R. Rudd, E. Sieveka, J. Crandall, J. Pellettiere, S. Lynn, J. Keller
This study examined, in an Articulated Total Body frontal crash simulation created with the dummy's right foot placed on the brake pedal, how interaction of the driver's foot with the brake pedal influenced the behavior of the lower extremities in frontal collisions. Braking parameters considered included foot position on the pedal, tensing of the occupant's muscles, and if the brake pedal was rigid or allowed to depress. Two basic foot positions were identified as most likely to induce injury of the lower limb. One represented a foot pivoted about the heel from the gas pedal to the brake pedal and the other replicated a foot lifted from the gas pedal to the brake pedal, resulting in an initial gap between the heel and floor. Both positions resulted in different loads and behavior of the foot, but loads in the tibia were higher than the relaxed occupant due to changes in the foot position and timing of the foot and toepan interaction. In cases where the pedal was allowed to depress, the tibia axial load and bending moment were 10% and 13% higher, respectively, than with a fixed pedal. The foot rotations and foot contact forces were not significantly different in magnitude.
{"title":"LOWER EXTREMITY AND BRAKE PEDAL INTERACTION IN FRONTAL COLLISIONS: COMPUTER SIMULATION","authors":"R. Rudd, E. Sieveka, J. Crandall, J. Pellettiere, S. Lynn, J. Keller","doi":"10.4271/980364","DOIUrl":"https://doi.org/10.4271/980364","url":null,"abstract":"This study examined, in an Articulated Total Body frontal crash simulation created with the dummy's right foot placed on the brake pedal, how interaction of the driver's foot with the brake pedal influenced the behavior of the lower extremities in frontal collisions. Braking parameters considered included foot position on the pedal, tensing of the occupant's muscles, and if the brake pedal was rigid or allowed to depress. Two basic foot positions were identified as most likely to induce injury of the lower limb. One represented a foot pivoted about the heel from the gas pedal to the brake pedal and the other replicated a foot lifted from the gas pedal to the brake pedal, resulting in an initial gap between the heel and floor. Both positions resulted in different loads and behavior of the foot, but loads in the tibia were higher than the relaxed occupant due to changes in the foot position and timing of the foot and toepan interaction. In cases where the pedal was allowed to depress, the tibia axial load and bending moment were 10% and 13% higher, respectively, than with a fixed pedal. The foot rotations and foot contact forces were not significantly different in magnitude.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"56 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131852334","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 paper highlights the potential limitations of numerical procedures and the need to capture the relevant physics in the finite element analysis (FEA) models for head impact studies. This is accomplished through a discussion on stress update objectivity, which assumes particular importance because it affects the accuracy of stress and strain calculations when large displacements associated with rotations, as commonly seen in head impacts, are involved. Inaccurate stress and strain results will also result due to material rotation if the objectivity is not maintained.
{"title":"PHYSICAL REALITY IN FE HEAD MODELS: ROTATION AND STRAIN","authors":"G. Nusholtz, Yibing Shi","doi":"10.4271/980355","DOIUrl":"https://doi.org/10.4271/980355","url":null,"abstract":"This paper highlights the potential limitations of numerical procedures and the need to capture the relevant physics in the finite element analysis (FEA) models for head impact studies. This is accomplished through a discussion on stress update objectivity, which assumes particular importance because it affects the accuracy of stress and strain calculations when large displacements associated with rotations, as commonly seen in head impacts, are involved. Inaccurate stress and strain results will also result due to material rotation if the objectivity is not maintained.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123363918","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}
I. Ojalvo, B. Weber, D. Evensen, T. Szabo, Judd B. Welcher
This study is of a coordinated test and analysis program conducted to determine whether a previously proposed, linear, analytical model could be adapted to simulate low speed impacts for vehicles with various combinations of energy absorbing bumpers. The types of bumper systems impacting one another in the program included, in various combinations, foam, piston, and honeycomb systems. Impact speeds varied between 4.2 and 14.4 km/h (2.6 and 9.0 mph) and a total of 16 tests in 6 different combinations were conducted. The results of this study reveal that vehicle accelerations vary approximately linearly with impact velocity for a wide variety of bumper systems and that a linear mass-spring-damping model may be used to efficiently simulate each vehicle/bumper system for low-speed impacts.
{"title":"LOW SPEED CAR IMPACTS WITH DIFFERENT BUMPER SYSTEMS: CORRELATION OF ANALYTICAL MODEL WITH TESTS","authors":"I. Ojalvo, B. Weber, D. Evensen, T. Szabo, Judd B. Welcher","doi":"10.4271/980365","DOIUrl":"https://doi.org/10.4271/980365","url":null,"abstract":"This study is of a coordinated test and analysis program conducted to determine whether a previously proposed, linear, analytical model could be adapted to simulate low speed impacts for vehicles with various combinations of energy absorbing bumpers. The types of bumper systems impacting one another in the program included, in various combinations, foam, piston, and honeycomb systems. Impact speeds varied between 4.2 and 14.4 km/h (2.6 and 9.0 mph) and a total of 16 tests in 6 different combinations were conducted. The results of this study reveal that vehicle accelerations vary approximately linearly with impact velocity for a wide variety of bumper systems and that a linear mass-spring-damping model may be used to efficiently simulate each vehicle/bumper system for low-speed impacts.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125221001","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. Pellettiere, E. Sieveka, J. Crandall, W. Pilkey, M. Tanahashi, G. Weisenfeld
This paper describes experimental testing performed to provide input data for a new, multi-body computer model of the Hybrid-III lower extremity, with the 30 deg dorsiflexion ankle. The leg was disassembled into its components to mass, geometric, and inertial properties for each segment. Stiffness and damping coefficients were measured for the hip, leg, foot, and ankle. Joint rotational and translational properties were measured for the knee and ankle. To characterize interactions of the foot with the footwell, flexion and compression tests of the foot were conducted. The lower extremity was segmented at the joint and load cell locations, to permit rigid body dynamics codes to compute the forces at these locations for comparison to test data and for calculation of injury criteria.
{"title":"Experimental Testing of the Hybrid III Lower Extremity for Computational Model Development","authors":"J. Pellettiere, E. Sieveka, J. Crandall, W. Pilkey, M. Tanahashi, G. Weisenfeld","doi":"10.4271/980363","DOIUrl":"https://doi.org/10.4271/980363","url":null,"abstract":"This paper describes experimental testing performed to provide input data for a new, multi-body computer model of the Hybrid-III lower extremity, with the 30 deg dorsiflexion ankle. The leg was disassembled into its components to mass, geometric, and inertial properties for each segment. Stiffness and damping coefficients were measured for the hip, leg, foot, and ankle. Joint rotational and translational properties were measured for the knee and ankle. To characterize interactions of the foot with the footwell, flexion and compression tests of the foot were conducted. The lower extremity was segmented at the joint and load cell locations, to permit rigid body dynamics codes to compute the forces at these locations for comparison to test data and for calculation of injury criteria.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"133 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133031524","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}
The European Commission is proposing legislation directed at reducing the severity of injuries sustained by pedestrians in the event of an impact with the front-end of a motor vehicle. One aspect of this proposed legislation is reducing the pedestrian's leg injuries due to contact with the bumper and frontal surfaces of a vehicle, assessed using a 'pedestrian leg impact device' or 'leg-form.' This legislation also presents the challenge of designing a bumper system which achieves the required performance in the leg-form impact, without sacrificing the bumper's primary function of vehicle protection during low-speed impacts. The first step in meeting this challenge, then, is to understand what effects the front-end geometry and stiffness have on the leg-form impact test results. These data will then need to be compared to low-speed impact performance to assess if the 2 requirements are compatible. This paper details an investigation, using concept Finite Element models and a front-end variable geometry vehicle test buck, of the styling and engineering trade-offs for a pedestrian safe bumper system.
{"title":"Determination of Bumper Styling and Engineering Parameters to Reduce Pedestrian Leg Injuries","authors":"P. Schuster, B. Staines","doi":"10.4271/980361","DOIUrl":"https://doi.org/10.4271/980361","url":null,"abstract":"The European Commission is proposing legislation directed at reducing the severity of injuries sustained by pedestrians in the event of an impact with the front-end of a motor vehicle. One aspect of this proposed legislation is reducing the pedestrian's leg injuries due to contact with the bumper and frontal surfaces of a vehicle, assessed using a 'pedestrian leg impact device' or 'leg-form.' This legislation also presents the challenge of designing a bumper system which achieves the required performance in the leg-form impact, without sacrificing the bumper's primary function of vehicle protection during low-speed impacts. The first step in meeting this challenge, then, is to understand what effects the front-end geometry and stiffness have on the leg-form impact test results. These data will then need to be compared to low-speed impact performance to assess if the 2 requirements are compatible. This paper details an investigation, using concept Finite Element models and a front-end variable geometry vehicle test buck, of the styling and engineering trade-offs for a pedestrian safe bumper system.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128213481","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 paper reviews literature related to the debate in the scientific community and among policymaking entities regarding the role of roof crush in the causation of rollover accident injuries. Field studies yield the question of whether the correlation between roof crush and injuries occurs because roof crush causes injuries or because roof crush is associated with accident severity, which is related to injury potential. Malibu rollover tests have been maligned for the level of "potentially injurious impacts" measured in the Hybrid-III (H-III) dummies used in these studies. In addition, it has been asserted that the H-III neck is excessively stiff in compression and that experimental testing with the H-III produces results not representative of human occupant responses. The literature reveals that the H-III and cadavers have similar neck stiffnesses in some loading modes when subjected to the same boundary conditions. The time history of neck forces developed in a drop test using an H-III dummy was compared to the time history of neck forces found in recently published cadaver drop tests and found to be similar. A published computational model proposing a causal relationship between roof stiffness and injury was found to be inaccurate and non-representative of human occupant kinematics. Research to date has found that roof crush is not causally related to injuries in typical rollover accidents.
{"title":"INJURY CAUSATION IN ROLLOVER ACCIDENTS AND THE BIOFIDELITY OF HYBRID III DATA IN ROLLOVER TESTS","authors":"R. Piziali, R. Hopper, D. S. Girvan, R. Merala","doi":"10.4271/980362","DOIUrl":"https://doi.org/10.4271/980362","url":null,"abstract":"This paper reviews literature related to the debate in the scientific community and among policymaking entities regarding the role of roof crush in the causation of rollover accident injuries. Field studies yield the question of whether the correlation between roof crush and injuries occurs because roof crush causes injuries or because roof crush is associated with accident severity, which is related to injury potential. Malibu rollover tests have been maligned for the level of \"potentially injurious impacts\" measured in the Hybrid-III (H-III) dummies used in these studies. In addition, it has been asserted that the H-III neck is excessively stiff in compression and that experimental testing with the H-III produces results not representative of human occupant responses. The literature reveals that the H-III and cadavers have similar neck stiffnesses in some loading modes when subjected to the same boundary conditions. The time history of neck forces developed in a drop test using an H-III dummy was compared to the time history of neck forces found in recently published cadaver drop tests and found to be similar. A published computational model proposing a causal relationship between roof stiffness and injury was found to be inaccurate and non-representative of human occupant kinematics. Research to date has found that roof crush is not causally related to injuries in typical rollover accidents.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121032697","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}
A series of 8 sled tests was conducted using Hybrid III dummies and cadavers in order to examine the influence of foot placement on the brake pedal in frontal collisions. The brake pedal in the sled runs was fixed in a fully depressed position and occupants' muscles were not tensed. The cadaver limbs and the Hybrid III lower extremities with 45 deg ankle and soft joint-stop were extensively instrumented to determine response during the crash event. Brake pedal reaction forces were measured using a 6-axis load cell and high speed film was used for kinematic analysis of the crashes. Four right foot positions were identified from previous simulation studies as those orientations most likely to induce injury. In each test, the left foot was positioned on a simulated footrest, acting as a control variable that produced repeatable results in all dummy tests. Each of the different right foot orientations resulted in different loads and motions of the right leg and foot. None of the cadavers sustained lower limb injuries in any of the tests, and the dummy tests did not produce axial force or tibia index values above proposed injury thresholds. Although no lower limb injuries were observed, the brake pedal did influence foot behavior and it could increase the risk of injury if passenger bracing, intrusion, and other parameters were included in the testing.
{"title":"Lower Extremity and Brake Pedal Interaction in Frontal Collisions: Sled Tests","authors":"R. Rudd, J. Crandall, C. Bass, S. Lynn, J. Keller","doi":"10.4271/980359","DOIUrl":"https://doi.org/10.4271/980359","url":null,"abstract":"A series of 8 sled tests was conducted using Hybrid III dummies and cadavers in order to examine the influence of foot placement on the brake pedal in frontal collisions. The brake pedal in the sled runs was fixed in a fully depressed position and occupants' muscles were not tensed. The cadaver limbs and the Hybrid III lower extremities with 45 deg ankle and soft joint-stop were extensively instrumented to determine response during the crash event. Brake pedal reaction forces were measured using a 6-axis load cell and high speed film was used for kinematic analysis of the crashes. Four right foot positions were identified from previous simulation studies as those orientations most likely to induce injury. In each test, the left foot was positioned on a simulated footrest, acting as a control variable that produced repeatable results in all dummy tests. Each of the different right foot orientations resulted in different loads and motions of the right leg and foot. None of the cadavers sustained lower limb injuries in any of the tests, and the dummy tests did not produce axial force or tibia index values above proposed injury thresholds. Although no lower limb injuries were observed, the brake pedal did influence foot behavior and it could increase the risk of injury if passenger bracing, intrusion, and other parameters were included in the testing.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"79 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1998-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133481589","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 rollover accidents, seatbelted occupants sustain a lower fatality rate compared to unbelted occupants, primarily due to lower risk of ejection. However, seat belts do not typically prevent head contact with the vehicle interior during a rollover, due to occupant torso and head excursion. This chapter on head excursion of occupants is from a comprehensive text on occupant and vehicle responses in rollovers. In this chapter, the authors report on a total of 80 excursion tests: 51 tests with a Hybrid III 50th percentile male anthropomorphic test devices (ATD); 18 tests with a cadaver; and 11 tests with two male volunteers. Results indicate that vertical head excursion was minimized with a steep lap belt angle and short webbing length, in tests using a two-point lap belt. Tests using a three-point lap and torso restraint showed that the torso belt reduced vertical head excursion primarily by restricting forward torso rotation. The authors also note that the ATD had less vertical excursion than either the volunteers or the cadavers; while the ATD is a useful tool in testing the effectiveness of restraint systems, it may not fully simulate vertical and lateral head excursion of humans in rollover conditions.
{"title":"HEAD EXCURSION OF SEAT BELTED CADAVER, VOLUNTEERS AND HYBRID III ATD IN A DYNAMIC/STATIC ROLLOVER FIXTURE. IN: OCCUPANT AND VEHICLE RESPONSES IN ROLLOVERS","authors":"Eddie Cooper, J. Croteau, C. Parenteau, A. Toglia","doi":"10.4271/973347","DOIUrl":"https://doi.org/10.4271/973347","url":null,"abstract":"In rollover accidents, seatbelted occupants sustain a lower fatality rate compared to unbelted occupants, primarily due to lower risk of ejection. However, seat belts do not typically prevent head contact with the vehicle interior during a rollover, due to occupant torso and head excursion. This chapter on head excursion of occupants is from a comprehensive text on occupant and vehicle responses in rollovers. In this chapter, the authors report on a total of 80 excursion tests: 51 tests with a Hybrid III 50th percentile male anthropomorphic test devices (ATD); 18 tests with a cadaver; and 11 tests with two male volunteers. Results indicate that vertical head excursion was minimized with a steep lap belt angle and short webbing length, in tests using a two-point lap belt. Tests using a three-point lap and torso restraint showed that the torso belt reduced vertical head excursion primarily by restricting forward torso rotation. The authors also note that the ATD had less vertical excursion than either the volunteers or the cadavers; while the ATD is a useful tool in testing the effectiveness of restraint systems, it may not fully simulate vertical and lateral head excursion of humans in rollover conditions.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"35 2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1997-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125997421","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 paper defines the concept of adaptability of the restraint system, the adaptability of its protection performance to various different possible initial parameters such as type and severity of accident, and the occupancy/car interior model with simulation for individual crash occupancy combinations in a frontal crash. N adaptive or intelligent restraint system (RS) must fulfill the following prerequisites: crash sizes and biomechanical sizes must be able to be reliability measures by sensors and immune in interference; and the RS must be able to differ its performance output in the subsystems safety belt or airbag system.
{"title":"ADAPTIVE AIRBAG-BELT RESTRAINTS - AN ANALYSIS OF BIOMECHANICAL BENEFITS. IN: SEAT BELTS: THE DEVELOPMENT OF AN ESSENTIAL SAFETY FEATURE","authors":"Heinz-Dieter Adomeit, O. Wils, A. Heym","doi":"10.4271/970776","DOIUrl":"https://doi.org/10.4271/970776","url":null,"abstract":"This paper defines the concept of adaptability of the restraint system, the adaptability of its protection performance to various different possible initial parameters such as type and severity of accident, and the occupancy/car interior model with simulation for individual crash occupancy combinations in a frontal crash. N adaptive or intelligent restraint system (RS) must fulfill the following prerequisites: crash sizes and biomechanical sizes must be able to be reliability measures by sensors and immune in interference; and the RS must be able to differ its performance output in the subsystems safety belt or airbag system.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1997-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115912437","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}
The development and validation of a computer-based version of the Belt Fit Test Device (BTD) is presented in this paper with a view towards exploring the potential of the technology to improve belt fit for the general population. The BTD is used for measurement and assessment of static seat belt geometry of automobile seat belts. The main purpose of this project was to develop a computer-based version of the BTD to gain the following advantages: simplification of restraint testing; extension of the BTD criteria for a wider range of occupants; and provision for reverse engineering during the design stage to ensure compliance with criteria for safety and comfort.
{"title":"DEVELOPMENT OF AN ELECTRONIC BELT FIT TEST DEVICE. IN: SEAT BELTS: THE DEVELOPMENT OF AN ESSENTIAL SAFETY FEATURE","authors":"Y. I. Noy, Battista, R. Carrier","doi":"10.4271/971137","DOIUrl":"https://doi.org/10.4271/971137","url":null,"abstract":"The development and validation of a computer-based version of the Belt Fit Test Device (BTD) is presented in this paper with a view towards exploring the potential of the technology to improve belt fit for the general population. The BTD is used for measurement and assessment of static seat belt geometry of automobile seat belts. The main purpose of this project was to develop a computer-based version of the BTD to gain the following advantages: simplification of restraint testing; extension of the BTD criteria for a wider range of occupants; and provision for reverse engineering during the design stage to ensure compliance with criteria for safety and comfort.","PeriodicalId":291036,"journal":{"name":"Publication of: Society of Automotive Engineers","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1997-02-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126554019","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：