Lou Peck, P.E.

Eleven instrumented crash tests were performed as part of the 2016 World Reconstruction Exposition (WREX2016), using seven Harley-Davidson motorcycles and three automobiles. For all tests, the automobile was stationary while the motorcycle was delivered into the vehicle, while upright with tires rolling, at varying speeds. Seven tests were performed at speeds between 30 and 46 mph while four low-speed tests were performed to establish the onset of permanent motorcycle deformation. Data from… Show more

Eleven instrumented crash tests were performed as part of the 2016 World Reconstruction Exposition (WREX2016), using seven Harley-Davidson motorcycles and three automobiles. For all tests, the automobile was stationary while the motorcycle was delivered into the vehicle, while upright with tires rolling, at varying speeds. Seven tests were performed at speeds between 30 and 46 mph while four low-speed tests were performed to establish the onset of permanent motorcycle deformation. Data from these tests, and other published testing, was analyzed using available models to determine their accuracy when predicting the impact speed of Harley-Davidson motorcycles. The most accurate model was the Modified Eubanks set of equations introduced in 2009, producing errors with an average of 0.4 mph and a standard deviation (SD) of 4.8 mph.

An updated set of Eubanks-style equations were developed adding data published since 2009, and advancing from two equations (pillars/axles and doors/fenders) to four equations (axles, pillars/bumpers, doors, and fenders). When applied to the subject tests, the newly developed set of equations produced an average error of 3.5 mph (SD = 4.3 mph). With respect to all available data (N = 99), the equations produced an average error of 0.1 mph and a standard deviation of 5.8 mph. The errors were also analyzed for each of the four equations developed here, and confidence intervals offered. This research, which represents the first detailed analysis of Harley-Davidson motorcycles’ collision response, indicates they behave in a manner similar to previously tested motorcycles. Further, the equations developed and presented here give accident investigators a refined method for estimating the impact speed of an upright motorcycle, Harley-Davidson or otherwise, having struck an automobile with its front tire. Show less

Ducati’s DDA (Ducati Data Analyzer) system was investigated to understand its behavior and the accuracy of the reported data. Ultimately, the goal of this study was to determine if the DDA system can provide useful data to reconstructionists investigating motorcycle accidents. The results were published in Accident Reconstruction Journal, and can be downloaded at louispeck.com.

An experiment designed to determine if tire pressure has an effect on the dynamic coefficient of friction between a motorcycle tire and a roadway. This article was originally published in the July / August 2017 issue of Accident Reconstruction Journal, which can be downloaded at louispeck.com.

Three targeted vehicles of varying size were measured using an optimized, practical photogrammetry technique and the results were compared to measurements acquired via total station. The photogrammetry method included the use of a field-calibrated DSLR camera equipped with a fixed 20 mm lens, retroreflective targets sized for vehicular modeling, and a CNC-machined scale bar. Eight photographs were taken from proper angles and processed using a commercially available photogrammetry package. This… Show more

Three targeted vehicles of varying size were measured using an optimized, practical photogrammetry technique and the results were compared to measurements acquired via total station. The photogrammetry method included the use of a field-calibrated DSLR camera equipped with a fixed 20 mm lens, retroreflective targets sized for vehicular modeling, and a CNC-machined scale bar. Eight photographs were taken from proper angles and processed using a commercially available photogrammetry package. This data was merged with the total station data using a cloud-to-cloud registration process for point-to-point comparison of positional data. The average residual between corresponding photogrammetry and total station points was 1.7 mm (N = 258, SD = 0.8 mm) with a 95% confidence limit of 3.1 mm. Considering this low residual, one of the sample vehicles was re-measured using a high accuracy FaroArm for comparison to the photogrammetry technique. The average residual between corresponding photogrammetry and FaroArm points was 1.2 mm (N = 83, SD = 0.56 mm) with a 95% confidence limit of 2.1 mm. This research shows photogrammetry can be highly accurate and efficient with proper methodology, while also expanding on the photogrammetry literature database and improving confidence in the technique. Show less

The subject research examined 15 actual crashes of motorcycles equipped with frame sliders and established the related drag factor using 5 and 10Hz GPS data acquisition systems. The crashes occurred during track days or races and many were also documented with on-board video, which was synchronized with the GPS data when available. 14 controlled tests were then performed with different motorcycles and the sliding friction values were determined using GPS data acquisition and traditional… Show more

The subject research examined 15 actual crashes of motorcycles equipped with frame sliders and established the related drag factor using 5 and 10Hz GPS data acquisition systems. The crashes occurred during track days or races and many were also documented with on-board video, which was synchronized with the GPS data when available. 14 controlled tests were then performed with different motorcycles and the sliding friction values were determined using GPS data acquisition and traditional methods
for validation. The average drag factor for the 15 track crashes was -0.45 g’s (SD = 0.09) and
-0.48 g’s (SD = 0.08) in the 14 controlled tests, where none of the motorcycles were equipped with
frame sliders. These results align with previously published research. Of importance, this data showed frame sliders do not lower the drag factor of a sport bike, but actually increase it. Moreover, a relationship between certain collision dynamics and the sliding friction became apparent. This research will help accident investigators more accurately quantify the pre-impact speed of downed motorcycles. Show less

This study was undertaken to compare the behavior at intersections of an experienced group of motorcyclists when they were operating a motorcycle with their behavior when they were driving a car. Results suggest that motorcyclists are exposing themselves to unnecessary risk.

The focus of the research was to address the crash avoidance
behaviors of drivers versus motorcyclists. Avoidance tasks include, attention maintenance and hazard anticipation measured with glance behaviors, and hazard mitigation measured with response times and deceleration. Specifically, where might the driver behavior be similar or different than that of a motorcyclist.

The motivation for this study was to develop failure properties that could be used in an LSDYNA finite element model of the human lower extremities based on the understanding that the properties of porcine knee collateral ligaments would be similar to human ligaments. The properties developed in this study can be used to estimate the human response in high speed frontal automotive collisions.