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From: USA
Date: 08 Dec 2006
Time: 08:32:02 AM
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From: Jasper
Date: 01 Sep 2005
Time: 10:24:28 PM
Brian, You did everything I did and got the same results. The difference is in interpretation. "…including the exact specifications of the Bronco (tire size, turning radius and wheel base). [Note: At the risk of stating the obvious, you can make all of your calculations for the turn with the front wheels cranked to the maximum turning radius. This will allow you to ignore the inner curve deviations that don’t matter and plot the most the driver can turn in one direction. The outer curve can be anything that allows for the turn to line up with the 2-degeee vector from the Rockingham curb. "Before that I had first cut out a scaled Bronco out of thin cardboard and put it on top of a correct property drawing and tried to simulate the Bronco pulling out. [I worked backward using acetate with centerlines and construction lines for the tire size, wheel base and turning radius and a projected axis through the rear wheels] It was extremely difficult to pull into that position but not impossible. You would have to spin that steering wheel in different directions throughout the turn... “ Brian, this is the key. You don't have to calculate all of the variables involved in this maneuver to satisfy all of its demands. A projected axis though the rear tires to a theoretical pivot point on the property will give you everything you need. Wherever the front tires go the rear tires must follow. The driver's steering wheel adjustments are exactly what are required for a smooth turn and easy to apply as needed with the immediate visual feedback of the vehicle in motion and the target zone in sight. The task of the driver is to end up on the street as close as possible to the driveway with the least amount of angulation and without running over the cub. To do this, he has to steer as far to the left of the driveway as he can get before starting into his turn onto the street. This cannot be done without making small kinetic adjustments to hit the target zone. Hard to do on paper; a no-brainer behind the steering wheel. You don't need a computer to do any of this stuff. When you establish the critical angles, dimensions and clearance zones the rest is easy. All you have to do then is plot a few variable turning points along the turning path and connect the dots for the curve. You don't even have to do that to see if the turn is possible. Once you saw why both of us initially had the rear tire running over the corner of the curb I knew that you were close to figuring out what the driver could do to avoid it. I am surprised that you saw this kind of steering as unlikely. The next time you pull around a corner to park pay attention to what you do with the steering wheel to park it as straight as possible. The 2-degree angle with the Bronco and the Rockingham curve comes from the acute angle formed by the driveway and the street. The calculations required to determine whether or not O.J.’s story of how the Bronco ended up where it did are so precise that they have extremely low probability implications for how it could have ended up in that position any other way. What would the driver have to do, when would he have to do it, why would he do it and how would he know to do it in precisely that way if he were traveling north on Rockingham? Compare the one turn he would have to make within the required zone at various speeds or the turns of the wheel he would have to make at specific points at various speed if he missed that zone and see what you get. –Jasper