road pavement; the solid line from the road pavement; upon intermediate and high and dotted line indicate trend lines of the triangle and speed, the solid line is generally located above the dot- circular scatter. ted line, indicating that the injury of the right leg is from automobiles. 4.1.1. Head. The source comparison of the rider’s head HIC15 and maximum head collision force is shown in 4.1.4. Femur. The source comparison of rider’s maximum Figures 6 and 7. Upon low speed, in Figure 6, the solid line femur contact force is shown in Figures 12 and 13. In is close to the dotted line, indicating that the difference of Figure 12, in addition to individual points, the solid line the indirect injury value caused by automobiles and the road is generally located above the dotted line, indicating that pavement is not obvious; in Figure 7, the dotted line is the injury of the rider’s left femur is mainly from auto- higher than the solid line, indicating that the direct injury mobiles in most cases. In Figure 13, similar to the law of the rider’s head is mainly from the road pavement. Upon of the left femur, the right femur injury is from automo- intermediate and high speed, in Figures 6 and 7, the solid biles in most cases. line is obviously higher than the dotted line, indicating that both indirect and direct damages of the head are mainly 4.1.5. Knee. The source comparison of the rider’s maxi- mum knee contact force is shown in Figures 14 and 15. from automobiles. In order to make the discussion more convenient and coherent, the specific interval of the velocity In Figure 14, we can see that 2 curves are in a staggered will be replaced by the low speed, intermediate, and high upward trend. Upon low speed, the solid line is above speed. Generally, low speed is about 0 to 30 km/h, interme- the dotted line, indicating that the injury to the left knee diate speed is about 30 to 50 km/h, and high speed is about of the rider is from automobiles. Upon intermediate speed, the dotted line is obviously higher than the solid 60 to 80 km/h 10 Applied Bionics and Biomechanics Table 5 Case no. Left knee 1 (N) Left knee 2 (N) Right knee 1 (N) Right knee 2 (N) 1 1606.7 1869.2 0.0 1962.3 2 7374.7 740.7 11025.0 671.2 3 7666.5 4854.6 12795.0 1962.5 4 1475.0 1563.3 1338.7 8830.4 5 1377.4 4637.2 2020.1 7315.5 6 0.0 4336.5 0.0 2300.1 7 7245.8 2490.2 13794.0 3183.4 8 26777.0 9540.3 8786.3 8337.0 9 20951.0 0.0 3439.5 10377.0 10 6792.3 8386.2 753.7 1766.3 11 7531.9 2607.1 12386.0 811.6 12 3296.2 0.0 80.0 5203.5 13 9984.6 8516.6 16633.0 2759.5 14 1438.2 4575.7 5978.9 5834.5 15 3162.6 5714.4 3164.9 1206.2 16 35.0 5652.9 3945.4 3598.6 17 1614.3 5703.7 2.6 0.0 18 864.8 1993.2 1584.9 0.0 19 97.8 909.3 1300.3 7614.1 20 4118.9 9867.4 670.5 1865.2 21 2037.0 4625.1 19714.0 1380.3 22 1545.0 1291.7 2696.7 3478.5 23 71.2 3628.5 6547.5 0.0 24 1369.2 1646.6 10653.1 2200.4 25 10765.1 2485.8 7213.0 187.2 26 7468.9 11705.3 2485.8 3500.3 27 6872.4 6211.4 5376.7 4073.7 28 2611.3 4668.2 1639.0 3396.1 29 0.0 8197.7 29802.8 1690.0 30 1949.6 5706.6 2086.9 834.5 31 0.0 4941.4 4182.5 6251.6 32 0.0 868.8 7607.9 8875.6 33 56.1 296.1 13272.2 2353.4 34 8084.1 5363.0 18314.2 14898.4 35 0.0 1420.1 5269.2 548.1 36 19854.0 8649.4 1013.8 1284.1 37 6690.3 2743.8 0.0 0.0 38 5400.1 0.0 0.0 501.6 39 7265.5 4875.4 0.0 6620.2 40 2630.2 1964.3 5273.6 1876.3 41 276.6 3752.9 0.0 3904.1 42 1412.0 1644.1 24980.0 2721.8 43 1195.2 2708.7 18109.0 706.2 44 7856.1 1822.9 0.0 2984.7 45 0.0 0.0 3506.5 4043.4 46 0.0 4374.1 11108.0 4273.7 47 0.0 2283.7 510.2 6963.2 48 8892.9 1289.6 6671.6 2406.9 Applied Bionics and Biomechanics 11 Table 5: Continued. Case no. Left knee 1 (N) Left knee 2 (N) Right knee 1 (N) Right knee 2 (N) 49 14330.0 1000.6 9657.4 2003.1 50 18309.0 10785.0 13144.0 7941.3 51 11409.0 3925.8 9551.4 7859.4 52 16743.0 6560.2 11568.0 6479.2 53 2538.0 5341.6 2607.0 8370.4 54 10384.0 6148.4 15817.0 15012.0 55 3006.6 4141.1 10774.0 4856.0 56 8751.6 5928.8 15181.0 3004.0 57 10483.0 7370.8 347.5 17737.0 4,000.00 3,000.00 2,000.00 1,000.00 0.00 0 10 20 30 40 50 60 60 0.00 20.00 40.00 60.00 Vehicle speed (km/h) V (km/h) Zhang model Lin model Nie and Yang model True data Source from vehicle Source from vehicle Source from ground Source from ground Braun model Figure 6: Source of head HIC15. Figure 5: Data verification. Table 6: The abnormal value of HIC15. 10,000.00 Observed Standard Absolute Expectation 3σ Results 8,000.00 value deviation errors 5939 5381 Abnormal 6,000.00 1935 1377 Normal 3337 2779 Normal 557 1001 3003 4,000.00 1849 1291 Normal 2300 1742 Normal 2,000.00 2833 2275 Normal 0.00 line, indicating that the injury to the left knee of the rider 0.00 20.00 40.00 60.00 is from the road pavement; upon high speed, the solid line V (km/h) is above the dotted line, indicating that the injury to the left knee is from automobiles. In Figure 15, we can see Source from vehicle Source from vehicle that two curves are in a wavelike upward trend and the Source from ground Source from ground solid line is above the dotted line, indicating that the injury of the rider’s right knee is mainly from automobiles. Figure 7: Source of head maximal striking force. 4.2. Correlation Analysis of Injuries. The rider’s injury correlation of each part was analyzed by the rank correlation Table 7 shows stronger correlations among rider’s head coefficient method in the SPSS, and analysis results are injury HIC15 and torso 3 ms acceleration magnitude, maxi- shown in Table 7. mum left femur contact force, and maximum right femur Throw distance of the rider (m) The max impact force of the head (kN) HIC15 12 Applied Bionics and Biomechanics 16,000.00 120.00 14,000.00 100.00 12,000.00 10,000.00 80.00 8,000.00 60.00 6,000.00 40.00 4,000.00 2,000.00 20.00 0.00 0.00 0.00 20.00 40.00 60.00 80.00 V (km/h) 0.00 20.00 40.00 60.00 V (km/h) Source from vehicle Source from vehicle Source from ground Source from ground Source from vehicle Source from vehicle Source from ground Source from ground Figure 10: Source of injury of the lower left leg. Figure 8: Source of injury of torso 3 ms acceleration. 12,000.00 25,000.00 10,000.00 20,000.00 8,000.00 6,000.00 15,000.00 4,000.00 10,000.00 2,000.00 5,000.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 V (km/h) 0.00 20.00 40.00 60.00 Source from vehicle Source from vehicle V (km/h) Source from ground Source from ground Source from vehicle Source from vehicle Source from ground Source from ground Figure 11: Source of injury of the lower right leg. Figure 9: Source of torso maximal contact force. and left knee. The above has a significant statistical sig- nificance; there is a medium correlation between maxi- contact force. There is a certain correlation between mum contact force of the rider’s right leg and right knee; there is no obvious correlation between maximum rider’s torso 3 ms acceleration magnitude and maximum left femur and right femur contact forces. It shows stron- contact force of the rider’s left knee and right knee. ger correlations between maximum collision force of the rider’s left femur and maximum right femur contact force, which has a certain correlation with maximum 5. Conclusion contact force of the rider’s left leg and left knee. There is a certain correlation between maximum collision force After accident reconstruction, data acquisition, data verifica- of the rider’s right femur and maximum contact force of tion, and screening of 57 car-electric bicycle accidents where the rider’s left leg and right leg. It has a certain correla- riders are hit against the engine hood and thrown to the air, tion between the maximum collision force of the rider’s data obtained from the remaining 53 cases were analyzed left leg and maximum collision force of the right leg and the following conclusions were drawn: The max impact force of the torso (kN) The 3 ms acceleration of the torso ( g) The max impact force of the right lower leg (kN) The max impact force of the left lower leg (kN) Applied Bionics and Biomechanics 13 30,000.00 40,000.00 25,000.00 30,000.00 20,000.00 15,000.00 20,000.00 10,000.00 10,000.00 5,000.00 0.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 15.00 30.00 45.00 60.00 75.00 V (km/h) V (km/h) Source from vehicle Source from vehicle Source from vehicle Source from vehicle Source from ground Source from ground Source from ground Source from ground Figure 12: Source of injury of the left femur. Figure 14: Source of injury of the left knee. 30,000.00 20,000.00 25,000.00 15,000.00 20,000.00 15,000.00 10,000.00 10,000.00 5,000.00 5,000.00 0.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 15.00 30.00 45.00 60.00 75.00 V (km/h) V (km/h) Source from vehicle Source from vehicle Source from vehicle Source from vehicle Source from ground Source from ground Source from ground Source from ground Figure 13: Source of injury of the right femur. Figure 15: Source of injury of the right knee. upon high speed, while direct torso injuries are from (1) Through comparing the rider’s injuries of each the road pavement. part in the collision process with automobiles and ground, we found that direct injuries of the head (2) No high correlation was found between all parts of and right leg are from the road pavement upon the injury. The largest correlation coefficient was low speed. The source laws of indirect head inju- the head-left femur and left femur-right femur, ries are not obvious; upon intermediate and high which was 0.647, followed by the head-right femur speed, the injuries of the above parts are from (0.638) and head-torso which was 0.617. It was automobiles. In most cases, injuries of the left leg, found that the correlation coefficient values of the femur, and right knee are from automobiles; left abovementioned items were very close, and it knee injuries are from automobiles, the road pave- needs to be further studied whether the approach ment, and automobiles, respectively, upon low, was related to the collision angle. intermediate, and high speed. The source laws of indirect torso injuries are not obvious upon interme- (3) Though some interesting results were obtained, the diate and low speed, which are from automobiles reason why there are such phenomena was not The max impact force of the right femur (kN) The max impact force of the left femur (kN) The max impact force of the right knee (kN) The max impact force of the left knee (kN) 14 Applied Bionics and Biomechanics Table 7: The rank correlation coefficient about different parts of the rider’s injury. Head Torso Left femur Right femur Left leg Right leg Left knee Right knee ∗∗ ∗∗ ∗∗ ∗∗ ∗ ∗∗ Head 1.000 0.617 0.647 0.638 0.378 0.322 0.418 0.291 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗ 0.617 0.505 0.432 0.357 0.352 0.282 Torso 1.000 0.188 ∗∗ ∗∗ ∗∗ ∗∗ ∗ ∗∗ 0.647 0.505 0.647 0.524 0.337 0.493 Left femur 1.000 0.209 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗ 0.638 0.432 0.647 0.539 0.533 0.292 Right femur 1.000 0.395 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ 0.378 0.357 0.524 0.539 0.401 0.563 Left leg 1.000 0.111 ∗ ∗∗ ∗ ∗∗ ∗∗ 0.322 0.352 0.337 0.533 0.401 Right leg 1.000 0.199 0.584 ∗∗ ∗ ∗∗ ∗ ∗∗ 0.418 0.282 0.493 0.292 0.563 Left knee 0.199 1.000 0.133 ∗ ∗∗ ∗∗ 0.291 0.395 0.584 Right knee 0.188 0.209 0.111 0.133 1.000 Superscript ∗∗ means significant statistical significance, superscript ∗ means general statistical significance, and no superscript means no statistical significance. discussed here, which deserves to be studied deeply in and vehicle,” Automotive Engineering, vol. 37, no. 7, pp. 772– 776, 2015. the future. [8] G. A. Davis, “A Bayesian approach to cross-validation in pedestrian accident reconstruction,” SAE International Conflicts of Interest Journal of Passenger Cars-Mechanical Systems, vol. 4, no. 1, pp. 293–303, 2011. The authors declare that there is no conflict of interest [9] Y. Peng, J. Yang, D. Caroline, and R. Willinger, “Finite element regarding the publication of this paper. modeling of crash test behavior for windshield laminated glass,” International Journal of Impact Engineering, vol. 57, Acknowledgments pp. 27–35, 2013. [10] J. Xu, Y. Li, G. Lu, and W. Zhou, “Reconstruction model of This work was supported by the National Natural vehicle impact speed in pedestrian–vehicle accident,” Interna- Science Foundation of China (51775056), the Science and tional Journal of Impact Engineering, vol. 36, no. 6, pp. 783– Technology Planning Project of Guangzhou City, China 788, 2009. (no. 201704020142), and the Hunan Province Key Labora- [11] A. Badea-Rmero and J. Lenard, “Source of head injury for tory of Safety Design and Reliability Technology for pedestrians and pedal cyclists: striking vehicle or road?,” Engineering Vehicle (Changsha University of Science & Accident Analysis & Prevention, vol. 50, pp. 1140–1150, 2013. Technology) (KF1605). [12] J. Yang, “Overview of research on injury biomechanics in car-pedestrian collisions,” Chinese Journal of Automotive References Engineering, vol. 1, no. 2, pp. 81–93, 2011. [13] C. Feng, F. Wang, C. Xu, W. Fan, S. Liu, and Z. Yin, “Head [1] Ministry of Public Security Traffic Management Bureau, dynamic response based on reconstruction of vehicle- People’s Republic of China Statistical Year Book of Road pedestrian accidents with the video,” Journal of Medical Bio- Accidents 2010–2015. mechanics, vol. 28, no. 2, pp. 164–170, 2013. [2] Y. Li, Y. Sun, and C. Xu, “Developing trends of automotive [14] H. Li, Y. Li, J. Xiao, M. Cai, and T. Zou, “Study on source of safety technology: an analysis based on traffic accident data,” head injury in vehicle-pedestrian accident considering types Journal of Automotive Safety and Energy, vol. 7, no. 3, of vehicles,” China Safety Science Journal, vol. 26, no. 11, pp. 241–253, 2016. pp. 81–86, 2016. [3] T. Zou, Z. Yu, M. Cai, and J. Liu, “Car-pedestrian accident [15] Standardization Administration of the People's Republic of reconstruction based on PC-Crash,” Journal of Vibration and China, “The protection of the occupants in the event of a fron- Shock, vol. 30, no. 3, pp. 215–219, 2011. tal collision for motor vehicle,” GB 11551-2014. [4] T. Zou, Z. Yu, M. Cai, and J. Liu, “Analysis and application of [16] L. Hong and R. 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Injury Source and Correlation Analysis of Riders in Car-Electric Bicycle Accidents

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Publisher
Hindawi Publishing Corporation
Copyright
Copyright © 2018 Tiefang Zou et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
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1176-2322
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1754-2103
DOI
10.1155/2018/3674858
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Abstract

Hindawi Applied Bionics and Biomechanics Volume 2018, Article ID 3674858, 15 pages https://doi.org/10.1155/2018/3674858 Research Article Injury Source and Correlation Analysis of Riders in Car-Electric Bicycle Accidents 1,2 1,2 3 1,2 1,2 Tiefang Zou , Liang Yi, Ming Cai , Lin Hu, and Yuelin Li School of Automobile and Mechanical Engineering, Changsha University of Science and Technology, Changsha 410076, China Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Hunan Province 410004, China School of Engineering, Sun Yat-sen University, Guangzhou, Guangdong 510275, China Correspondence should be addressed to Ming Cai; caiming@mail.sysu.edu.cn Received 8 December 2017; Revised 9 February 2018; Accepted 21 February 2018; Published 8 April 2018 Academic Editor: Jun Xu Copyright © 2018 Tiefang Zou et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. The knowledge about the injury source and correlation of riders in car-electric bicycle accident will be helpful in the cross validation of traces and vehicle safety design. In order to know more information about such kind of knowledge, 57 true car-electric bicycle accidents were reconstructed by PC-Crash and then data on injury information of riders were collected directly from the reconstructed cases. These collected data were validated by some existing research results firstly, and then 4 abnormal cases were deleted according to the statistical method. Finally, conclusions can be obtained according to the data obtained from the remaining 53 cases. Direct injuries of the head and right leg are from the road pavement upon low speed; the source laws of indirect head injuries are not obvious. Upon intermediate and high speed, the injuries of the above parts are from automobiles. Injuries of the left leg, femur, and right knee are from automobiles; left knee injuries are from automobiles, the road pavement and automobiles, respectively, upon low, intermediate, and high speed. The source laws of indirect torso injuries are not obvious upon intermediate and low speed, which are from automobiles upon high speed, while direct torso injuries are from the road pavement. And there is no high correlation between all parts of the injury of riders. The largest correlation coefficient was the head-left femur and left femur-right femur, which was 0.647, followed by the head-right femur (0.638) and head-torso which was 0.617. 1. Introduction reconstruction is all kinds of traces left on the scene of the accident. In order to improve the reliability of the According to statistics, the total number of traffic acci- reconstruction results, it is often necessary to conduct cross verification [8] to ensure the reliability of the trace. dents in China is declining year by year, but the accidents It is noted that there is a certain correspondence between of car-electric bicycle rise [1]. The number of riders who died in the accident also increased steadily, from 0% in the deformation of the vehicle and the injury of the human body [9, 10]. Therefore, these two kinds of traces 2000 to 11% [2] in 2014. This shows that it is very neces- sary for us to study the traffic accidents of car-electric can be contrasted and verified. But there is a very impor- tant question before the verification; that is, the rider’s bicycles. Accident reconstruction is an important way to injury comes from the car or the road. If the problem is study traffic accidents. According to all kinds of traces that can be obtained in the accident, we can deduce the whole unclear, the conclusions are not reliable if verified with the pavement damages and vehicle deformation; at the process of an accident, and we can get more data that can- not be measured from the accident scene, such as vehicle same time, to find out the source of injury to the rider in the accident, it is also valuable to the safety design of speed and human injury [3, 4]. These data are valuable the body, especially the design of the shape of the vehicle for vehicle safety design, road speed limit setting, and traf- fic accident identification [5–7]. The basis of accident head. In addition, the study on the correlation between the 01 2 Applied Bionics and Biomechanics Final position of 02 Final position of 01 Bloodstain 0123456789 10 Scale: Figure 1: The sketch of the accident scene. Final position of 02 Final position of 01 Bloodstain 0123456789 10 Scale: Figure 2: The simulation result. Figure 3: Comparison of the relative position in simulation and the damage of the vehicle at 60 ms. Figure 4: Comparison of the relative position in simulation and the damage of the vehicle at 130 ms. Direction of 02 Direction of 02 Direction of 01 Direction of 01 Applied Bionics and Biomechanics 3 Table 1: The comparison of rider injury in simulation and true injury. Body Injury criteria Reconstructed results Conjectured injury True injury provided by the police Head HIC15 ≤ 1000 [15] 997.6 No fatal injury Consciousness 22.53g Torso Resultant acceleration 3ms ≤ 60g [16] No fatal injury Three fractures on the rib Left: 2303.7 N Femur <6.3 kN [17] No fracture of the femur No injury of the femur Right: 5674.5 N Left: 4781.5 N Open fractures on the left leg Tibia <4 kN [17] Fracture of the left tibia Right: 2363.2 N and trauma on the right leg 4 Applied Bionics and Biomechanics Table 2 Case no. Sp (m) Sc (m) Sm (m) V (km/h) HIC HIC-v HIC-g 1 13.9 10.7 22.6 48.0 5939.0 5939.0 0.4 2 8.4 8.4 8.7 40.8 375.1 375.1 31.1 3 10.8 6.0 13.2 36.0 75.6 75.6 18.2 4 18.6 25.4 39.5 58.0 596.1 596.1 21.1 5 10.9 13.3 4.6 25.0 27.8 24.8 27.4 6 16.6 12.3 19.9 38.0 326.6 304.3 326.6 7 13.0 9.9 20.8 35.0 389.5 389.5 5.5 8 23.6 18.7 37.7 67.0 1935.0 1935.0 40.4 9 2.2 2.8 1.9 18.0 745.2 745.2 11.6 10 4.6 2.0 4.3 20.0 142.3 142.3 17.8 11 9.6 5.9 5.1 33.0 3337.0 3337.0 14.6 12 6.9 3.9 3.1 27.0 68.2 68.2 29.1 13 32.3 20.6 23.1 51.0 443.9 443.9 73.6 14 5.8 11.8 18.4 49.0 201.7 201.7 165.8 15 8.9 7.0 6.2 30.0 116.0 116.0 56.1 16 4.9 3.6 4.9 26.0 39.1 39.1 37.5 17 6.8 5.9 7.6 36.0 408.5 408.5 9.4 18 19.8 10.3 26.1 45.0 234.8 234.8 28.0 19 8.0 9.6 8.4 31.0 68.6 68.6 30.0 20 4.4 1.8 3.8 20.0 97.0 97.0 41.2 21 4.3 3.3 6.3 25.0 363.1 363.1 32.7 22 3.2 1.9 5.4 15.0 59.3 3.2 59.3 23 1.5 3.0 1.2 15.0 24.0 24.0 17.5 24 17.4 21.6 20.9 38.0 338.6 338.6 10.0 25 11.4 8.3 12.8 24.5 98.1 98.1 5.3 26 1.0 12.6 1.0 40.0 106.9 12.1 106.9 27 12.9 18.2 9.7 29.0 110.4 11.8 110.4 28 4.0 2.8 8.3 24.5 58.9 4.6 58.9 29 3.3 17.7 3.2 30.0 166.0 166.0 164.5 30 3.5 1.3 1.4 14.0 33.7 18.9 33.7 31 3.5 5.9 2.8 28.0 12.9 12.9 9.0 32 1.0 0.5 0.4 10.0 54.5 54.5 0.7 33 5.9 1.3 4.9 14.0 34.8 11.4 34.8 34 18.6 20.0 24.7 64.0 808.6 808.6 270.2 35 5.6 2.5 4.8 15.0 48.8 17.2 48.8 36 6.9 4.5 6.0 32.0 395.2 395.2 13.9 37 4.3 1.1 3.9 15.0 471.7 3.3 471.7 38 3.5 0.6 2.3 10.0 183.2 0.7 183.2 39 21.6 29.2 28.1 67.0 1849.0 1849.0 183.0 40 23.2 60.2 20.1 64.0 997.6 997.6 28.3 41 4.0 3.8 6.8 30.0 115.4 115.4 26.3 42 2.1 11.9 4.1 31.0 87.7 29.7 87.7 43 9.9 11.9 8.0 35.0 214.8 209.1 214.8 44 2.1 1.2 1.0 7.0 43.7 43.7 15.9 45 6.8 5.4 5.2 25.0 176.2 58.4 176.2 46 10.6 2.0 7.9 20.0 115.2 0.2 115.2 47 2.0 31.2 11.2 38.0 212.2 18.8 212.2 48 11.3 8.4 12.4 46.0 246.2 246.2 129.1 Applied Bionics and Biomechanics 5 Table 2: Continued. Case no. Sp (m) Sc (m) Sm (m) V (km/h) HIC HIC-v HIC-g 49 12.9 9.1 14.5 48.0 766.9 766.9 231.6 50 10.1 9.5 16.0 49.0 720.5 720.5 705.7 51 13.9 11.6 11.9 54.0 478.5 478.5 52.6 52 11.9 13.3 11.5 56.0 748.4 748.4 32.1 53 17.8 13.7 13.6 58.0 780.9 780.9 575.4 54 18.1 15.0 10.6 60.0 1306.0 1306.0 764.6 55 15.6 15.0 23.0 62.0 2300.0 2300.0 293.2 56 17.5 16.9 28.9 66.0 2833.0 2833.0 180.7 57 15.7 10.4 17.1 52.0 405.8 405.8 106.1 Sp: throw distance of the pedestrian; Sc: braking distance of the vehicle; Sm: throw distance of the motorcycle; V: velocity of the vehicle; HIC-v: HIC from the vehicle; HIC-g: HIC from the ground. injuries of the riders can also provide support for the collected data. At the same time, some abnormal values mutual validation of injury traces. Therefore, the research were eliminated with the statistical method, and data of 53 on the source of human injury has aroused the attention cases were finally obtained. of scholars both in China and abroad: Badea-Rmero and 2.1. Accident Reconstruction. In order to obtain the injuries Lenard [11] found that the head injury of a part of riders and motion distance of the riders, 57 car-electric bicycle is caused by the ground based on the accident statistics. accidents were all reconstructed with PC-Crash. In order to With the aid of deep accident investigation, it is found make the reconstruction more reliable, all traces in the that car collision is the main cause of pedestrian injury, accident should be reasonably explained in the process of especially serious injury, but when the body is thrown simulation. One case will be shown as follows to show the out, the impact with the ground cannot be ignored, and process of reconstruction. in some cases it can also cause fatal injuries [12]. Cheng- jian et al. [13] found that the source of injury to the head 2.1.1. Case Introduction. One evening in a city in China, a of pedestrians is related to the speed of the car by way of Chevrolet car ran from north to south and collided with a simulation. When the speed is lower than 30 km/h, the car-electric bicycle which was running from west to east injuries mainly come from the ground; when the speed at the traffic light intersection. According to the survey is larger than 40 km/h, the injuries mainly come from of the police station, the accident happened on a flat the vehicle. Hua et al. [14] studied the source of head and dry bituminous pavement in good weather and visi- injury in different types of vehicle collision accidents and bility. The vehicle is free of faults. The on-the-spot traces found that vehicle models have an effect on the source are the rider’s blood stain and final stop position of the of human injury with the simulation technology. A survey electric bicycle and car. The braking traces are not discov- of these studies shows that scholars in China and abroad ered. Figure 1 shows the sketch of the accident scene; had studied the source of human injury in pedestrian acci- vehicle 02 is the Chevrolet car, while vehicle 01 is the dents, but there are few studies on the source of riders’ electric bicycle. There is no obvious scar on the head of injuries in car-electric bicycle accidents. the rider. The rider is conscious but with open fractures In order to know more information about the injury on the left leg, three fractures on the rib, and trauma source and correlation of riders in electric bicycle accidents, on the right leg. firstly, 57 car-electric bicycle accidents will be reconstructed by PC-Crash, and then data will be collected and verified by 2.1.2. Accident Reconstruction. According to the existing these existing research results; finally, the injury source and research [3], a traffic accident can be reconstructed reliably correlation of the riders will be studied with the aid of the following these steps. trend line. (1) Reconstruct the accident scene. As for this case, the 2. Source of the Data accident happened on a flat asphalt pavement, so there was no need to establish a three-dimensional 57 car-electric bicycle accidents were selected from the road. It is only necessary to scale the sketch of the Accident Investigation database of Hunan University and accident scene according to Figure 1 and then place the data collected by the authors during the past ten years. it into PC-Crash. Firstly, each accident was reconstructed with PC-Crash; sec- ondly, data on injuries, brake distance, and motion distance (2) Reconstruct all accident participants. As for the of the rider will be collected; thirdly, the existing research vehicle, directly recall the vehicle model near the results were employed to verify the reliability of these accident vehicle from the PC-Crash vehicle database 6 Applied Bionics and Biomechanics Table 3 Case no. Head 1 (N) Head 2 (N) 3 ms 1 3 ms 2 Torso 1 (N) Torso 2 (N) Femur left 1 (N) 1 2831.7 4648.0 7.2 6.3 2503.3 10502.6 1605.4 2 3927.8 2351.7 67.0 4.3 18312.0 2405.9 5727.9 3 1149.4 1581.4 2.4 1.7 1388.6 4627.2 9657.8 4 5914.5 2175.9 4.5 3.4 4178.7 3444.0 4717.8 5 1358.2 1734.9 0.6 0.3 3930.6 3285.4 1040.8 6 3761.2 6515.4 33.5 48.8 5898.5 11708.0 2268.9 7 3744.3 1197.0 13.5 0.8 3617.1 4180.9 8606.1 8 9049.5 1750.5 37.7 5.6 12957.0 2478.9 7591.1 9 6324.7 2079.9 14.4 0.5 4525.5 1463.2 20684.0 10 3109.0 1985.9 8.7 3.6 938.1 2916.4 31983.0 11 2899.0 2118.8 3.6 1.8 4082.6 4984.0 10640.0 12 2009.2 1632.3 2.6 5.3 2009.2 4059.8 7679.2 13 3743.8 2416.0 154.8 19.8 20363.0 12895.0 10944.0 14 4476.5 3515.5 7.8 267.0 3662.5 27000.0 5932.1 15 1935.6 2704.1 2.4 2.4 1736.1 4931.7 6140.1 16 1783.7 1916.6 4.7 5.6 7838.2 2654.6 7287.2 17 5128.0 1147.7 47.6 5.3 4593.3 4483.5 6296.2 18 3386.3 1185.3 2.2 22.4 2506.0 9605.6 6111.8 19 1394.8 1852.3 1.5 0.7 1609.4 2794.4 1625.4 20 2857.2 2165.8 3.8 18.2 4841.0 8313.8 1481.0 21 4615.9 2175.6 4.9 4.4 6064.6 6557.2 1659.6 22 420.1 1960.2 2.8 1.8 3741.1 3232.8 1473.7 23 1331.1 1579.2 2.0 3.2 4649.5 3522.0 3.7 24 4277.7 1332.5 5.1 3.6 2468.9 6429.2 2678.3 25 1834.5 1268.0 3.6 4.5 1483.6 4563.4 3403.4 26 2041.3 3865.8 0.6 2.2 2427.3 1889.4 1574.7 27 1147.4 2784.4 2.8 12.5 2303.8 5588.9 3083.2 28 734.4 2211.8 0.2 3.3 878.6 5140.3 1785.3 29 789.9 4425.2 5.7 1.4 9804.1 7521.2 4294.5 30 1421.3 1651.2 0.3 3.2 2437.3 5008.3 1558.2 31 1230.8 1003.0 2.2 19.6 3334.2 8565.9 2224.7 32 3305.3 1068.3 0.7 0.2 2606.6 3443.9 7133.2 33 1534.9 1611.7 0.9 7.6 4425.3 4115.2 2082.5 34 5788.4 5522.2 7.3 9.6 8908.9 9547.3 12278.2 35 1097.6 1437.4 0.8 3.2 1639.2 3715.4 2146.5 36 3861.6 1838.1 5.7 28.7 3349.4 12676.5 10194.5 37 0.0 3731.1 3.5 3.1 0.0 3768.0 6044.1 38 254.3 3209.1 0.1 5.7 828.5 3474.5 3485.2 39 5830.3 2599.7 15.4 55.3 2999.9 12353.4 16814.6 40 3297.0 2544.0 22.5 5.1 5816.4 4214.6 2303.7 41 2317.0 1339.4 2.5 11.1 4521.1 3911.8 4187.3 42 2093.9 2804.2 8.7 0.6 7174.3 3282.5 4513.3 43 1379.3 1855.5 122.8 56.4 17593.0 10208.0 2336.1 44 2098.2 1608.6 2.1 6.8 5099.1 5876.2 2190.5 45 1806.2 4558.7 80.5 2.4 20602.0 1758.2 4258.9 46 196.9 2943.5 0.3 9.4 0.0 11079.0 1737.6 47 805.2 3183.9 0.6 6.7 2779.1 6126.6 1930.0 48 2955.8 2476.1 22.8 35.7 3337.9 11835.0 11766.0 Applied Bionics and Biomechanics 7 Table 3: Continued. Case no. Head 1 (N) Head 2 (N) 3 ms 1 3 ms 2 Torso 1 (N) Torso 2 (N) Femur left 1 (N) 49 4453.8 3331.8 41.7 36.2 1291.2 4551.3 7345.4 50 3590.0 3041.7 4.3 17.3 4006.0 6275.5 5345.9 51 3481.7 1824.6 19.1 38.8 21538.0 6761.1 11477.0 52 3679.8 1862.3 9.9 15.9 1865.6 5848.1 8981.5 53 3529.5 2431.6 9.1 5.5 4318.7 6507.2 3356.9 54 3480.0 2476.6 5.3 12.1 2635.1 7676.1 19813.0 55 4768.7 3690.7 43.3 104.7 3836.0 13124.0 12044.0 56 5101.8 2855.3 50.2 5.6 2661.8 7755.5 21346.0 57 3747.1 2397.7 15.9 19.3 1849.2 10479.0 6368.6 Head is the contact force of the head, 1 means from the vehicle, and 2 means from the ground the same in the next. Data from cases 1, 11, 13, and 14 are removed from the manuscript. and then modify the parameters with high influence addition to the fractures of the left leg. The conclu- on the reconstruction according to the actual vehicle sion is consistent with the information provided by parameters. After the modification, the car model is the police. It suggests that the body injuries can be characterized by mass 1270 kg, length 4598 mm, explained reasonably in the simulation also. Thus, the reconstruction results are reliable and the data width 1797 mm, and height 1470 mm. As for the electric bicycle, the multibody model Maxi-Driver on this basis are trustable. 010910 in PC-Crash was selected and then the cor- responding parameters were changed according to 2.2. Data Reading. All the 57 cases were reconstructed the information on the electric bicycle and rider. according to the above method. And then the accelera- In the case, the height of the rider is 171 cm and tion of the rider’s head and chest and the contact force the weight is 70 kg, while for the electric bicycle, of the head, the torso, the femur, the tibia, and the knee the length is 1557 mm, the height of the handle is were all derived directly from PC-Crash. And then the 960 mm, and the mass is 45 kg. All other parameters time that the rider is high up absolutely in the air will are default values. be found from the simulation as the time node. Accord- (3) Accident reconstruction. Through repeated simula- ing to the time node, the injury values of different parts tion, we discovered that it is consistent with the of the rider were calculated according to these obtained actual condition when the car speed is 64 km/h and data. The value at the front of the node is considered the speed of the car-electric bicycle is 3 km/h. The from the impact of the vehicle, while the value behind traces in simulation fit with the accident site when the node is considered from the impact of the road. the friction coefficient between the car and the pave- Detailed information about these data can be found in ment is 0.6 and the friction coefficient between the Tables 2–5. bicycle and the pavement is 0.7. The reconstruction results are shown in Figure 2. 3. Data Processing (4) Verify the reconstruction result. As shown in 3.1. Data Verification. Take the vehicle speed as the y-coordi- Figure 2, traces in the accident scene can be rea- nate and the body throw distance as the x-coordinate to sonably explained in the simulation. Figures 3 depict the data, and compare it with existing results. The ver- and 4 are the comparison of the relative position ification results are shown in Figure 5. More information in simulation and the damage of the vehicle at about Zhang’s model [18], Nie and Yang’s model [19], the simulation time t =60ms and t = 130 ms.In Braun’s model [20], and Lin et al.’s model [21] can be found Figures 3 and 4, the left figure is the reconstruction in the corresponding references. From Figure 5, we can find figure, while the right figure is the actual deforma- that the collected data are evenly distributed around the tion of the car in the accident. At the reconstruc- models proposed by 4 scholars, indicating that the data col- tion time t =60ms, the bicycle contacts with the lected here are reliable and can be further analyzed. right front of the car; when t = 130 ms, the rider scrubs with the right of the car. These contact points are the causes for the vehicle’s deformations. 3.2. Abnormal Data Processing. In order to reduce the effect At the same time, Table 1 compares the conjec- of abnormal data on the analysis results, the outliers in these tured conclusions of injuries to the rider and the collected data should be deleted before analyzing the data. information provided by the police. It shows that And the Pauta principle (3σ) in statistics was employed to the rider does not suffer serious injuries in get rid of outliers in the paper. 8 Applied Bionics and Biomechanics Table 4 Case Femur left 2 Femur right 1 Femur right 2 Lower leg left 1 Lower leg left 2 Lower leg right 1 Lower leg right 2 no. (N) (N) (N) (N) (N) (N) (N) 1 1220.9 9741.8 1568.6 1390.3 1624.0 2832.6 2825.9 2 2557.6 2533.0 779.2 3999.0 1146.1 7209.5 1565.7 3 3530.0 7856.4 1581.2 4212.0 2559.8 3919.1 2559.8 4 3987.3 13794.0 2776.5 2702.7 3494.9 1475.0 2315.1 5 2546.3 1414.1 1231.5 1817.9 1688.4 2915.5 1200.6 6 8562.5 2010.2 8562.5 27.8 2612.2 1669.6 1150.3 7 906.2 9063.5 3799.4 4814.4 3668.0 10963.0 2236.1 8 1431.9 6576.9 1488.3 3392.5 2274.5 1876.7 3152.3 9 2473.7 4037.0 2132.1 3284.7 1417.4 1673.0 2356.0 10 2916.4 9890.7 2060.2 6366.2 2848.1 1733.4 2775.5 11 4237.3 8286.4 3730.5 4416.4 1939.4 6239.9 1952.7 12 2990.3 5701.7 2141.7 7788.1 1302.5 2571.9 2919.4 13 2424.4 2527.7 1820.8 4453.9 2527.2 4139.6 2367.7 14 8393.1 10732.0 8032.3 2674.4 1390.7 10245.0 2756.9 15 1315.6 1590.5 3434.7 5402.6 1469.9 1280.7 2902.9 16 2060.2 4010.1 2060.2 3667.2 1218.5 210.7 1027.8 17 1441.3 3487.8 4463.2 337.0 2119.7 2761.7 2221.1 18 3591.9 1619.8 3627.8 5326.0 1542.4 1822.0 2154.4 19 1533.3 5158.0 1565.2 1434.6 459.0 5922.1 3306.8 20 1579.5 2554.9 1586.1 8651.7 2413.6 2292.9 884.3 21 442.4 1884.5 2991.3 1140.6 1175.8 1646.9 909.1 22 3304.1 1606.6 2620.6 2059.7 668.6 979.5 174.6 23 1330.9 661.5 2377.0 8.6 796.3 586.1 356.4 24 1473.0 2621.9 707.8 2528.6 477.2 1556.6 0.0 25 4227.9 4764.7 1611.9 3897.4 1587.0 3904.6 1640.9 26 287.7 1430.1 796.0 563.1 998.3 297.1 781.1 27 583.1 4056.6 1815.6 3395.8 3088.5 2891.4 623.4 28 464.6 2825.5 451.9 2182.5 1605.5 2650.2 1420.5 29 1669.4 2039.5 499.6 0.0 4726.7 2140.6 3439.5 30 1926.0 1562.1 2269.0 4694.7 953.5 1850.3 539.3 31 1377.7 955.8 1190.3 241.0 2704.0 3174.5 838.9 32 1165.9 3071.0 3039.1 173.5 1743.1 4797.7 1530.4 33 1123.1 2324.7 2443.4 0.0 2387.2 1694.3 1359.1 34 6921.0 18252.0 8218.5 7891.1 7322.4 7654.4 8895.7 35 2.9 1785.2 1777.0 0.0 2419.7 1438.8 1136.2 36 1100.0 5625.4 3226.3 9248.2 1181.5 1918.3 2317.9 37 1766.0 5094.2 3546.8 4185.4 847.0 401.3 2034.2 38 2106.4 1581.2 876.3 2185.0 834.3 224.6 1522.6 39 1608.7 5124.5 3245.5 7265.5 4875.4 2952.4 2141.6 40 1300.1 6890.5 938.7 4097.2 4781.5 2363.2 1320.5 41 5772.0 3372.6 1054.8 975.2 2651.6 1994.6 4196.3 42 3795.5 9912.8 1535.0 3197.1 1564.7 6441.1 1588.0 43 2127.1 7675.6 619.3 2804.1 2873.9 8575.8 1890.0 44 1391.2 2756.5 2770.7 4894.1 1245.7 0.0 4463.1 45 4708.6 5001.0 3481.9 413.8 2918.2 0.0 4463.1 46 4867.1 5730.5 5650.4 0.0 1371.9 2060.7 1237.1 47 3086.7 1039.1 607.7 1452.1 1148.2 678.8 1413.6 Applied Bionics and Biomechanics 9 Table 4: Continued. Case Femur left 2 Femur right 1 Femur right 2 Lower leg left 1 Lower leg left 2 Lower leg right 1 Lower leg right 2 no. (N) (N) (N) (N) (N) (N) (N) 48 3574.3 5154.7 9210.5 11139.0 3951.5 3529.0 2730.9 49 1555.0 12361.0 4448.0 13036.0 1724.6 2987.1 3190.2 50 3048.9 10806.0 6196.1 13551.0 1163.2 3896.3 3356.6 51 2682.0 11466.0 4061.3 12388.0 1294.0 4274.7 3789.1 52 3767.5 12042.0 4053.8 5908.5 2483.1 3643.5 1478.9 53 5851.3 12212.0 2507.1 4278.8 2778.8 5573.9 1600.0 54 2058.6 5844.0 3152.0 3246.4 4161.4 10160.0 5774.4 55 3559.0 9369.2 1459.8 2102.7 2626.0 4523.7 2215.9 56 2290.0 9688.5 8280.3 3651.4 1758.8 5000.7 4129.1 57 3538.1 15991.0 5462.3 12058.0 3618.6 4441.9 1879.1 4.1.2. Torso. The source comparison of the rider’s torso HIC15 was taken as an example here. Firstly, roughly screen out the value that deviates from most of the values 3 ms acceleration magnitude and maximum torso contact in all cases with a boxplot module in the SPSS software; force is shown in Figures 8 and 9. In Figure 8, we can the corresponding observed values are 5939, 1935, 3337, see that the contact ratio between the dotted line and 1849, and 2300. And then the analyzed results are shown the real line is very high upon intermediate and low in Table 6 according to the Pauta principle. From speed, indicating that the main source of indirect injury Table 6, we can find that the observed value 5939 is the to the rider’s torso is not obvious at low and intermedi- outlier; in this case, it shall be removed. Respectively, dis- ate speed, and the main source is from automobiles at tinguish injury data of each part according to the above high speed; in Figure 9, we can see that the dotted line methods; 4 samples shall be removed, and then 53 samples is obviously higher than the solid line, indicating that are reserved finally. the direct injury of the rider’s torso is mainly from the road pavement. 4. Data Analysis 4.1.3. Tibia. The source comparison of the rider’s max- 4.1. Rider’s Injury Source Analysis of Each Part. Take the imum tibia contact force is shown in Figures 10 and vehicle speed as the x-coordinate and the rider’s injury 11. In Figure 10, we can see that the solid line is above value of each part as the y-coordinate, respectively; draw the dotted line, indicating that the injury of the rider’s comparison diagrams concerning the rider’s injury source left leg is mainly from automobiles. In Figure 11, upon of each part. In the diagram, the triangle and circular low speed, the dotted line is above the solid line, indi- scatter, respectively, indicate that the injury source is cating that the injury of the rider’s right leg is mainly from automobiles and the road pavement; the solid line from the road pavement; upon intermediate and high and dotted line indicate trend lines of the triangle and speed, the solid line is generally located above the dot- circular scatter. ted line, indicating that the injury of the right leg is from automobiles. 4.1.1. Head. The source comparison of the rider’s head HIC15 and maximum head collision force is shown in 4.1.4. Femur. The source comparison of rider’s maximum Figures 6 and 7. Upon low speed, in Figure 6, the solid line femur contact force is shown in Figures 12 and 13. In is close to the dotted line, indicating that the difference of Figure 12, in addition to individual points, the solid line the indirect injury value caused by automobiles and the road is generally located above the dotted line, indicating that pavement is not obvious; in Figure 7, the dotted line is the injury of the rider’s left femur is mainly from auto- higher than the solid line, indicating that the direct injury mobiles in most cases. In Figure 13, similar to the law of the rider’s head is mainly from the road pavement. Upon of the left femur, the right femur injury is from automo- intermediate and high speed, in Figures 6 and 7, the solid biles in most cases. line is obviously higher than the dotted line, indicating that both indirect and direct damages of the head are mainly 4.1.5. Knee. The source comparison of the rider’s maxi- mum knee contact force is shown in Figures 14 and 15. from automobiles. In order to make the discussion more convenient and coherent, the specific interval of the velocity In Figure 14, we can see that 2 curves are in a staggered will be replaced by the low speed, intermediate, and high upward trend. Upon low speed, the solid line is above speed. Generally, low speed is about 0 to 30 km/h, interme- the dotted line, indicating that the injury to the left knee diate speed is about 30 to 50 km/h, and high speed is about of the rider is from automobiles. Upon intermediate speed, the dotted line is obviously higher than the solid 60 to 80 km/h 10 Applied Bionics and Biomechanics Table 5 Case no. Left knee 1 (N) Left knee 2 (N) Right knee 1 (N) Right knee 2 (N) 1 1606.7 1869.2 0.0 1962.3 2 7374.7 740.7 11025.0 671.2 3 7666.5 4854.6 12795.0 1962.5 4 1475.0 1563.3 1338.7 8830.4 5 1377.4 4637.2 2020.1 7315.5 6 0.0 4336.5 0.0 2300.1 7 7245.8 2490.2 13794.0 3183.4 8 26777.0 9540.3 8786.3 8337.0 9 20951.0 0.0 3439.5 10377.0 10 6792.3 8386.2 753.7 1766.3 11 7531.9 2607.1 12386.0 811.6 12 3296.2 0.0 80.0 5203.5 13 9984.6 8516.6 16633.0 2759.5 14 1438.2 4575.7 5978.9 5834.5 15 3162.6 5714.4 3164.9 1206.2 16 35.0 5652.9 3945.4 3598.6 17 1614.3 5703.7 2.6 0.0 18 864.8 1993.2 1584.9 0.0 19 97.8 909.3 1300.3 7614.1 20 4118.9 9867.4 670.5 1865.2 21 2037.0 4625.1 19714.0 1380.3 22 1545.0 1291.7 2696.7 3478.5 23 71.2 3628.5 6547.5 0.0 24 1369.2 1646.6 10653.1 2200.4 25 10765.1 2485.8 7213.0 187.2 26 7468.9 11705.3 2485.8 3500.3 27 6872.4 6211.4 5376.7 4073.7 28 2611.3 4668.2 1639.0 3396.1 29 0.0 8197.7 29802.8 1690.0 30 1949.6 5706.6 2086.9 834.5 31 0.0 4941.4 4182.5 6251.6 32 0.0 868.8 7607.9 8875.6 33 56.1 296.1 13272.2 2353.4 34 8084.1 5363.0 18314.2 14898.4 35 0.0 1420.1 5269.2 548.1 36 19854.0 8649.4 1013.8 1284.1 37 6690.3 2743.8 0.0 0.0 38 5400.1 0.0 0.0 501.6 39 7265.5 4875.4 0.0 6620.2 40 2630.2 1964.3 5273.6 1876.3 41 276.6 3752.9 0.0 3904.1 42 1412.0 1644.1 24980.0 2721.8 43 1195.2 2708.7 18109.0 706.2 44 7856.1 1822.9 0.0 2984.7 45 0.0 0.0 3506.5 4043.4 46 0.0 4374.1 11108.0 4273.7 47 0.0 2283.7 510.2 6963.2 48 8892.9 1289.6 6671.6 2406.9 Applied Bionics and Biomechanics 11 Table 5: Continued. Case no. Left knee 1 (N) Left knee 2 (N) Right knee 1 (N) Right knee 2 (N) 49 14330.0 1000.6 9657.4 2003.1 50 18309.0 10785.0 13144.0 7941.3 51 11409.0 3925.8 9551.4 7859.4 52 16743.0 6560.2 11568.0 6479.2 53 2538.0 5341.6 2607.0 8370.4 54 10384.0 6148.4 15817.0 15012.0 55 3006.6 4141.1 10774.0 4856.0 56 8751.6 5928.8 15181.0 3004.0 57 10483.0 7370.8 347.5 17737.0 4,000.00 3,000.00 2,000.00 1,000.00 0.00 0 10 20 30 40 50 60 60 0.00 20.00 40.00 60.00 Vehicle speed (km/h) V (km/h) Zhang model Lin model Nie and Yang model True data Source from vehicle Source from vehicle Source from ground Source from ground Braun model Figure 6: Source of head HIC15. Figure 5: Data verification. Table 6: The abnormal value of HIC15. 10,000.00 Observed Standard Absolute Expectation 3σ Results 8,000.00 value deviation errors 5939 5381 Abnormal 6,000.00 1935 1377 Normal 3337 2779 Normal 557 1001 3003 4,000.00 1849 1291 Normal 2300 1742 Normal 2,000.00 2833 2275 Normal 0.00 line, indicating that the injury to the left knee of the rider 0.00 20.00 40.00 60.00 is from the road pavement; upon high speed, the solid line V (km/h) is above the dotted line, indicating that the injury to the left knee is from automobiles. In Figure 15, we can see Source from vehicle Source from vehicle that two curves are in a wavelike upward trend and the Source from ground Source from ground solid line is above the dotted line, indicating that the injury of the rider’s right knee is mainly from automobiles. Figure 7: Source of head maximal striking force. 4.2. Correlation Analysis of Injuries. The rider’s injury correlation of each part was analyzed by the rank correlation Table 7 shows stronger correlations among rider’s head coefficient method in the SPSS, and analysis results are injury HIC15 and torso 3 ms acceleration magnitude, maxi- shown in Table 7. mum left femur contact force, and maximum right femur Throw distance of the rider (m) The max impact force of the head (kN) HIC15 12 Applied Bionics and Biomechanics 16,000.00 120.00 14,000.00 100.00 12,000.00 10,000.00 80.00 8,000.00 60.00 6,000.00 40.00 4,000.00 2,000.00 20.00 0.00 0.00 0.00 20.00 40.00 60.00 80.00 V (km/h) 0.00 20.00 40.00 60.00 V (km/h) Source from vehicle Source from vehicle Source from ground Source from ground Source from vehicle Source from vehicle Source from ground Source from ground Figure 10: Source of injury of the lower left leg. Figure 8: Source of injury of torso 3 ms acceleration. 12,000.00 25,000.00 10,000.00 20,000.00 8,000.00 6,000.00 15,000.00 4,000.00 10,000.00 2,000.00 5,000.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 V (km/h) 0.00 20.00 40.00 60.00 Source from vehicle Source from vehicle V (km/h) Source from ground Source from ground Source from vehicle Source from vehicle Source from ground Source from ground Figure 11: Source of injury of the lower right leg. Figure 9: Source of torso maximal contact force. and left knee. The above has a significant statistical sig- nificance; there is a medium correlation between maxi- contact force. There is a certain correlation between mum contact force of the rider’s right leg and right knee; there is no obvious correlation between maximum rider’s torso 3 ms acceleration magnitude and maximum left femur and right femur contact forces. It shows stron- contact force of the rider’s left knee and right knee. ger correlations between maximum collision force of the rider’s left femur and maximum right femur contact force, which has a certain correlation with maximum 5. Conclusion contact force of the rider’s left leg and left knee. There is a certain correlation between maximum collision force After accident reconstruction, data acquisition, data verifica- of the rider’s right femur and maximum contact force of tion, and screening of 57 car-electric bicycle accidents where the rider’s left leg and right leg. It has a certain correla- riders are hit against the engine hood and thrown to the air, tion between the maximum collision force of the rider’s data obtained from the remaining 53 cases were analyzed left leg and maximum collision force of the right leg and the following conclusions were drawn: The max impact force of the torso (kN) The 3 ms acceleration of the torso ( g) The max impact force of the right lower leg (kN) The max impact force of the left lower leg (kN) Applied Bionics and Biomechanics 13 30,000.00 40,000.00 25,000.00 30,000.00 20,000.00 15,000.00 20,000.00 10,000.00 10,000.00 5,000.00 0.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 15.00 30.00 45.00 60.00 75.00 V (km/h) V (km/h) Source from vehicle Source from vehicle Source from vehicle Source from vehicle Source from ground Source from ground Source from ground Source from ground Figure 12: Source of injury of the left femur. Figure 14: Source of injury of the left knee. 30,000.00 20,000.00 25,000.00 15,000.00 20,000.00 15,000.00 10,000.00 10,000.00 5,000.00 5,000.00 0.00 0.00 0.00 15.00 30.00 45.00 60.00 75.00 0.00 15.00 30.00 45.00 60.00 75.00 V (km/h) V (km/h) Source from vehicle Source from vehicle Source from vehicle Source from vehicle Source from ground Source from ground Source from ground Source from ground Figure 13: Source of injury of the right femur. Figure 15: Source of injury of the right knee. upon high speed, while direct torso injuries are from (1) Through comparing the rider’s injuries of each the road pavement. part in the collision process with automobiles and ground, we found that direct injuries of the head (2) No high correlation was found between all parts of and right leg are from the road pavement upon the injury. The largest correlation coefficient was low speed. The source laws of indirect head inju- the head-left femur and left femur-right femur, ries are not obvious; upon intermediate and high which was 0.647, followed by the head-right femur speed, the injuries of the above parts are from (0.638) and head-torso which was 0.617. It was automobiles. In most cases, injuries of the left leg, found that the correlation coefficient values of the femur, and right knee are from automobiles; left abovementioned items were very close, and it knee injuries are from automobiles, the road pave- needs to be further studied whether the approach ment, and automobiles, respectively, upon low, was related to the collision angle. intermediate, and high speed. The source laws of indirect torso injuries are not obvious upon interme- (3) Though some interesting results were obtained, the diate and low speed, which are from automobiles reason why there are such phenomena was not The max impact force of the right femur (kN) The max impact force of the left femur (kN) The max impact force of the right knee (kN) The max impact force of the left knee (kN) 14 Applied Bionics and Biomechanics Table 7: The rank correlation coefficient about different parts of the rider’s injury. Head Torso Left femur Right femur Left leg Right leg Left knee Right knee ∗∗ ∗∗ ∗∗ ∗∗ ∗ ∗∗ Head 1.000 0.617 0.647 0.638 0.378 0.322 0.418 0.291 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗ 0.617 0.505 0.432 0.357 0.352 0.282 Torso 1.000 0.188 ∗∗ ∗∗ ∗∗ ∗∗ ∗ ∗∗ 0.647 0.505 0.647 0.524 0.337 0.493 Left femur 1.000 0.209 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗ 0.638 0.432 0.647 0.539 0.533 0.292 Right femur 1.000 0.395 ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ ∗∗ 0.378 0.357 0.524 0.539 0.401 0.563 Left leg 1.000 0.111 ∗ ∗∗ ∗ ∗∗ ∗∗ 0.322 0.352 0.337 0.533 0.401 Right leg 1.000 0.199 0.584 ∗∗ ∗ ∗∗ ∗ ∗∗ 0.418 0.282 0.493 0.292 0.563 Left knee 0.199 1.000 0.133 ∗ ∗∗ ∗∗ 0.291 0.395 0.584 Right knee 0.188 0.209 0.111 0.133 1.000 Superscript ∗∗ means significant statistical significance, superscript ∗ means general statistical significance, and no superscript means no statistical significance. discussed here, which deserves to be studied deeply in and vehicle,” Automotive Engineering, vol. 37, no. 7, pp. 772– 776, 2015. the future. [8] G. A. 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