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In this paper are analysed the results of ten accident reconstructions of 5 frontal actual car traffic accidents. These accidents involved 9 restrained occupants, and were reconstructed first with 50th percentile dummies and then with human cadavers. The results of these reconstructions are analysed in order to compare the injuries sustained in real accident first, with the injury criteria values recorded on dummies, and second with injuries and injury criteria values found on cadavers. The results show that an AIS 3 head injury in actual accident could correspond to a low value of HIC recorded on dummy, that there is a large scatter in chest injury criteria related to chest injuries, and that if we need a protection for almost all occupants in frontal impact, we have to choose chest injury criteria value lower than the proposed one.

The paper presents a comparison of kinematic responses between the MVMA-2D and the MAC-DAN pedestrian models and pedestrian cadaver kinematics observed in staged car/pedestrian impact tests. The paper also discusses the injuries experienced in the cadaver tests. Seven cadaver specimens in the standing posture were impacted at 25 mph by two different cars: one having a steel bumper and the other having a plastic bumper. The MVMA-2D and MAC-DAN mathematical pedestrian models were employed to simulate pedestrian impacts at 25 mph by a vehicle with a stylized geometry that is similar to the vehicles used in cadaver tests. Comparison of the simulations and the cadaver tests show that both models require further refinement to be able to more accurately simulate the kinematics of the lower legs during impacts with the vehicle bumper.

This paper is based on the results of 50 pedestrian cadaver tests in which the lower limbs injuries were carefully analyzed. The leg injury distribution, the consequences of these injuries will be evaluated through the analysis of equivalent injuries sustained by pedestrian in traffic accidents. These injuries are of several types and involve all biological tissues of lower limbs. We propose a classification of these injuries according to their kind, their location, their number and their association. This classification allows us to point out that present scales are not enough detailed and are not suitable for the reality of these injuries. On this basis we propose intermediate stages in order to refine the present AIS and MAIS scales.

The WorldSID project is a global effort to design a new generation side impact crash test dummy under the direction of the International Organization for Standardization (ISO). The first WorldSID crash dummy will represent a world-harmonized mid-size adult male. This paper discusses the research and rationale undertaken to define the anthropometry of a world standard midsize male in the typical automotive seated posture. Various anthropometry databases are compared region by region and in terms of the key dimensions needed for crash dummy design. The Anthropometry for Motor Vehicle Occupants (AMVO) dataset, as established by the University of Michigan Transportation Research Institute (UMTRI), is selected as the basis for the WorldSID mid-size male, updated to include revisions to the pelvis bone location. The proposed mass of the dummy is 77.3kg with full arms. The rationale for the selected mass is discussed. The joint location and surface landmark database is appended to this paper.

Faced with the importance of road accidents involving pedestrians struck by passenger cars (18 % of those killed in road accidents in France), an experimental programme of vehicle/pedestrian impact analysis has been since 1979 developed. The programme is an example of teamwork between doctors and engineers. The theme of this paper is to compare the influence of different vehicles used upon the consequences of impact, at a speed of 32 km/h and on the basis of tests with cadavers. The results of this research show that there is a great similarity between the vehicles used. In spite of the differences of mass, of profile, of bonnet length, and of the position and the shape of the front bumper, the variations in terms of injury consequences, as well as the impact kinematics, are difficult to weigh up.