R. Larson, James W. Smith, Stephen M. Werner, G. Fowler
Rollover crashes are complex events with many factors influencing the initiation of the rollover and the subsequent motion of the vehicle. There exists a need for testing methods that can accurately replicate conditions that happen in real-world rollovers. This chapter, from a comprehensive text on occupant and vehicle responses in rollovers, presents two testing methodologies that consider how to create rollover tests that closely mimic a specific accident scenario and thus that are useful in accident reconstruction and evaluation of vehicle performance in specific situations. The authors describe the development of the Roller Coaster Dolly (RCD), a text fixture that can release a vehicle at speed onto flat or sloping terrain with any desired initial roll, pitch, and yaw angle. The authors also describe a test methodology that utilizes a crashworthy steering controller. This method can replicate and study the entire crash sequence of an on-road maneuver-induced rollover. The authors describe and illustrate (photographs) the use of both tests, concluding that these tests expand the realm of rollover collision scenarios that can be recreated by testing.
{"title":"VEHICLE ROLLOVER TESTING, METHODOLOGIES IN RECREATING ROLLOVER COLLISIONS. IN: OCCUPANT AND VEHICLE RESPONSES IN ROLLOVERS","authors":"R. Larson, James W. Smith, Stephen M. Werner, G. Fowler","doi":"10.4271/2000-01-1641","DOIUrl":"https://doi.org/10.4271/2000-01-1641","url":null,"abstract":"Rollover crashes are complex events with many factors influencing the initiation of the rollover and the subsequent motion of the vehicle. There exists a need for testing methods that can accurately replicate conditions that happen in real-world rollovers. This chapter, from a comprehensive text on occupant and vehicle responses in rollovers, presents two testing methodologies that consider how to create rollover tests that closely mimic a specific accident scenario and thus that are useful in accident reconstruction and evaluation of vehicle performance in specific situations. The authors describe the development of the Roller Coaster Dolly (RCD), a text fixture that can release a vehicle at speed onto flat or sloping terrain with any desired initial roll, pitch, and yaw angle. The authors also describe a test methodology that utilizes a crashworthy steering controller. This method can replicate and study the entire crash sequence of an on-road maneuver-induced rollover. The authors describe and illustrate (photographs) the use of both tests, concluding that these tests expand the realm of rollover collision scenarios that can be recreated by testing.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125677301","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This chapter, on vehicle tip stability in side impact tests, is from a comprehensive textbook on occupant and vehicle responses in rollovers. The authors describe results of a preliminary analysis of vehicle tip-over potential in US/DOT/NHTSA Side Impact New Car Assessment Program (SINCAP) tests. The analyses included examination of related accident data, an analysis of potential sources of variability in the SINCAP tests, and a sensitivity analysis of vehicle and test facility parameters by means of multi-body computer simulation. Results showed that fatal accidents involved multi-vehicle rollover were the least frequent among four accident types examined (multivehicle no rollover, multivehicle rollover, single vehicle no rollover, and single vehicle rollover); SUVs had the lowest fatality rate in such accidents, among the four vehicle types examined (passenger cars, utility vehicles, passenger vans, pickup trucks). The authors report that tip-over occurrence in the SINCAP test was found to be very sensitive to several unspecified test facility characteristics, which may vary among test facilities. This could result in the possibility of "tuning" a vehicle for no tipover in the SINCAP tests, with little or potentially even harmful effects on actual occupant protection and vehicle safety. The authors conclude that the SINCAP test is not suitable for analyzing vehicle rollover potential or rollover safety.
{"title":"ANALYSIS OF VEHICLE TIP STABILITY IN SIDE IMPACT TESTS. IN: OCCUPANT AND VEHICLE RESPONSES IN ROLLOVERS","authors":"J. Zellner, S. A. Kebschull, R. V. Auken","doi":"10.4271/2000-01-1650","DOIUrl":"https://doi.org/10.4271/2000-01-1650","url":null,"abstract":"This chapter, on vehicle tip stability in side impact tests, is from a comprehensive textbook on occupant and vehicle responses in rollovers. The authors describe results of a preliminary analysis of vehicle tip-over potential in US/DOT/NHTSA Side Impact New Car Assessment Program (SINCAP) tests. The analyses included examination of related accident data, an analysis of potential sources of variability in the SINCAP tests, and a sensitivity analysis of vehicle and test facility parameters by means of multi-body computer simulation. Results showed that fatal accidents involved multi-vehicle rollover were the least frequent among four accident types examined (multivehicle no rollover, multivehicle rollover, single vehicle no rollover, and single vehicle rollover); SUVs had the lowest fatality rate in such accidents, among the four vehicle types examined (passenger cars, utility vehicles, passenger vans, pickup trucks). The authors report that tip-over occurrence in the SINCAP test was found to be very sensitive to several unspecified test facility characteristics, which may vary among test facilities. This could result in the possibility of \"tuning\" a vehicle for no tipover in the SINCAP tests, with little or potentially even harmful effects on actual occupant protection and vehicle safety. The authors conclude that the SINCAP test is not suitable for analyzing vehicle rollover potential or rollover safety.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"487 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-05-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132162014","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This chapter, from a comprehensive text on vehicle and occupant responses in rollovers, discusses the reconstruction of rollover accidents which occur as the result of rolling over on the road, shoulder or median of the roadway. The authors note that rollover accidents account for almost 50% of fatalities that occur in sport utility vehicles (SUVs), pickups, and minivans. The authors present techniques that can be used to reconstruct the actual rollover process and provide examples to illustrate common rollover trajectories; they also discuss parameters that affect the variations in these trajectories. For example, the spacing or distance traveled between touch downs can vary substantially. However, identification of these distances is necessary to estimate vehicle rollover speeds, number of rolls, and severity of each roll. The authors also discuss scene survey techniques to show how in combination with the vehicle inspection a rollover trajectory can be reconstructed. Reconstructions of a number of actual rollover accidents are provided to illustrate the techniques under discussion.
{"title":"TECHNIQUES FOR THE RECONSTRUCTION OF ROLLOVER ACCIDENTS INVOLVING SPORT UTILITY VEHICLES, LIGHT TRUCKS AND MINIVANS. IN: OCCUPANT AND VEHICLE RESPONSES IN ROLLOVERS","authors":"I. Jones, L. A. Wilson","doi":"10.4271/2000-01-0851","DOIUrl":"https://doi.org/10.4271/2000-01-0851","url":null,"abstract":"This chapter, from a comprehensive text on vehicle and occupant responses in rollovers, discusses the reconstruction of rollover accidents which occur as the result of rolling over on the road, shoulder or median of the roadway. The authors note that rollover accidents account for almost 50% of fatalities that occur in sport utility vehicles (SUVs), pickups, and minivans. The authors present techniques that can be used to reconstruct the actual rollover process and provide examples to illustrate common rollover trajectories; they also discuss parameters that affect the variations in these trajectories. For example, the spacing or distance traveled between touch downs can vary substantially. However, identification of these distances is necessary to estimate vehicle rollover speeds, number of rolls, and severity of each roll. The authors also discuss scene survey techniques to show how in combination with the vehicle inspection a rollover trajectory can be reconstructed. Reconstructions of a number of actual rollover accidents are provided to illustrate the techniques under discussion.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"391 ","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2000-03-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"113983232","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This chapter, from a comprehensive textbook on occupant and vehicle responses in rollovers, examines the crash involvement and occupant safety record of sport utility vehicles (SUVs), in comparison with those of cars, vans, and pickups. The investigation is based on the crash experience of the cited vehicles on U.S. roads from 1988 to 1996, according to the National Highway Traffic Safety Administration's National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and Fatality Analysis Reporting System (FARS). In comparison with passenger car occupants, SUV occupants are exposed to significantly lower crash severities in planar crashes and they are younger. SUV occupants are under-represented in crashes with other vehicles, but they are more frequently exposed to rollovers. The authors use the rate of seriously or fatally injured occupants per 100 involved in tow-away crashes to assess the relative injury risk for different classes of vehicles. Overall injury risks are 1.42 for belted and 5.02 for unbelted occupants. In comparing SUVs and passenger cars, there is no statistical difference in overall injury risks for the combined belted and unbelted populations. However, in the belted population, the injury risks of the SUV occupants are lower than those of passenger car occupants. The belted occupants in SUVs have the overall lowest injury rates of all populations examined.
{"title":"CRASH EXPOSURE AND CRASHWORTHINESS OF SPORT UTILITY VEHICLES. IN: OCCUPANT AND VEHICLE RESPONSES IN ROLLOVERS","authors":"C. Malliaris, K. Digges","doi":"10.4271/1999-01-0063","DOIUrl":"https://doi.org/10.4271/1999-01-0063","url":null,"abstract":"This chapter, from a comprehensive textbook on occupant and vehicle responses in rollovers, examines the crash involvement and occupant safety record of sport utility vehicles (SUVs), in comparison with those of cars, vans, and pickups. The investigation is based on the crash experience of the cited vehicles on U.S. roads from 1988 to 1996, according to the National Highway Traffic Safety Administration's National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and Fatality Analysis Reporting System (FARS). In comparison with passenger car occupants, SUV occupants are exposed to significantly lower crash severities in planar crashes and they are younger. SUV occupants are under-represented in crashes with other vehicles, but they are more frequently exposed to rollovers. The authors use the rate of seriously or fatally injured occupants per 100 involved in tow-away crashes to assess the relative injury risk for different classes of vehicles. Overall injury risks are 1.42 for belted and 5.02 for unbelted occupants. In comparing SUVs and passenger cars, there is no statistical difference in overall injury risks for the combined belted and unbelted populations. However, in the belted population, the injury risks of the SUV occupants are lower than those of passenger car occupants. The belted occupants in SUVs have the overall lowest injury rates of all populations examined.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"41 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1999-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124718251","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
P. Atkinson, T. Atkinson, R. Haut, Christopher A. Eusebi, Vivek Maripudi, Tim Hill, Kiran Sambatur
Lower extremity injuries during car accidents are common; the lower extremities are typically the first point of contact between the occupant and the car interior. Lower extremity injuries are not normally life threatening, but can represent a large societal burden through treatment costs, lost work days, and reduced quality of life. The purpose of this research was to study injuries of the knee and propose a methodology to prevent future knee injuries. Data from the National Accident Sampling System (NASS) showed that 10% of all injuries were to the knee, second only to head and neck injuries. Most knee injuries are a result of knee-to-instrument panel and subfracture injuries were most common, followed by gross fracture injuries. Cadaver data show that increasing the contact area for a given contact force over the knee greatly reduces acute injury in fracture and subfracture experiments. However, cadaver force-area data cannot be applied to the Hybrid III dummy, which is the most used human surrogate in car crash simulations. This study also sought to develop a transformation of the cadaver contact force-area relationship to the dummy. Numerous experiments were conducted on the dummy to establish a comparison with companion experiments conducted on cadavers. Data points representing a 50% risk of gross fracture were calculated for the cadaver and transformed into the dummy response to yield data directly relevant to sled testing with dummies. Several sled tests were run using an idealized instrument panel to show the utility of the data in predicting joint injury for depowered air bags and various restraint scenarios. Mathematical models were used to show a theoretical scenario in which load and area could be estimated without the need for sled testing. This study shows that a simple measure of knee contact load and area could be used to predict injuries in the cadaver knee from blunt insult via dummy test data and hopefully provide increased knee injury protection for car occupants.
{"title":"DEVELOPMENT OF INJURY CRITERIA FOR HUMAN SURROGATES TO ADDRESS CURRENT TRENDS IN KNEE-TO-INSTRUMENT PANEL INJURIES","authors":"P. Atkinson, T. Atkinson, R. Haut, Christopher A. Eusebi, Vivek Maripudi, Tim Hill, Kiran Sambatur","doi":"10.4271/983146","DOIUrl":"https://doi.org/10.4271/983146","url":null,"abstract":"Lower extremity injuries during car accidents are common; the lower extremities are typically the first point of contact between the occupant and the car interior. Lower extremity injuries are not normally life threatening, but can represent a large societal burden through treatment costs, lost work days, and reduced quality of life. The purpose of this research was to study injuries of the knee and propose a methodology to prevent future knee injuries. Data from the National Accident Sampling System (NASS) showed that 10% of all injuries were to the knee, second only to head and neck injuries. Most knee injuries are a result of knee-to-instrument panel and subfracture injuries were most common, followed by gross fracture injuries. Cadaver data show that increasing the contact area for a given contact force over the knee greatly reduces acute injury in fracture and subfracture experiments. However, cadaver force-area data cannot be applied to the Hybrid III dummy, which is the most used human surrogate in car crash simulations. This study also sought to develop a transformation of the cadaver contact force-area relationship to the dummy. Numerous experiments were conducted on the dummy to establish a comparison with companion experiments conducted on cadavers. Data points representing a 50% risk of gross fracture were calculated for the cadaver and transformed into the dummy response to yield data directly relevant to sled testing with dummies. Several sled tests were run using an idealized instrument panel to show the utility of the data in predicting joint injury for depowered air bags and various restraint scenarios. Mathematical models were used to show a theoretical scenario in which load and area could be estimated without the need for sled testing. This study shows that a simple measure of knee contact load and area could be used to predict injuries in the cadaver knee from blunt insult via dummy test data and hopefully provide increased knee injury protection for car occupants.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"113 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117286241","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
J. Foret-Bruno, X. Trosseille, J. L. Coz, F. Bendjellal, C. Steyer, T. Phalempin, D. Villeforceix, P. Dandres, C. Got
In France and in other countries, research shows that the highest proportion of severe injuries and fatalities to restrained occupants occurs in frontal impacts. The oldest occupants involved in severe frontal impacts often suffer the worst thoracic injuries due to the seat belt. In France in the 1970's, some cars were equipped with load limiters making it possible to observe the relationship between force applied and occupant age with regard to thoracic risk. It has become essential, due to the ability of newer vehicles to better withstand intrusion in frontal impacts, to limit the restraint forces of seat belts that cause severe thoracic injuries, especially in elderly occupants. To address this risk, a restraint system combining belt load limitation and pyrotechnic belt pretension [the Programmed Restraint System (PRS)] has been installed in Renault cars since 1995. From static and dynamic tests performed with the load limiter, it is possible to determine the shoulder belt force applied to the occupant. 89 accident cases with equivalent energy speed of 40-80 km/hour, involving frontal collisions with cars equipped with the PRS, are reported in this paper. This study's purpose was to establish, for belted occupants, thoracic injury risk as a function of occupant age and the load applied at shoulder level. For 50% of thorax risk of AIS3+, the force for all ages is 6.9 kN. Results were obtained for 256 occupants representing age distribution similar to that of front seat occupants of the French accident file. Shoulder belt load appears to be in accordance with the occurrence of chest injuries. Other relationships between real-world accidents and post-mortem human subjects and between Hybrid III thoracic injury measurements and shoulder belt load are also investigated. This study confirms that a 6 kN force level is not enough to protect a larger proportion of the population. It is posited that a belt load limitation of 4 kN, combined with a specifically designed airbag, would protect 95% of those involved in frontal impacts from thorax injuries of AIS3+.
{"title":"Thoracic Injury Risk in Frontal Car Crashes with Occupant Restrained with Belt Load Limiter","authors":"J. Foret-Bruno, X. Trosseille, J. L. Coz, F. Bendjellal, C. Steyer, T. Phalempin, D. Villeforceix, P. Dandres, C. Got","doi":"10.4271/983166","DOIUrl":"https://doi.org/10.4271/983166","url":null,"abstract":"In France and in other countries, research shows that the highest proportion of severe injuries and fatalities to restrained occupants occurs in frontal impacts. The oldest occupants involved in severe frontal impacts often suffer the worst thoracic injuries due to the seat belt. In France in the 1970's, some cars were equipped with load limiters making it possible to observe the relationship between force applied and occupant age with regard to thoracic risk. It has become essential, due to the ability of newer vehicles to better withstand intrusion in frontal impacts, to limit the restraint forces of seat belts that cause severe thoracic injuries, especially in elderly occupants. To address this risk, a restraint system combining belt load limitation and pyrotechnic belt pretension [the Programmed Restraint System (PRS)] has been installed in Renault cars since 1995. From static and dynamic tests performed with the load limiter, it is possible to determine the shoulder belt force applied to the occupant. 89 accident cases with equivalent energy speed of 40-80 km/hour, involving frontal collisions with cars equipped with the PRS, are reported in this paper. This study's purpose was to establish, for belted occupants, thoracic injury risk as a function of occupant age and the load applied at shoulder level. For 50% of thorax risk of AIS3+, the force for all ages is 6.9 kN. Results were obtained for 256 occupants representing age distribution similar to that of front seat occupants of the French accident file. Shoulder belt load appears to be in accordance with the occurrence of chest injuries. Other relationships between real-world accidents and post-mortem human subjects and between Hybrid III thoracic injury measurements and shoulder belt load are also investigated. This study confirms that a 6 kN force level is not enough to protect a larger proportion of the population. It is posited that a belt load limitation of 4 kN, combined with a specifically designed airbag, would protect 95% of those involved in frontal impacts from thorax injuries of AIS3+.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"31 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128841991","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
van den Aj Kroonenberg, M. Philippens, H. Cappon, J. Wismans, W. Hell, K. Langwieder
Neck injuries resulting from rear-end collisions rank among the top car safety problems and have serious implications for society. Many rear impact sled experiments with volunteers and PMHSs have been performed in the past. However, in most of these studies, T1 kinematics were not obtained so that the kinematic behavior of the neck could not be separated from the motion of the rest of the spine. Also, to the best knowledge of the authors, the effect of anthropometric parameters on the head-neck kinematics was not studied before. The objective of this study is to describe the kinematic response of the head-neck system during low severity rear end impacts. In addition, the effect of anthropometric parameters such as height, weight and neck circumference was investigated. For this purpose, a total of 43 tests with 19 subjects was performed. Values for (delta)V ranged between 6,5 and 9.5 km/h. Linear accelerations of the head-CG and the first thoracic vertebra (T1) and angular accelerations of the head were obtained. Head angle and head-CG trajectories were obtained from film targets. Finally, head restraint impact forces were measured using a strain gauge attached to the support rods of the head restraint. Trajectories of the occipital condyles (OC trajectories) as well as upper neck forces and moments were calculated. All measured and calculated kinematic data were presented in response corridors representing the mean +/- one standard deviation. Although only three females participated in this study, a marked increase in head x-acceleration was observed for the females compared to the males. Also, neck circumference correlated well with peak x-accelerations: a thinner neck resulted in higher values for the x-accelerations. The results of this study can be used for evaluation of biofidelity of crash dummy necks, and for validation of mathematical head-neck models. Also, our finding that thinner necks result in higher head peak accelerations may be a partial answer to the question why women are at higher risk for whiplash injuries compared to men.
{"title":"HUMAN HEAD-NECK RESPONSE DURING LOW-SPEED REAR END IMPACTS","authors":"van den Aj Kroonenberg, M. Philippens, H. Cappon, J. Wismans, W. Hell, K. Langwieder","doi":"10.4271/983158","DOIUrl":"https://doi.org/10.4271/983158","url":null,"abstract":"Neck injuries resulting from rear-end collisions rank among the top car safety problems and have serious implications for society. Many rear impact sled experiments with volunteers and PMHSs have been performed in the past. However, in most of these studies, T1 kinematics were not obtained so that the kinematic behavior of the neck could not be separated from the motion of the rest of the spine. Also, to the best knowledge of the authors, the effect of anthropometric parameters on the head-neck kinematics was not studied before. The objective of this study is to describe the kinematic response of the head-neck system during low severity rear end impacts. In addition, the effect of anthropometric parameters such as height, weight and neck circumference was investigated. For this purpose, a total of 43 tests with 19 subjects was performed. Values for (delta)V ranged between 6,5 and 9.5 km/h. Linear accelerations of the head-CG and the first thoracic vertebra (T1) and angular accelerations of the head were obtained. Head angle and head-CG trajectories were obtained from film targets. Finally, head restraint impact forces were measured using a strain gauge attached to the support rods of the head restraint. Trajectories of the occipital condyles (OC trajectories) as well as upper neck forces and moments were calculated. All measured and calculated kinematic data were presented in response corridors representing the mean +/- one standard deviation. Although only three females participated in this study, a marked increase in head x-acceleration was observed for the females compared to the males. Also, neck circumference correlated well with peak x-accelerations: a thinner neck resulted in higher values for the x-accelerations. The results of this study can be used for evaluation of biofidelity of crash dummy necks, and for validation of mathematical head-neck models. Also, our finding that thinner necks result in higher head peak accelerations may be a partial answer to the question why women are at higher risk for whiplash injuries compared to men.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"23 4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116859767","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Park, R. Morgan, J. Hackney, S. Partyka, M. Kleinberger, E. Sun, Heather E. Smith, J. C. Lowrie
Since 1984, the New Car Assessment Program (NCAP) of the National Highway Traffic Safety Administration (NHTSA) has compiled upper neck loads for the belt and air bag restrained 50th percentile male Hybrid III dummy. Over 5 years, in frontal crash tests, NCAP collected upper neck data for 118 passenger cars and 78 light trucks and vans. This paper examines this data and attempts to assess the potential for neck injury based on injury criteria included in Federal Motor Vehicle Safety Standard (FMVSS) No. 208 (the optional sled test). This paper also examines the extent of serious neck injury in actual crashes as reported in the National Automotive Sampling System. Results suggest that serious neck injuries do occur at higher speeds for crashes involving occupants restrained by belts in passenger cars. Results also suggest that neck tension and extension can reach levels in the NCAP frontal crash tests that are higher than those allowed in FMVSS No. 208. Neck tension and extension are generally higher in light trucks and vans than in passenger cars. When neck responses are examined as a function of the Head Injury Criterion for driver and passenger dummies, no correlation is found.
{"title":"UPPER NECK RESPONSE OF THE BELT AND AIR BAG RESTRAINED 50TH PERCENTILE HYBRID III DUMMY IN THE USA'S NEW CAR ASSESSMENT PROGRAM","authors":"B. Park, R. Morgan, J. Hackney, S. Partyka, M. Kleinberger, E. Sun, Heather E. Smith, J. C. Lowrie","doi":"10.4271/983164","DOIUrl":"https://doi.org/10.4271/983164","url":null,"abstract":"Since 1984, the New Car Assessment Program (NCAP) of the National Highway Traffic Safety Administration (NHTSA) has compiled upper neck loads for the belt and air bag restrained 50th percentile male Hybrid III dummy. Over 5 years, in frontal crash tests, NCAP collected upper neck data for 118 passenger cars and 78 light trucks and vans. This paper examines this data and attempts to assess the potential for neck injury based on injury criteria included in Federal Motor Vehicle Safety Standard (FMVSS) No. 208 (the optional sled test). This paper also examines the extent of serious neck injury in actual crashes as reported in the National Automotive Sampling System. Results suggest that serious neck injuries do occur at higher speeds for crashes involving occupants restrained by belts in passenger cars. Results also suggest that neck tension and extension can reach levels in the NCAP frontal crash tests that are higher than those allowed in FMVSS No. 208. Neck tension and extension are generally higher in light trucks and vans than in passenger cars. When neck responses are examined as a function of the Head Injury Criterion for driver and passenger dummies, no correlation is found.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"92 5","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114051726","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Scherer, Sarah L. Kirkish, Joseph P. McCleary, S. Rouhana, J. Athey, Joe Balser, R. Hultman, H. Mertz, J. Berliner, Lan Xu, G. Kostyniuk, M. Salloum, Z. Wang, C. Morgan
This paper presents the results of biomechanical testing of the SID-IIs (a small, second-generation side impact dummy) beta+-prototype dummy by the Occupant Safety Research Partnership. The purpose of this testing was to evaluate the dummy against its previously established biomechanical response corridors for its critical body regions. The response corridors were scaled from the 50th percentile adult male corridors defined in International Standards Organization (ISO) Technical Report 9790 to corridors for a 5th percentile adult female, using established ISO procedures. Tests were performed for the head, neck, shoulder, thorax, abdomen and pelvis regions of the dummy. Testing included drop tests, pendulum impacts, and sled tests. The biofidelity of the SID-IIs beta+-prototype was calculated using a weighted biomechanical test response procedure developed by the ISO. The overall biofidelity rating of the SID-IIs beta+-prototype is 7.0, which corresponds to an ISO classification of "good". Detailed design and instrumentation updates made to the alpha-, beta- and beta+-prototypes of the SID-IIs are included. Verification test results and updated dummy verification response corridors are also included. (A) See also IRRD 883008 and 896689. For the covering abstract of the conference see IRRD E201429.
{"title":"SID-IIS BETA+-PROTOTYPE DUMMY BIOMECHANICAL RESPONSES","authors":"R. Scherer, Sarah L. Kirkish, Joseph P. McCleary, S. Rouhana, J. Athey, Joe Balser, R. Hultman, H. Mertz, J. Berliner, Lan Xu, G. Kostyniuk, M. Salloum, Z. Wang, C. Morgan","doi":"10.4271/983151","DOIUrl":"https://doi.org/10.4271/983151","url":null,"abstract":"This paper presents the results of biomechanical testing of the SID-IIs (a small, second-generation side impact dummy) beta+-prototype dummy by the Occupant Safety Research Partnership. The purpose of this testing was to evaluate the dummy against its previously established biomechanical response corridors for its critical body regions. The response corridors were scaled from the 50th percentile adult male corridors defined in International Standards Organization (ISO) Technical Report 9790 to corridors for a 5th percentile adult female, using established ISO procedures. Tests were performed for the head, neck, shoulder, thorax, abdomen and pelvis regions of the dummy. Testing included drop tests, pendulum impacts, and sled tests. The biofidelity of the SID-IIs beta+-prototype was calculated using a weighted biomechanical test response procedure developed by the ISO. The overall biofidelity rating of the SID-IIs beta+-prototype is 7.0, which corresponds to an ISO classification of \"good\". Detailed design and instrumentation updates made to the alpha-, beta- and beta+-prototypes of the SID-IIs are included. Verification test results and updated dummy verification response corridors are also included. (A) See also IRRD 883008 and 896689. For the covering abstract of the conference see IRRD E201429.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"76 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132863176","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this study, seventy-one frontal impact sled tests were conducted using post-mortem human subjects in the driver's position in an effort to better understand thoracic trauma in frontal impacts. Various contemporary automotive restraint systems were used. The resulting injury from the impact was determined through radiography and detailed autopsy, and its severity was coded according to the Abbreviated Injury Scale (AIS). The measured mechanical responses were analyzed using statistical procedures. In particular, linear logistic regression was used to develop models which associate the measured mechanical parameters to the observed thoracic injury response. Univariate and multivariate models were developed taking into consideration potential confounders and effect modifiers. The risk factors used in the models were normalized concerning the size and weight of the specimen. The gender and age of specimen at time of death were found not to be confounders in this data set. A linear combination of the 3-msec clip value of maximum resultant spine acceleration and maximum normalized chest deflection from an array of five measurements provided the goodness of fit measure. This linear combination was found to have significantly better injury predictive ability, for thoracic trauma in human subjects under any restraint environment, than other existing injury criteria such as VCmax ( Maximum Viscous Criterion), chest deflection, or chest acceleration alone. For the covering abstract of the conference see IRRD E201429.
{"title":"Development of an Improved Thoracic Injury Criterion","authors":"S. Kuppa, R. Eppinger","doi":"10.4271/983153","DOIUrl":"https://doi.org/10.4271/983153","url":null,"abstract":"In this study, seventy-one frontal impact sled tests were conducted using post-mortem human subjects in the driver's position in an effort to better understand thoracic trauma in frontal impacts. Various contemporary automotive restraint systems were used. The resulting injury from the impact was determined through radiography and detailed autopsy, and its severity was coded according to the Abbreviated Injury Scale (AIS). The measured mechanical responses were analyzed using statistical procedures. In particular, linear logistic regression was used to develop models which associate the measured mechanical parameters to the observed thoracic injury response. Univariate and multivariate models were developed taking into consideration potential confounders and effect modifiers. The risk factors used in the models were normalized concerning the size and weight of the specimen. The gender and age of specimen at time of death were found not to be confounders in this data set. A linear combination of the 3-msec clip value of maximum resultant spine acceleration and maximum normalized chest deflection from an array of five measurements provided the goodness of fit measure. This linear combination was found to have significantly better injury predictive ability, for thoracic trauma in human subjects under any restraint environment, than other existing injury criteria such as VCmax ( Maximum Viscous Criterion), chest deflection, or chest acceleration alone. For the covering abstract of the conference see IRRD E201429.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"155 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-11-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115834020","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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