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Abstract
During the period from 1996 to 2002, 60,397 vehicles were involved in crashes with property damage and/or injury on a French motorway network of 2000 km. It was observed that 6.7% of these accidents involved tire blow-outs. In 87% of cases, only one vehicle was involved in the accident. Tire blow-outs occurred in 6.5% of cars that represented more than 80% of the vehicles involved in crashes. The occurrence of this phenomenon is very high for vans (22%), though it concerns trucks less (2.5%). The proportion of tire blow-outs decreased from 1997, when it was 8.0%, to 5.9% in 2002. However, two main facts require examination: (1) On inter-urban motorways, crashes involving blow-outs of rear tires occur four times more frequently than for blow-outs of front tires. (2) The frequency of tire blow-outs is especially high for vans, and almost always involves rear tires. This higher frequency for rear tires is the result of two phenomena, which are indistinguishable given the data available: firstly, a four-wheel vehicle is more difficult to control if a blow-out occurs on a rear tire (confirmed experimentally); secondly, rear tires may be in poor condition more often than front tires, and so more prone to blow-outs. Consequently, users are strongly recommended to install the best tires on rear wheels. In practice, if only the front tires are replaced, which often occurs because they tend to be worn out more quickly than the rear ones (especially for front wheel drive vehicles), it is necessary to move the rear tires to the front and fit the new ones on the rear wheels. Very interesting technological developments are in progress that should reduce the number of tire blow-outs. However, considering the time necessary to renew the number of cars on the roads, this very simple and inexpensive recommendation should apply to all cars and especially to vans.
... Tyre has a tremendous effect on the rate of road traffic accidents. The causes and effects of tyre blowout on road traffic accidents and found out that 89 percent of the drivers surveyed in Metropolis were not familiar with the tyres they are using [11]. That can be many caused that could lead to tyre blowout. ...
... The statistics shown in Figure 1 below were taken from the Mechanical Engineering Department of Takoradi Polytechnic [11].From the statistics we can see that the pressure and temperature of a tyre plays an important role of tyre blowout or burst. Fig.1 The main causes that lead to tyre failure [11] Apart from that, worn tyre is the main caused for tyre blowout follows by under inflation or low pressure of the tyre. ...
... The statistics shown in Figure 1 below were taken from the Mechanical Engineering Department of Takoradi Polytechnic [11].From the statistics we can see that the pressure and temperature of a tyre plays an important role of tyre blowout or burst. Fig.1 The main causes that lead to tyre failure [11] Apart from that, worn tyre is the main caused for tyre blowout follows by under inflation or low pressure of the tyre. According to Wetherington [12], vehicle tyres are often given a 4 to 6-year validity period from their Date of Manufacture (DOM) or Date of Production (DOP). ...
The absence of the tyres monitoring system on vehicle has caused difficulty for driver to check the pressure and temperature of the tyres in real time. Besides that, due to the large geographical area of rural area where the distribution of petrol station with air pump might not be equally distributed, certain area is hard to access air pump. The abnormal pressure and increases in temperature on tyre lead to longer braking distance, tyre blowouts and related issues. The paper describes the deployment of IoT sensors for monitoring application in tyres and data is accessible on mobile app. This monitoring system consists of two sensors to measure the temperature and pressure of the tyre using ESP32 microcontroller board and uploaded into the cloud platform using Wi-Fi technology. While Blynk the mobile app is designed to collect the informative data from the cloud platform and the data is represented in graphical representation using open source Cloud platform. It is made available for real-time monitoring data. Apart from that, this system also incorporates alert system to provide a scalable monitoring system as well as alerting the user for any abnormal reading of the tyre.
... Although consumers spend thousands of dollars on the purchase of a vehicle (including latest safety features), often this does not include tyres that perform optimally under all conditions, nor proven technologies like tyre pressure monitoring systems, run-flats and self-sealing tyres (allowing the damaged car to be driven to a safe environment for repair rather than changing a wheel on the roadside). These are important as tyre blow-outs are common on freeways (Martin & Laumon, 2005), especially for vans. Martin and Laumon (2005) found that tyre blow-outs causing casualties almost always involved rear tyres which get less wear and are less frequently replaced. ...
... These are important as tyre blow-outs are common on freeways (Martin & Laumon, 2005), especially for vans. Martin and Laumon (2005) found that tyre blow-outs causing casualties almost always involved rear tyres which get less wear and are less frequently replaced. Practices such as replacing front tyres with rear ones and mounting the new ones on the rear wheels are beneficial. ...
In previous decades significant gains were made in reducing the number of road traffic related fatalities in Victoria and Australia. However, in absolute terms this reduction started plateauing despite substantial investment in road safety countermeasures. This trend is not well aligned with the goal to achieve zero fatalities by 2050. Through practical traffic management experience, a study tour of nine countries and a literature review, we have gained valuable insights into the changing dynamics of roads. We have identified opportunities to improve road safety by adapting to larger/heavier vehicles, denser traffic, changing travel patterns and evolving demographics. These opportunities include: vehicle-centred crash avoidance in addition to crash consequence mitigation strategies; reduced traffic complexity; reduced cognitive workload; and targeted dynamic information of inclement weather and traffic conditions. Improved road surface friction, braking, tyres and vehicle stability can reduce crashes and their impacts. This article aims at stimulating broader discussions among experts for the development of next-generation road safety strategies.
... Characteristics of one of the two rear tyres in a sample of cars and vans were checked. A rear tyre was selected because traffic accidents caused by failure of rear tyres are reported to be significantly higher than accidents caused by failure in front tyres according to Martin and Laumon (2005) [7]. Those 582 vehicles were randomly selected in customer car parks of 11 major car parks in the city of Riyadh (five shopping centres, four government agencies and two university campuses). ...
... Characteristics of one of the two rear tyres in a sample of cars and vans were checked. A rear tyre was selected because traffic accidents caused by failure of rear tyres are reported to be significantly higher than accidents caused by failure in front tyres according to Martin and Laumon (2005) [7]. Those 582 vehicles were randomly selected in customer car parks of 11 major car parks in the city of Riyadh (five shopping centres, four government agencies and two university campuses). ...
This study aims at examining tyre characteristics of motor vehicles and how tyres with inappropriate characteristics when combined with high ambient temperature fail and lead to traffic accidents. The first phase of this study involved assessing characteristics of tyres (like temperature rating, tread wear index, production year, etc.) to see how likely these tyres could survive high ambient temperature. Tyres in a sample of 582 randomly selected cars in Riyadh (capital of Saudi Arabia) were checked. The second phase involved assessing causes of traffic accidents to try to determine if the number of accidents caused by tyre failure increased with high ambient temperatures. Results of the first phase showed that there were a substantial percentage of cars with inadequate tyre characteristics which made them vulnerable to failure in high ambient temperatures. The most striking findings were that 23% of the cars surveyed had tyres with "B" or "C" temperature rating and 8% of the tyres were 4 or more years old. Results of the second phase showed that the number of accidents due to tyre failure peaked between June and September (hottest months of the year) and that most accidents happened between noon and 4 pm when the temperature reaches its peak. It is concluded that many cars have tyres with inadequate characteristics. This, when combined with high ambient temperature, have the potential to cause traffic accidents due to tyre failure. Practical recommendations to combat this phenomenon are finally given.
... Relevant data show that approximately 70 % of highway traffic accidents are caused by air tyre leakage. When vehicle speed exceeds 160 km/h, the mortality linked to vehicular accidents caused by a leaking tyre is virtually 100 % [1]. For many years, relevant tyre enterprises and research institutes have been seeking feasible solutions to improve the safety performance of tyres. ...
Non-pneumatic tyre technology can overcome the safety problems of traditional pneumatic tyres. Hence, it is expected to improve driving safety significantly. Accordingly, in recent years, this technology has received extensive attention. This paper reviews the status of research of non-pneumatic tyres and dis-
cusses their development trends. Initially, the fundamental concept of non-pneumatic tyres is introduced, and their structural characteristics are described in detail. Subsequently, the research progress on the material properties of non-pneumatic tyre components is summarised. The research results on the mechanical properties of non-pneumatic tyres are recapitulated in terms of vertical mechanical, longitudinal mechanical, lateral mechanical, grounding, vibration, and fatigue characteristics. Moreover, the advantages and disadvantages of non-pneumatic tyres are analysed. Three prevailing forming technologies and tyre performance tests are discussed. The application of intelligent materials and structures to non-pneumatic tyres is proposed for these tyres to be lightweight, functional, and intelligent. Finally, the technical problems that must be resolved in the study of non-pneumatic tyres and the anticipated development trends are presented in this paper.
... The tyre explosion has a high potential for destruction, yet it has garnered little attention in the medical literature, [6] commonly such tyre burst occurs while servicing on the highway or in service stations [7]. The severity of the injury is determined by the size of the tyre, air pressure, and the distance between the victim and the tyre [8]. Usually, mechanics and bystanders get affected and are victims by a burst of tyres. ...
A 49-year-old man sustained an accidental injury when he was changing and inflating the tyre of a truck, and there was a sudden explosion of the truck tyre at the service station, which was by the roadside of the highway. With the pressure of air generated due to the exploding tyre, the victim was blown to around 6 feet away. He was declared dead on admission. The medico-legal examination was conducted, and death was determined to be multiple organ injuries [mainly head, chest, and abdominal injuries] caused by the shock wave produced due to tyre explosion. Tyre blast injuries are not so common. A meticulous post-mortem examination is fundamental in formulating and recording the pattern of traumatic injuries. Preventive occupational measures should be put in place.
... Nigerian policy against imported used tyres is lacking, explaining why the local auto market is flooded with expired/used tyres. Many incidences of road traffic crashes are associated with busted tyres on highways, which has claimed numerous lives (Martin and Laumon 2005). This finding corroborates other studies that have investigated the impact of defective motor parts in Nigeria (Afolabi and Kolawole 2017;Azodo 2017;Oluwole et al. 2015;Salaudeen et al. 2018) and in other locations (Singh, Sahni, Bilquees, Khan and Haq 2016; Wang, Chen, Guo and Hu 2018). ...
Road safety is an essential indicator of quality of life. This study compared the Chand and Alex Severity Index (SI) with the Equivalent Traffic Accident Number's (ETAN) SI to understand the spatiotemporal pattern of road traffic crashes in Nigeria. Weighting road crash data could help mitigate road crash risk and improve road safety measures. The weighted crash ratios were calculated based on crash data available between 2012 and 2016. Six factors identified from the literature were used as denominators in deriving these ratios. The sum ratios were ranked and mapped for cross-temporal examination. There was no significant difference between the two methods for assessing the accident severity index in this study. Univariate and multivariate spatial analyses were used to detect the hotspot of the weighted crash severity index (WCSI) for the end of the study period. Only the pairwise comparison analysis found a significant difference between 2012 and 2016-WCSI (p < 0.05). Multivariate regression identified significant associations between youth literacy, speed violation, tyre blowout and weighted SI. Geographically weighted regression indicates that their local effects vary across spatial units. Information obtained from this study is essential for developing strategies towards achieving safe roads in Nigeria and contributes to injury epidemiology research.
... Deflated tires on vehicles can potentially have serious safety implications to both the occupants in the vehicle as well to other road users. Statistically, approximately 70% of traffic accidents on highways were caused by deflated tires, and the mortality rate of riding on a flat tire was close to 100% at speeds of more than 160 km/h [1,2]. Tire blowout causes the instantaneous loss of tire pressure, leading to sidewall collapse and support to the tire. ...
In this study, the two key factors affecting the thermal performance of the insert rubber and stress distribution on the tire sidewall were analyzed extensively through various performance tests and simulations to promote the development of run-flat tires. Four compounds and two structures of insert rubber were designed to investigate the effects of heat accumulation and stress distribution on durability testing at zero pressure. It was concluded that the rigidity and tensile strength of the compound were negatively correlated with temperature. The deformation was a key factor that affects energy loss, which could not be judged solely by the loss factor. The stress distribution, however, should be considered in order to avoid early damage of the tire caused by stress concentration. On the whole, the careful balance of mechanical strength, energy loss, and structural rigidity was the key to the optimal development of run-flat tires. More importantly, the successful implementation of the simulations in the study provided important and useful guidance for run-flat tire development.
... In spite of current achievements in the field of decrease of professional risks at service of a motor vehicle repair in the last decades, which provide decreasing number of injuries, issues of safety while servicing truck tires and wheels are still relevant. Extensive researches of the reasons and mechanisms of explosion of volumes under pressure, including wheels of a vehicle [1], are known. In a direction of minimization of risks of accidents and injuries connected with wheel operations it is necessary to relate investigations of the mechanism of heat exchange as one of principal causes of explosion of the tire of a wheel [2]. ...
... Tire tread separations that occur at speed tend to cause the vehicle to pull to the side of the tire failure, and the outcome of the event is dependent on a number of variables, including the vehicle speed at the time of the separation, the rapidity of the onset of the separation, and the nature of the separation, as well as the reaction of the driver [4]. If the failure occurs in a tire on the outside of a steering maneuver, the vehicle will have a higher tendency to yaw, which may explain why sudden tire disablements result in the vehicle running off the roadway twice as often as when there is no tire disablement (92% versus 42% the crashes) [5]. Unsurprisingly, such vehicle behavior (i.e., running off the roadway) is closely associated with rollover crashes, and this relationship has been described by NHTSA, who noted a 17-fold increase in rollovers in crashes caused by tire blowouts versus non-blowout crashes in a study of NASS-CDS data [2]. ...
... Currently, one of the points to be reviewed in the periodic motor vehicle inspection (PMVI) is the state of the automotive steering system [1][2][3][4]. However, despite the importance of the device and its influence in traffic accidents [5][6][7][8][9][10][11][12], nowadays, the inspection procedure does not show a clear criterion for accepting or rejecting a vehicle based on its directional characteristics. Moreover, the inspection procedure should be simple, reliable, inexpensive, and quick. ...
Some mechanical systems, such as steering, brakes, and suspension, critically affect the safety of the vehicle. These systems are subject to wear through use and time, changing their status throughout the lifetime of a vehicle. It is, therefore, essential to develop adequate components and procedures of inspection that ensure the correct operation of these systems. Moreover, the steering inspection must guarantee certain requirements, such as, being able to test any vehicle steering system and being low priced. In addition, one of the most important requirements for any inspection procedure is to provide the measurements in a short time. This fact conditions the measurement process and sensors to be employed. The current steering system that measures the steering angles is time consuming. The aim of this research is to introduce a steering system inspection based on forces measured by means of a dynamometer plate. The main features of the proposed system ensure minimum testing time, and simple operation and avoid manipulation of the vehicle. In addition, precise and objective limits for acceptance and rejection have been established. Therefore, the proposed procedure meets all the requirements for the periodic motor vehicle inspection (PMVI).
... Over the past years, a great number of studies have concentrated on manifold factors influencing fatal and non-fatal road traffic accidents and their injury severity. Recent studies emphasized pre-crash human factors, such as alcohol consumption (Kim et al., 1995;Reynaud et al., 2002;Cummings et al., 2006;Yannis et al., 2008;Arranz and Gil, 2009;De Boni et al., 2013); seat-belt or Helmet usage (Cooper and Salzberg, 1993;Kim et al., 1995;Cummings et al., 2006); pre-crash vehicle factors such as the type of tyres (Strandoth et al., 2012;Elvik et al., 2013); at-crash vehicle factors such tire blow-outs, mechanical defects of the motor vehicles (Martin and Laumon, 2005;Barengo et al., 2006;Alam and Spainhour, 2009); pre-crash environmental factors such as roadway features or defects (Shankar et al., 1995;Karlaftis and Golias, 2002;Lee and Mannering, 2002;Chen and Chen, 2011;Kartal et al., 2011); at crash environmental factors such as road parameters, traffic signs, street lights, curbs or rumble strips (Hijar et al., 2000;Carson and Mannering, 2001;Zhou et al., 2005;Kim et al., 2007;Bombom and Edino, 2009;Šliupas, 2009;Pulugurtha and Bhatt, 2010;Jiang et al., 2011;Mamčic and Sivilevičius, 2013) using various statistical methods including logistic regression. In some researches, age (Cooper, 1990;Abdel-Aty et al., 1998;Zhang et al., 1998;Awadzi et al., 2008;Alam and Spainhour, 2009), gender (Ulfarsson and Mannering, 2004;Islam and Mannering, 2006;Bener and Crundall, 2008;Majdzadeh et al., 2008), or both factors (Holubowycz et al., 1994;Massie et al., 1995;Chipman, 1995;Glendon et al., 1996;Laapotti and Keskinen, 1998;Jones and Jørgensen, 2003;Kaplan and Prato, 2012) are examined as specific risk factors. ...
The aim of this paper is to determine risk factors affecting the fatal versus non-fatal accidents in a rural region of Turkey, during 2008-2012, considering variables associated with the individual, the environment, and the motor vehicle. A retrospective study was conducted by obtaining the data from the traffic police road accident reports between 2008 and 2012. A stepwise logistic regression analysis was performed to analyze the data and critical factors that contributed significantly to fatal versus non-fatal traffic accidents. The results revealed that the driver’s age (OR = 1.09; 90% CI = 1.05 – 1.14), clear weather (OR = 0.11; 90% CI = 0.02 – 0.65), winter season (OR = 0.16; 90% CI = 0.03 – 0.75), straight (OR = 0.22; 90% CI = 0.05 – 0.91) or slight road curve/bend (OR = 0.17; 90% CI = 0.04 – 0.83), the driver’s education (OR = 0.18; 90% CI = 0.04 – 0.85) and the purpose of the vehicle (OR = 0.20; 90% CI = 0.04 – 0.94) were the significant factors affecting road traffic accidents over the sample period.
... During the vehicle driving process, it is easy to cause the tyre blow-out when the tyre is at the high speed, the large load, the high pressure or long work time, and the tyre blow-out will make the vehicle out of control and cause the serious traffic accident (Zhang et al., 2004;Martin and Laumon, 2005;Ge et al., 2009). ...
During vehicle driving process, the tyre security is very important, but the blow-out is inevitable sometimes, so it is very necessary to control the vehicle stability in order to avoid serious traffic accidents caused by the blow-out. In this paper, with the tyre brush model and the seven degree of freedom vehicle model, the vehicle driving system model is modelled, and the front and rear tyres blow-out process was simulated and analysed. The results show that the vehicle will become unstable after the blow-out. In order to ensure the vehicle back to the stable range, the sliding mode controller is designed with the differential braking method, and the yaw rate is controlled by adjusting the braking torque at the opposite side of the blow-out tyre. With simulation, the sliding mode controller can guarantee the vehicle stability, shorten the braking distance and realise the safety brake during the tyre blow-out process.
... Tyre blow-out in road traffic crashes is a different entity and usually affects the smaller car tyres. 12 There is no scientifically adequate source of data on injuries and deaths resulting from tyre blasts. 19 We review of the relevant literature on this topic so as to highlight its mechanisms of injury, outcome, and different methods of prevention. ...
The destructive potential of the tyre explosions has received little attention in the medical literature. Fatal and severely deforming injuries have been reported. These blasts mainly affect the personnel servicing big vehicle tyres such as trucks and buses. We aimed to review the relevant literature on tyre blast injuries so as to define the mechanism of injury, outcome, and its methods of prevention.
A search of the English literature on tyre blast injuries was performed through Medline. Different studies were retrieved, analysed and combined together.
A total of 763 patients were studied in the literature. Most of the patients were young aged male mechanics and the explosions usually occur during tyre servicing especially during inflation. Injury is caused by the pressure impact of the explosion or by direct hit of the rim. The head and face are the most commonly affected regions (48%) followed by the upper limbs (20%). About 25% of patients had multi-trauma. The overall mortality is high (19%) and is mainly caused by head injuries.
Inflated large tyres contain a tremendous amount of potential energy. Tyre blast injuries during servicing have a high morbidity and mortality. Preventive occupational methods should be implemented.
The vertical stiffness of a tire is defined by the ratio of the vertical force to the deflection; it can be expressed as the combination of the structural stiffness and air stiffness. However, the calculation of the structural stiffness alone is challengeable, and therefore this paper presents a new methodology for extracting the structural stiffness from the strain energy of the regular and run-flat tires. In order to verify our proposed method, the applied force-deflection relationship was compared with the calculated force-deflection relationship using the proposed energy method at zero air pressure. Further, the structural stiffness of the inflated regular and run-flat tires was calculated. In addition, we obtained the structural stiffness of the tire components to investigate the effect of each component on the overall structural stiffness of both tires. Finally, we analyzed the vertical and structural stiffness of the run-flat tire when the inflation pressure and the elastic modulus of the components were varied.
Most of the tyre models have been developed for high speed, combined forces, etc., however, in certain tests it is necessary to know tyre behaviour at very low speed in order to evaluate different systems. So, during vehicle inspection and maintenance of the steering and brake system, by means of sideslip tester and roller brake tester respectively, the forces transmitted by the tyres are measured; all of these inspections are carried out at low speeds. Furthermore, usually, automobile vehicles run at low speeds during an important part of their operating life (less than 60 km/h), mainly during urban traffic, and in steady state conditions. Therefore, it is particularly interesting to develop an accurate model of the contact patch tyrepavement for low speeds without the complexity of models that cover a wide speed range but provide less precision at very low speeds. The dynamometer plate has proved to be an appropriate test equipment to characterise the tyre-pavement contact at low speed and the steering geometry and wheel alignment. It has the feature of being able to carry out tests with the tyre installed in the vehicle as in completely real conditions. The main aim of this research is to set up a contact model between tyre and pavement at very low speed based on the measurement of longitudinal and lateral forces. A test methodology that allows carrying out the experimental tests in a systematic and controlled way with the dynamometer plate has also been developed. From this model it will be possible to estimate the forces that tyres are capable of transmitting in different situations to act in the parameters which affect these forces and maximize them.
Front tyre blow-outs lead to several fatal accidents involving heavy vehicles. Common for most heavy vehicles is a positive scrub radius. This can result in a destabilizing steering wheel torque at front tyre blow-out. In this study the safety improvement achieved when reducing scrub radius is quantified. By using a heavy truck equipped with a modified electric power steering system it was possible to change the scrub radius virtually. Brakes were configured to emulate front tyre blow-out which appeared as a sudden disturbance on one of the front tyres. In total 20 drivers took part in the study which was run on a test track at 50 km/h. Results show that the produced average lateral deviation from the original direction was 23 cm, when scrub radius was 12 cm, compared to 16 cm, when scrub radius was 0 cm. The main cause of the observed difference was a small, yet significant, initial overshoot in steering wheel angle which can be derived from the destabilizing steering wheel torque.
Three new criteria have been developed with the purpose of improving road safety, through an enhanced wheel alignment inspection in the context of the Periodic Motor Vehicle Inspection (PMVI). Nowadays, the result of the inspection in Spain is not determined directly from an objective measurement. It depends greatly on the inspector criterion. The three developed criteria provide the inspectors with an objective procedure, based on the measuring device that is nowadays installed in the PMVI stations: the sideslip tester. The first proposed criterion checks if the toe-in angle is set according to the manufacturer’s specifications, using a model that has been specifically developed to estimate this angle from the sideslip measurement. The second one evaluates if there is an excessive permanent side force when driving in straight line, thanks to a model expressly developed for this purpose. A third criterion establishes a limit for the sideslip measurement, common for all the vehicles, with a non-symmetrical range from the zero sideslip. An extensive program of validation tests has been carried out for the three proposed methods. According to them, the third proposal has been chosen as the preferred one. Previously, a comprehensive study of the sideslip measurement fundamentals and the different factors that may have an influence on the results was done.
In response to a federal mandate, all new light passenger vehicles in the United States will soon be required to include tire pressure monitoring systems (TPMSs) that alert drivers when one or more tires become 25% or more underinflated relative to the pressure level recommended by the vehicle manufacturer. Although the goal of TPMSs is to reduce the population of underinflated tires, their ultimate effect on tire pressure in consumer vehicles is unknown. Tire pressure and survey data were collected from approximately 1,200 vehicles that. had just entered a rest area from an Interstate highway. Comparisons between vehicles with and without a TPMS were made from 864 vehicles in the full sample and from a subset of 123 target vehicles. The presence of TPMSs was generally associated with a small (0.7 to 1.5 psi) but significant decrease in the severity of tire underinflation. In addition, vehicles equipped with TPMSs were significantly less likely to have at least one tire that was 25 % or more underinflated. The effect of TPMSs on tire pressure might have been larger had the systems been designed to activate at a less severe underinflation level. Less than 2 % of survey respondents believed that TPMSs should have a trigger threshold as extreme as the currently mandated 25% threshold. Surveys also revealed that drivers without a TPMS do not report large differences in their tire maintenance behaviors relative to drivers with a TPMS and that more than 25 % of drivers of vehicles with a TPMS are unaware that their vehicle is so equipped.
This paper is the third part of a series of vehicle tests designed and conducted in order to further the understanding of vehicle handling and responses associated with a tire disablement event. Under inflated or deflated tires are known to cause increased forward drag and lateral steering effects on vehicles. These effects are commonly suggested to be the cause of driver loss of control and subsequent vehicular accidents. The increased drag and induced steering effects of under inflated and deflated tires are frequently an issue in an accident reconstruction. This publication addresses a series of tests which were conducted to obtain comparative drag and lateral steering effects after the disablement of current generation zero pressure, or run flat, type of tires such as those equipped on some upper end vehicles in recent years. These tests were conducted in accordance with the test protocol defined in SAE 970954. Vehicle handling and response characteristics were evaluated during and after a disablement of a zero pressure run flat tire. (A) For the covering abstract see ITRD E106540.
Sudden tire deflation, or blow-out, is sometimes cited as the cause of a crash. Safety researchers have previously attempted to study the loss of vehicle control resulting from a blow-out with some success using computer simulation. However, the simplified models used in these studies did little to expose the true transient nature of the handling problem created by a blown tire. New developments in vehicle simulation technology have made possible the detailed analysis of transient vehicle behaviour during and after a blow-out. This paper presents the results of an experimental blow-out study with a comparison to computer simulations. In the experiments, a vehicle was driven under steady state conditions and a blow-out was induced at the right rear tire. Various driver steering and braking inputs were attempted, and the vehicle response was recorded. These events were then simulated using Engineering Dynamics Vehicle Simulation Model (EDVSM). A comparison between experimental and simulated results is presented. The research was extended by simulating blow-outs at other wheel locations, and observing how various driver inputs affect the vehicle's response. (A) For the covering abstract of the publication see IRRD E200601.
This paper presents an overview of research relating to tire-related accident studies and case studies in evaluating specific accident situations where tire disablements were also encountered. The paper also presents a comprehensive examination of selected accidents following tire disablements. Tire disablements include blowouts, tread separations, punctures, airouts, etc. Methodology for studying vehicle performance during tread separation is presented as well as results of full-scale tests where tread separations were induced. In this manner, vehicle transient response during tire disablements is also discussed. The paper also addresses warning signs preceding tire disablements that often accompany tread separation, and the human response in these situations. (A) For the covering abstract of the conference see IRRD E201455.
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