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Objective: This study investigated the incidence of abdominal injuries in frontal crashes by occupant age and seating position. It determined the risk for abdominal injury (AIS 2+) by organ and injury source. Methods: 1997-2015 NASS-CDS was analyzed to estimate the occurrence of abdominal injuries in non-ejected, belted occupants involved in frontal crashes. Vehicles were included with 1997+ model year (MY). The annual incidence and rate for different types of abdominal injury were estimated with standard errors. The sources for abdominal injury were determined. Results: 77.8% of occupants were drivers, 16.7% were right-front passengers and 5.4% were rear passengers. Rear passengers accounted for 77.1% of 8-11 year old (yo) and 17.2% of 12-17 yo group. The risk for moderate abdominal injury (MAIS 2 + abdo) was 0.30% ± 0.053% in drivers, 0.32% ± 0.086% in right-front passengers and 0.38% ± 0.063% in rear occupants.

Child safety is an important issue. The objective of this study was to analyze field accident data for 0-7 year old children in the 2nd row by vehicle and crash type, irrespective of restraint use. The data was obtained from NASS-CDS for calendar years 1991-2005. Accidents were selected based on 2nd row occupancy in towaway light vehicles with model year 1990 or newer. Side impacts caused 30.9% of serious-to-fatal injury (MAIS 3+F) to 2nd row children followed by frontal impacts (29.8%), rollovers (24.4%) and rear crashes (15.0%). The highest risk for MAIS 3+F was in rollovers (2.8 ± 0.7%) followed by rear (1.4 ± 0.4%), side (1.0 ± 0.2%) and frontal (0.46 ± 0.10%) crashes. The differences are statistically significant (p <0.01). Individual rear and frontal impact cases were also reviewed to better understand injury mechanisms of children in the 2nd row. The cases were obtained from the 1997-2005 NASS-CDS electronic database.

Since more occupants are using rear seats of vehicles, a better understanding of priorities for rear occupant protection is needed as future safety initiatives are considered. A two-part study was conducted on occupant injuries in rear seating positions. In Part I, adult and teenage occupants ≥13 years of age are investigated. In Part II, children aged 4-12 years old and toddlers and infants aged 0-3 are studied separately because of the use of infant and child seats and boosters involve different injury mechanisms and tolerances. The objectives of this study on adult and teenager, rear-seated occupants (≥13 years old) are to: 1) review accident data, 2) identify the distribution of rear occupants, and 3) analyze injury risks in various crash modes, including rollovers, frontal, side and rear impacts. Three databases were investigated: NASS-CDS, GES and FARS.

Child safety continues to be an important issue in automotive safety for many reasons, including reported cases of serious injury from airbag deployments. As a result of extensive public education campaigns, most children are now placed in rear seats of vehicles. Accordingly, a more precise understanding of rear-seat occupant protection is developing as the second and third rows have become the primary seating area for children in SUVs, vans and passenger cars. The objective of this study was to review field crash and injury data from rear seats, identify the distribution of children and infants in rear seats, and analyze injury risks in various crash modes. The database used was the 1991-1999 NASS-CDS. When looking at crash configurations for 1st and 2nd row children, rollover crashes involved the highest incidence of MAIS 3+ injury, followed by frontal and side impacts. Lap-shoulder belt usage was similar for 1st and 2nd row children.

This paper reviews issues relating to seats including design for comfort and restraint, mechanics of discomfort and irritability, older occupants, and low-back pain. It focuses on the interface between seating technology and occupant comfort, and involves a technical review of medical-engineering information. The dramatic increase in the number of features currently available on seats outreaches the technical understanding of occupant accommodation and ride comfort. Thus, the current understanding of seat design parameters may not adequately encompass occupant needs. The review has found many pathways between seating features and riding comfort, each of which requires more specific information on the biomechanics of discomfort by pressure distribution, body support, ride vibration, material breathability, and other factors. These inputs stimulate mechanisms of discomfort that need to be quantified in terms of mechanical requirements for seat design and function.

This paper covers the development of the General Motors Energy Absorbing Steering System beginning with the work of the early crash injury pioneers Hugh DeHaven and Colonel John P. Stapp through developments and introduction of the General Motors energy absorbing steering system in 1966. evaluations of crash performance of the system, and further improvement in protective function of the steering assembly. The contributions of GM Research Laboratories are highlighted, including its safety research program. Safety Car, Invertube, the biomechanic projects at Wayne State University, and the thoracic and abdominal tolerance studies that lead to the development of the Viscous Injury Criterion and self-aligning steering wheel.

Five anesthetized porcine subjects were exposed to blunt thoracic impact using a 21 kg mass with a flat contact surface traveling at 3.0 to 12.2 m/s. The experiments were conducted to assess the appropriateness of studying in vivo mechanical and physiological response to thoracic impact in a porcine animal model. A comprehensive review of comparative anatomy between the pig and man indicates that the cardiovascular, respiratory and thoracic skeletal systems of the pig are anatomically and functionally a good parallel of similar structures in man. Thoracic anthropometry measurements document that the chest of a 50 to 60 kg pig is similar to the 50th percentile adult male human, but is narrower and deeper. Peak applied force and chest deflection are in good agreement between the animal's responses and similar impact severity data on fresh cadavers.