What should I use to calculate vehicle EES?

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dc.contributor.authorMoravcová, Pavlínacs
dc.contributor.authorBucsuházy, Kateřinacs
dc.contributor.authorZůvala, Robertcs
dc.contributor.authorSemela, Marekcs
dc.contributor.authorBradáč, Albertcs
dc.coverage.issue2cs
dc.coverage.volume19cs
dc.date.accessioned2025-02-03T14:51:54Z
dc.date.available2025-02-03T14:51:54Z
dc.date.issued2024-02-08cs
dc.description.abstractComprehensive crash analysis includes calculating impact speed, which requires the determination of kinetic energy expended on the deformation of the vehicle's structural elements at the point of contact during a collision. The accuracy of the input data affects the resulting analysis of the crash. Therefore, this article aims to analyse selected factors influencing the determination of Energy Equivalent Speed (EES) determination using the CRASH3 algorithm: the extent of damage using defined measurement points, deformation width, and also limit speed b0. The variables were varied depending on selected factors such as the extent of damage, the type of collision (overlap), and also vehicle type (vehicle category classification). The presented study concluded that using 2 equally spaced measurement points to define the deformation profile should not be recommended in forensic practice when using CRASH3 algorithm. Using 7 measurement points seems more appropriate in case of equal spacing, even though the differences in calculated EES are not high when using 5 or 6 measurement points, especially with respect to the inaccuracy/technically acceptable tolerance of the EES value determination. The resulting EES is significantly influenced by variation of the deformation width. The used b0 range had a significant effect on the resulting EES value only in the case of SUVs. These vehicles show higher stiffness, which supposes the use of lower b0 values should not be recommended.en
dc.formattextcs
dc.format.extent16cs
dc.format.mimetypeapplication/pdfcs
dc.identifier.citationPLOS ONE. 2024, vol. 19, issue 2, 16 p.en
dc.identifier.doi10.1371/journal.pone.0297940cs
dc.identifier.issn1932-6203cs
dc.identifier.orcid0000-0002-9005-703Xcs
dc.identifier.orcid0000-0003-1247-6148cs
dc.identifier.orcid0000-0003-3716-1062cs
dc.identifier.orcid0000-0001-7587-1474cs
dc.identifier.other188389cs
dc.identifier.researcheridAAG-5924-2019cs
dc.identifier.researcheridJ-4907-2016cs
dc.identifier.researcheridJ-5204-2016cs
dc.identifier.scopus57194560385cs
dc.identifier.scopus56578709000cs
dc.identifier.scopus56578540400cs
dc.identifier.urihttps://hdl.handle.net/11012/250009
dc.language.isoencs
dc.publisherPUBLIC LIBRARY SCIENCEcs
dc.relation.ispartofPLOS ONEcs
dc.relation.urihttps://journals.plos.org/plosone/article?id=10.1371/journal.pone.0297940cs
dc.rightsCreative Commons Attribution 4.0 Internationalcs
dc.rights.accessopenAccesscs
dc.rights.sherpahttp://www.sherpa.ac.uk/romeo/issn/1932-6203/cs
dc.rights.urihttp://creativecommons.org/licenses/by/4.0/cs
dc.subjectdeformation energyen
dc.subjectEESen
dc.subjectprofile deformationen
dc.subjectmeasurement pointsen
dc.subjectdeformation widthen
dc.subjectCRASH3en
dc.titleWhat should I use to calculate vehicle EES?en
dc.type.driverarticleen
dc.type.statusPeer-revieweden
dc.type.versionpublishedVersionen
sync.item.dbidVAV-188389en
sync.item.dbtypeVAVen
sync.item.insts2025.02.03 15:51:54en
sync.item.modts2025.01.17 18:45:12en
thesis.grantorVysoké učení technické v Brně. . Centrum dopravního výzkumucs
thesis.grantorVysoké učení technické v Brně. Ústav soudního inženýrství. Odbor znalectví ve strojírenství, analýza dopravních nehod a oceňování motorových vozidelcs
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Odbor znalectví ve strojírenství, analýza dopravních nehod a oceňování motorových vozidel