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For more information, contact Robert D. Anderson
PO Box 7669, Tempe, AZ 85281-0023
Phone: 480.839.9174 E-mail: email@example.com
Biomechanics Analysis specializes in traffic accident reconstruction and biomechanical engineering to address collision severity, occupant motions, injury mechanics, potential for injury and restraint use and effectiveness. We have conducted and/or participated in hundreds crash tests and demonstrations with instrumented vehicles, humans and anthropomorphic test devices (ATDs) or dummies. The results of some of the tests have been published with the Society of Automotive Engineers, Accident Reconstruction Journal, the American Academy of Forensic Sciences, and Collision the International Compendium for Crash Research.
Professional activities include,
CDR/EDR: The vast majority of modern automobiles collect crash related data including Delta V's, seat belt use, passenger seat occupancy, pre-impact speed, throttle, brake on/off and steering, etc. There can be no question that such electronic evidence can be an important part of a situationally complete accident reconstruction and/or biomechanical evaluation. It is estimated that the available CDR/EDR tools cover nearly 95% of the automobiles sold in the United States since 2013 when 49CFR573 was enacted. Currently, only Porsche and Ferrari do not have EDR capability in their automobiles.
The Bosch CDR tool can be used to obtain a copy of the electronic evidence stored in automobiles' airbag control modules (ACM's) for most of the vehicles on the road in the United States. It is estimated that the Bosch CDR tool can be used to download 84% of the automobiles sold since 2013, including Toyota, Lexus, Scion, Chevrolet, Buick, GMC, Cadillac, Pontiac, Saturn, Dodge, Jeep, Chrysler, Ford, Lincoln, Mercury, Honda, Acura, Nissan, Infiniti, Mazda, Subaru and others.
Manufacturer tools allow access to the available electronic evidence in the other approximate 10% of automobiles sold in the US since 2013 consisting of Hyundai & Kia (9%) , Mitsubishi (0.4%), Land Rover & Jaguar (0.4%).
Automobiles typically record crash related data for both non-deployment (not locked) and deployment events (locked). Most non-deployment events are stored until replaced by subsequent non-deployment events, and most vehicles are capable of storing multiple events. Only early GM vehicles (Chevrolet, GMC, Pontiac, Buick, Cadillac, Saturn, Hummer, etc.) erased non-deployment events after a number of key cycles if the vehicle was driven for some number of key on/off cycles post crash.