Acta Polytechnica CTU Proceedings


https://doi.org/10.14311/APP.2022.39.0041
Acta Polytechnica CTU Proceedings 39:41–48, 2022 © 2022 The Author(s). Licensed under a CC-BY 4.0 licence

Published by the Czech Technical University in Prague

DYNAMIC TESTS OF THE CULVERT FACE WITHIN CRASHTESTS

Luboš Nouzovský, Tomáš Kohout∗, Pavel Vrtal, Jakub Nováček

Czech Technical University in Prague, Faculty of Transportation Sciences, Department of Forensic Experts in
Transportation, Konviktská 20, 110 00 Prague 1, Czech Republic

∗ corresponding author: kohout@fd.cvut.cz

Abstract. Severity of a vehicle impact into solid obstacles alongside the road can be annually
illustrated through accident statistics. One example of such solid obstacles is drainage ditch culvert
faces. Within the research at the Faculty of Transportation Sciences of the Czech Technical University
new equipment has been designed in a form of a modular system of the drainage ditch culvert faces
construction. The qualities of this equipment have been tested by means of crash tests with a passenger
vehicle Škoda Fabia making use of criteria of biomechanical endurance of the vehicle passengers. The
results have been compared with the test carried out by means of a vehicle crash into concrete culvert
faces.

Keywords: Drainage ditch, vehicle crash, occupant safety, deformation block, crash test, acceleration.

1. Introduction
The objective of this article succeeding the already
published primary research “Access Bridge Design
Measures for Safety Increase of the Road Infrastruc-
ture” is to prove efficacy of the designed deformable
structure of the drainage ditch culvert faces by means
of a crash test.

The requirements for qualities of a deformable item
for the stated application are specific and they thus
differ from the so far patented solutions [1–5].

It is first and foremost the requirement for defor-
mation quality in the direction vertical to axes of
honeycombs (cells), sufficient capacity in the direction
of honeycomb axes and also high durability that will
be guaranteed by means of high-early cement mixtures
or composites [6].

When crashed, the internal structure of the de-
formable block will be distorted in a controlled way,
thus the vehicle is going to be gradually decelerated.
The internal structure of the deformable block should
effectively dissipate kinetic energy only by means of a
vehicle speed reduction, i.e. the kinetic energy of the
vehicle is not primarily used for the deformation of
safety zones of the vehicle [7]. At the same time the
deformable block has sufficient firmness in the vertical
direction to axes of the cells and can shift a load from
axletree pressure.

2. Crashtests
For proving the utility of the deformation structure of
drainage ditch culvert faces a crash test of a passenger
vehicle under the nominal speed of 50 km·h−1 was
carried out, when the vehicle crashed vertically into a
drainage ditch culvert face located in the road drainage
ditch when the last 5 meters in front of the very crash
place (due to the necessity to reiterate the tests and
to compare better the results) the tested vehicle was

moving at constant speed parallelly with the axis of
the ditch.

In order to be able to compare the results, 2 crash
tests were carried out (Figure 1 and 2):

• Test No. 001 – passenger vehicle M1 × drainage
ditch with an integrated deformation zone.

• Test No. 002 – passenger vehicle M1 × drainage
ditch of a classical construction (concrete face).

2.1. Parameters of the drainage ditch
• Outside dimensions (length/width/height):

3.2/2.4/0.95 m,
• weight: 5,500 kg,
• parameters of the ditch for steering of the vehicle:

width 1.9 m, depth 0.75 m.

Considering that it was a working prototype, and
the primary purpose of the test was a dynamic test of
the deformation material used, the culvert face was
not equipped with a drainage pipe.

2.2. Testing vehicles
Two Fabia vehicles of the following parameters were
available [8]:
• unladen weight: 1,055 kg,
• size (length/width/height): 3.99/1.73/1.47 m,
• wheel base: 2.47 m,
• tread: 1.46 m,
• inner height: 0.13 m.

The vehicle was for each crash test equipped with
dummy H III 50 % (77 kg) in the place of a driver
(seating position 1.) and dummy P6 (22 kg) in the
children vehicle restraint system in the back seat right
behind the driver (seating position 4.). Triaxial ac-
celerometer was placed during each test on the body

41

https://doi.org/10.14311/APP.2022.39.0041
https://creativecommons.org/licenses/by/4.0/
https://www.cvut.cz/en


L. Nouzovský, T. Kohout, P. Vrtal, J. Nov’aček Acta Polytechnica CTU Proceedings

Figure 1. Deformation blocks geometry and ditch geometry.

Figure 2. Drainage ditch with an integrated deformation zone – test No. 001 (left) and drainage ditch of classical
construction (concrete face) – test No. 002 (right).

of the vehicle nearby the airbag control unit (1000 g)
and in the head centre of the gravity of both dum-
mies (500 g). In both tests, airbags were taken out of
service, primarily because of the scientific approach
to the tests. The aim of the tests was to simulate
the worst possible scenario in relation to the mea-
sured values. The weight of the vehicle in the test
including H III dummy, P6 dummy and the measuring
equipment was 1,161 kg.

The vehicle was steered into the ditch by means
of the guiding system fixed to the pavement and it
impacted frontally the culvert face of the drainage
ditch, the slope angle being given by parameters of the
ditch (see Figure 3). The whole course of the crash
test was being recorded with a high-speed camera
(min. 1000 fr·s−1 at 1280×1024).

2.3. Assessing criteria
When comparing the two crash tests and quantifying
the results, the criteria evaluating the safety of the
restraint systems according to EN 1317 as well as the
biomechanical criteria evaluating head injuries were
used [9–11].

2.3.1. Criterion ASI (Acceleration severity
index)

Acceleration Severity Index is a criterion used
for assessing road restraint systems according to
EN 1317 [12]. The ASI criterion is measured from the
measured acceleration on the vehicle body (detector
on the tunnel nearby vertical gravity axis projection).
It assesses severity range of the pulse affecting the

Impact severity levels

Level Maximal tolerated values

A ASI ≤ 1.0

B 1.0≤ASI≤1.4 and THIV≤33 km·h−1

C 1.4≤ASI≤1.9

Table 1. Assessment of impact severity by means of
the ASI criterion.

person sitting nearby the measured point of the vehi-
cle. According to EN 1317 the value of ASI should
not exceed the value of 1, or if you like of 1.9 for the
given impact severity levels A to C, see Table 1.

The criterion can be expressed mathematically as:

ASI(t) =
[
(ax/âx)2 (ay/ây)2 (az/âz)2

]1/2
, (1)

where âx, ây and âz are limit values for particular
acceleration components and can be interpreted as
a value of applied acceleration during which the risk
of a grave injury of the passenger is minimized (max.
light injuries). For a fastened passenger the limits are
generally used âx = 12 g, ây = 9 g, âz = 10 g. The
magnitudes ax, ay or if you like az are filtered com-
ponents of the acceleration. ASI is set as maximum
of the range ASI(t).

42



vol. 39/2022 Dynamic tests of the culvert face within crashtests

Figure 3. Testing vehicles and dummies positioning.

2.3.2. Criterion THIV (Theoretical head
impact velocity)

The concept of the theoretical head impact velocity
(THIV) was developed for assessement of severity in-
dex of a vehicle passenger who gets into a collision
with the restraint system. The passenger in the vehicle
is perceived as a freely moving object (head) that, in
compliance with the vehicle changing its speed, when
having got into contact with a vehicle restraint system,
goes on in its movement until it hits the surface inside
of the vehicle. The volume of theoretical head impact
velocity is interpreted as a level of crash severity upon
the restraint system.

THIV =
[
ẋ2

b(t) + ẏ2
b (t)

]1/2
, (2)

where ẋ2
b(t) or if you like ẏ2

b (t) are the coordinates of
the theoretical head velocity in relation to the vehicle
coordinate system. The detailed calculation together
with the implementation of coordinate systems is a
subject to a norm.

This criterion is chosen in the case when the vehicle
is not peopled by biomechanical dummies. Its limit is
set by the EN 1317 norm to 33 km·h−1. It is rounded
up to the whole number.

2.3.3. PHD criterion (Post-impact head
deceleration)

The PHD criterion used to be an additional criterion
of assessing a level of impact severity. Since a revision
of the norm (EN 1317) in 2010 this criterion has
not been followed. However, it can be used as an
information marker when analyzing performed crash
tests:

PHD = max
[
ẍ2

c(t) + ÿ2
c (t)

]1/2
, (3)

where ẍ2
c(t) or if you like ÿ2

c (t) is acceleration of the
theoretical head after the very first contact with a
conceptional structure. The PHD should not exceed
the value of 20 g.

2.3.4. HIC criterion (Head injury criterion)
This criterion can be perceived as a measurement of
the probability of head injury during an impact. It is

calculated as a function maximum of the acceleration
resultant a(t).

HIC =
[

1
t2 − t1

∫ t2

t1
a(t)dt

]2.5

(t2 − t1), (4)

where a(t) = final acceleration [g], t1 and t2 = in-
stants of time in the course of the impact determining
beginning and the end of the interval the HIC volume
of which is the highest. The length of the interval
(t2˘t1) is 36 ms if it did not come into contact with a
solid structure. As for the calculation of a maximal
value of the impact the time interval of 15 ms (HIC15)
is used. The limit value of the criterion HIC is 1000 –
the limit indicates approx. 50 % probability of severe
head injury occurrence [13, 14].

2.3.5. Criterion 3 ms
Contrary to the previous criterion this one can be
applied not only to head injuries. Its limit value
assesses toleration for occurrence of severe injuries.
The limit value for the head is 80 g. The interpretation
of the criterion: the acceleration higher than 80 g
cannot operate for a longer period than 3 ms [15].

3. Results
3.1. Test No. 001
The drainage ditch with an integrated deformation
zone, a nominal impact speed of 50 km·h−1 was com-
plied (the real speed was 47 km·h−1).

Figure 4 demonstrates a course of the test recorded
with a high speed camera; the vehicle is due to a
deformed structure lifted above the barrier.

In the chart of Figure 5 accelerations measured
in three planted places are being recorded. The red
curve corresponds with acceleration measured on the
body of the vehicle; the green curve presents accel-
eration of the head of the driver dummy, the blue
one shows acceleration for the child passenger. The
blue background stands for a time interval when main
material deformation of a structure of an integrated

43



L. Nouzovský, T. Kohout, P. Vrtal, J. Nov’aček Acta Polytechnica CTU Proceedings

Figure 4. A course of the test No. 001 – the vehicle is
due to a deformed structure lifted above the barrier.

Figure 5. Test No. 001 of drainage with an integrated
deformation zone – acceleration time course.

deformation zone was going on (time 0 ms up to ap-
prox. 200 ms). From approx. 700 ms the vehicle does
not make any forward movement.

Impact phases:

0 ms – first contact with a drainage ditch culvert face,
0-100 ms – main deformation of the drainage ditch

structure and of the vehicle deformation zone,
65 ms – interaction of the drainage ditch structure

deformation and vehicle deformation zone – the
area of an impact of maximal acceleration upon the
body of the vehicle,

100-150 ms – the area with maximum measured ac-
celeration affecting the head of the adult dummy,
without any contact with an interior of the vehicle,
an apex of forward movement of the dummy,

100-170 (or if you like 250) ms – maximum accelera-
tion affecting the head of the child dummy, without
any contact with the vehicle interior, the apex of
forward movement of the dummy,

100-230 ms – ongoing deformation of the drainage
ditch – the vehicle being lifted up due to a dis-
torting structure,

420-470 ms – backward movement of the driver
dummy, contact with the head restraint,

Approx. from 430 ms – minimum forward movement,
vehicle shifts to a final position,

Figure 6. ASI criterion in test No. 001.

480 ms – apex of backward movement of the child
dummy and a contact with the head restraint,

530 ms – the vehicle, due to after impact movement,
climbed up the distorted structure of the drainage
ditch, up to approx. 700 ms. Forward movement is
noticeable, succeeded by stabilization and “shifting”
to a final position in th ditch,

860 ms – the heads of both dummies crashed the door
(window glass) – the windows had been due to a
better quality of the camera recording removed be-
fore the test (usability of the recording for following
point trajectory “tracking”).

3.1.1. ASI criterion
The course of this criterion can be found in the graph
on Figure 6. The maximal value of ASI was measured
in the time of 48.5 ms, being it 0.8 (after rounding),
the limit value of 1 was not exceeded. The deformable
drainage ditch structure thus fulfils requirements for
the level A of the impact severity.

3.1.2. HIC criterion and the criterion of 3ms
HIC Criterion – the driver and child dummy calcu-

lated values of the HIC criterion were deep below
the set limit value of 1000, see Table 2.

Criterion of 3ms – neither in this case the limit
value of 80 g was reached, see Table 2. In com-
pliance with the HIC criterion it can be said that
the probability of a serious head injury is nearly
zero.

3.1.3. Criteria THIV and PHD
For test No. 001 any calculation of THIV and PHD
criteria can be perceived as unnecessary. Since during
test No. 002 the data depreciation with the driver
dummy occurred, these criteria are chosen as refer-
ential in such a way so that the results of both tests
could be compared. Neither the THIV, nor PHD
criterion exceeded their limit values, see Table 3.

44



vol. 39/2022 Dynamic tests of the culvert face within crashtests

HIC36 3ms
Test No. HIC36 T1 T2 [g] T1 T2

001 [ms] [ms] [ms] [ms]
Driver 17.6 96.6 132.6 12.0 117.4 120.5
Child 10.9 135.0 171.0 10.1 145.9 149.1

Table 2. Overall chart of HIC and 3ms criteria, test No. 001.

Test No. ASI THIV PHD
001 [-] T1 [ms] [km·h−1] T1 [ms] [g]

Value 0.8 48.5 28 147.5 5.0

Table 3. Overall chart of THIV and PHD criteria, test No. 001.

Figure 7. Test No. 002 – drainage ditch of a classical
construction.

Figure 8. Test No. 002 of drainage ditch of classical
construction – acceleration time course.

3.2. Test No. 002
Drainage ditch of a classical construction, nominal
impact speed of 50 km·h−1 was complied (the real
speed was 45 km·h−1).

During test No. 002 crashing into a concrete
drainage ditch face (standard construction) a mea-
suring range of the accelerometer was exceeded with
the driver dummy (500 g). That is why a measuring
sector of approx. 65 ms to 115 ms could not be as-
sessed for this place. The reason for range exceeding
was a contact of the dummy with the steering wheel.
Note: However, it cannot be stated that within the
course of the whole stated time period the acceleration

higher than 500 g was affecting the dummy. Most
probably it was just the impulse higher than 500 g,
which at the same time caused a short time measuring
fallout with the measuring channel.

Impact phases:
0 ms – the first contact of the front of the vehicle with

a concrete drainage ditch culvert face,
0-22 ms – buffer deformation,
22-70 ms – engine space deformation,
64 ms – the driver dummy – contact of the thorax

with the steering wheel, a measuring range of 500 g
was exceeded on the accelerometer,

72 ms – the ond of the forward movement – the vehicle
bounces from the solid structure,

80 ms – the driver dummy – head contact with the
steering wheel,

110 ms – forward movement of both dummies finished,
the beginning of the backward movement,

approx. 200 ms – crash of both dummies into the head
restraint of the seat – the impact of an eccentric
character – in between the head restraint and the
side structure of the vehicle,

294 ms – crash of the child dummy into the frame of
the side window,

approx. 400 ms – total stabilization of the movement.

3.2.1. ASI criterion
The ASI reached in the time of 33.6 ms a level of
3.1. For comparison, restraint systems with lowest
requirements for safety – impact severity level C –
must fulfil the ASI value lower than 1.9 (see Table 1).

3.2.2. HIC criterion and the criterion of 3ms
Due to a failure of measuring (see above) the criteria
HIC and 3ms for the driver dummy could not be
calculated. In order to be able to compare adequately
both crash tests despite this failure the Theoretical
Head Impact Velocity criterion can be used (THIV)
together with an additional PHD (Post-Impact Head

45



L. Nouzovský, T. Kohout, P. Vrtal, J. Nov’aček Acta Polytechnica CTU Proceedings

Figure 9. ASI criterion in test No. 002.

Figure 10. Deformation of drainage ditch with an
integrated deformation zone after test No. 001.

Deceleration) criterion that can be calculated when
the course of vehicle deceleration is known.

3.2.3. Criteria THIV and PHD
As for the THIV criterion a set limit of 33 km·h−1 was
exceeded, the value of 51 km·h−1 was measured and
calculated. The PHD criterion reached value little
below the limit of 20 g.

4. Discussion
Due to the deformation of the drainage ditch construc-
tion (Figure 10) the duration of the crash event is
prolonged – transformation of the kinetic energy it
spread into a longer time period – which results in
a decrease in affecting powers. Due to the impact
with the drainage ditch culvert face equipped with the
deformable block the damage of the left front corner
of the car body occurred during test No. 001, together
with the deformation of a cooler, a shift in the suspen-
sion of the left front wheel in the backward direction
(see Figure 11).

The deformation of the longitudinal beam did not
occur, nor tearing of the engine block, the cockpit
remained intact, too, the front left door could be
opened without any difficulty.

Due to the impact with the drainage ditch culvert
face with concrete face (Figure 12) the engine was
torn from the right top hinge during test No. 002
together with cabling, the front face was significantly
deformed, see Figure 13; the cooler, hood, bumper
stiffener and mounting (hinge) of the left front fender
were deformed. The fender got torn from the hinge,
also the setting of the left front fender was deformed

Figure 11. Vehicle damage after test No. 001 –
drainage ditch with an integrated deformation zone
impact.

Figure 12. Deformation of drainage ditch with an
integrated deformation zone after test No. 002.

and a manifold destruction of the intake together with
a short circuit occurred. Based on all this information,
a model was created for subsequent simulation and
use in forensic engineering [16].

Figure 14 shows the mutual comparison of accel-
eration/deceleration that was measured on the body
of the vehicle in the very first 300 ms of the event
during both implemented tests. The difference in the
course of both events is clearly visible. When carrying
out an impact test of the culvert face equipped with
deformable blocks, the values of affecting deceleration
were five times lower than in the case of the drainage
ditch of a standard construction. The significant dif-
ference in ASI criterion in both tests is clearly visible
in Figure 15.

5. Conclusion
The objective of these experiments was to prove that
deformable blocks meet the requirements for the re-
straint function with a calculated deceleration factor
and that they cut down a risk of grave and fatal in-
juries of the vehicle passengers when colliding with the
drainage ditch. Impact severity assessed by means of
the ASI criterion was in this case 4 times higher than
as for the impact into the deformable block. When
assessing a biomechanical force, the HPC criterion for
the child dummy head and the THIV criterion can be
used. In accordance with the calculated HPC values it
can be predicted that the child would – in case of an
impact with a drainage ditch with a deformable struc-
ture under conditions analogical to implemented tests
with a probability of more than 99 % – get by without
any injury whereas in the case of an impact into a
standard drainage ditch, i.e. unfortunately the most
widely spread type of a construction, it would suffer
in 40 % from injuries of the highest severity AIS 3+
(grave to fatal injury) and only in approx. 2 % it would
get by unharmed [17, 18]. According to the THIV

46



vol. 39/2022 Dynamic tests of the culvert face within crashtests

HIC36 3ms
Test No. HIC36 T1 T2 [g] T1 T2

002 [ms] [ms] [ms] [ms]
Driver – – – – – –
Child 613.6 71.2 102.8 48.6 86.4 89.6

Table 4. Overall chart of HIC and 3ms criteria, test No. 002.

Test No. ASI THIV PHD
001 [-] T1 [ms] [km·h−1] T1 [ms] [g]

Value 3.1 33.6 51 113.6 19.2

Table 5. Overall chart of criteria THIV and PHD, test No. 002.

Figure 13. Vehicle damage after test No. 002 –
drainage ditch with an integrated deformation zone
impact.

Figure 14. Vehicle acceleration time course – com-
parison.

criterion, which abstracts from equipping the vehi-
cle with anthropometric devices, the used deformable
structure would meet the requirements for road re-
straint systems according to EN 1317. The function-
ality of deformable drainage ditch culvert faces has
been hereby proved experimentally.

Acknowledgements
This work was supported by the project “Bezpečnost a
obrana pro InovaSEED”, CZ.1.05/3.1.00/14.0304.

References
[1] P. Barasoain, A. Sanchez. Shock absorber and

manufacturing procedure thereof, 2005. International
patent EP 1593872 A1.

[2] D. Gertz, S. Owen. Shear action and compression
energy absorber, 1982. International patent US
4352484 A.

Figure 15. ASI criterion time course – comparison.

[3] P. Impero. Road safety barrier, 2009. International
patent WO2009090681 A1.

[4] P. Impero. Metal panel with cellular structure, related
manufacturing process, and use in an impact energy
absorber, 2009. International patent WO2009078052 A3.

[5] N. Sucke. Energieabsorptionselement, 2005.
International patent WO2005052404 A1.

[6] P. Hála, R. Sovják, M. Frydrýn, T. Mičunek. Energy
absorbing system made of high performance concrete.
Construction and Building Materials 139:64–80, 2017.
https:
//doi.org/10.1016/j.conbuildmat.2017.02.048

[7] P. Hála, M. Frydrýn, P. Máca, R. Sovják.
Comparative study on the crashworthiness of brittle
blocks with thin-walled cellular structures. Thin-Walled
Structures 148:106578, 2020.
https://doi.org/10.1016/j.tws.2019.106578

[8] Škoda auto. Skoda fabia catalogue, technical
parameters, 2016. [2021-11-03], http:
//www.skoda-auto.cz/SiteCollectionDocuments/
skoda-auto/ke-stazeni/fabia-katalog.pdf.

[9] ECE R 21. Uniform provision concerning the approval
of vehicles with regard to their interior fittings, 1993.
Geneve, [2021-11-03],
http://www.unece.org/fileadmin/DAM/trans/main/
wp29/wp29regs/r021r2e_1.pdf.

47

https://doi.org/10.1016/j.conbuildmat.2017.02.048
https://doi.org/10.1016/j.conbuildmat.2017.02.048
https://doi.org/10.1016/j.tws.2019.106578
http://www.skoda-auto.cz/SiteCollectionDocuments/skoda-auto/ke-stazeni/fabia-katalog.pdf
http://www.skoda-auto.cz/SiteCollectionDocuments/skoda-auto/ke-stazeni/fabia-katalog.pdf
http://www.skoda-auto.cz/SiteCollectionDocuments/skoda-auto/ke-stazeni/fabia-katalog.pdf
http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r021r2e_1.pdf
http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r021r2e_1.pdf


L. Nouzovský, T. Kohout, P. Vrtal, J. Nov’aček Acta Polytechnica CTU Proceedings

[10] ECE R 25. Uniform provision concerning the
approval of head restraints (headrests), whether or not
incorporated in vehicle seats, 1990. Geneve,
[2021-11-03], https://www.unece.org/fileadmin/DAM/
trans/main/wp29/wp29regs/r025r1e.pdf.

[11] ECE R 94. Uniform provision concerning the approval
of vehicles with regard to the protection of the occupants
in the event of a frontal collision, 2013. Geneve,
[2021-11-03], http://www.unece.org/fileadmin/DAM/
trans/doc/2009/wp29grsp/ELSAsg-1-04e.pdf.

[12] European Committee for Standardization. Standard
EN 1317 for vehicle restraint systems (VRS), 2010.
Brusel, [2021-11-03], http:
//www.volkmann-rossbach.com/en_1317_eng.html.

[13] N. Yoganandan, A. Nahum, J. Melvin, et al.
Accidental Injury – Biomechanics and Prevention.
Springer New York, NY, 2nd edn., 2014. ISBN
978-1-4939-1732-7.
https://doi.org/10.1007/978-1-4939-1732-7

[14] K.-U. Shmitt, P. Niederer, F. Walz. Trauma
Biomechanics – Introduction to Accidental Ijury.
Springer Berlin, Heidelberg, 1st edn., 2004. ISBN
978-3-662-05448-2.
https://doi.org/10.1007/978-3-662-05488-2

[15] C. Got, A. Patel, A. Fayon, et al. Results of
experimental head impacts on cadavers: The various
data obtained and their relations to some measured
physical parameters. SAE Technical Paper 780887:44,
1978. ISSN 0148-7191, e-ISSN 2688-3627.
https://doi.org/10.4271/780887

[16] T. Kubjatko, M. Gortz, L. Macurova, M. Ballay.
Synergy of forensic and security engineering in relation
to the model of deformation energies on vehicles after
traffic accidents. In TRANSPORT MEANS 2018, PTS
I-III, Transport Means - Proceedings of the
International Conference, pp. 1342–1348. KAUNAS
UNIV TECHNOLOGY PRESS, 2018. 22nd
International Scientific Conference on Transport Means
(Transport Means), Trakai, LITHUANIA, OCT 03-05,
2018, [2021-11-03] https://www.webofscience.com/
wos/woscc/full-record/WOS:000576604500245.

[17] H. Mertz, P. Prasad, A. Irwin. Injury risk curves for
children and adults in frontal and rear collisions. SAE
Technical Paper 973318:18, 1997. ISSN 0148-7191,
e-ISSN 2688-3627. https://doi.org/10.4271/973318

[18] Z. Schejbalová, A. Kvášová, T. Mičunek, Z. Marek.
Simulation of a collision between passenger car and child
pedestrian. Promet – Traffic & Transportation 24(2):109–
118, 2012. https://doi.org/10.7307/ptt.v24i2.282

48

https://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r025r1e.pdf
https://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r025r1e.pdf
http://www.unece.org/fileadmin/DAM/trans/doc/2009/wp29grsp/ELSAsg-1-04e.pdf
http://www.unece.org/fileadmin/DAM/trans/doc/2009/wp29grsp/ELSAsg-1-04e.pdf
http://www.volkmann-rossbach.com/en_1317_eng.html
http://www.volkmann-rossbach.com/en_1317_eng.html
https://doi.org/10.1007/978-1-4939-1732-7
https://doi.org/10.1007/978-3-662-05488-2
https://doi.org/10.4271/780887
https://www.webofscience.com/wos/woscc/full-record/WOS:000576604500245
https://www.webofscience.com/wos/woscc/full-record/WOS:000576604500245
https://doi.org/10.4271/973318
https://doi.org/10.7307/ptt.v24i2.282

	Acta Polytechnica CTU Proceedings 39:41–48, 2022
	1 Introduction
	2 Crashtests
	2.1 Parameters of the drainage ditch
	2.2 Testing vehicles
	2.3 Assessing criteria
	2.3.1 Criterion ASI (Acceleration severity index)
	2.3.2 Criterion THIV (Theoretical head impact velocity)
	2.3.3 PHD criterion (Post-impact head deceleration)
	2.3.4 HIC criterion (Head injury criterion)
	2.3.5 Criterion 3ms


	3 Results
	3.1 Test No. 001
	3.1.1 ASI criterion
	3.1.2 HIC criterion and the criterion of 3ms
	3.1.3 Criteria THIV and PHD

	3.2 Test No. 002
	3.2.1 ASI criterion
	3.2.2 HIC criterion and the criterion of 3ms
	3.2.3 Criteria THIV and PHD


	4 Discussion
	5 Conclusion
	Acknowledgements
	References