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Technical Paper

Occupant Kinematics in Simulated Autonomous Driving Vehicle Collisions: Influence of Seating Position, Direction and Angle

2017-11-13
2017-22-0005
This two-part study analyzed occupant kinematics in simulated collisions of future automated driving vehicles in terms of seating configuration. In part one, a frontal collision was simulated with four occupants with the front seats reversed. The left front seat occupant was unbelted while the others were belted. In part two of the study, occupant restraint was examined in various seating configurations using a single seat model with a three-point seatbelt. The seat direction with respect to impact was considered as forward, rearward, and lateral facing in 45 degree increments. The effect of seat recline was also studied in the forward-facing and rear-facing cases by assuming three positions: driving position, resting position and relaxed position. Occupants were represented by human body finite element models.
Journal Article

Analysis of Driver Kinematics and Lower Thoracic Spine Injury in World Endurance Championship Race Cars during Frontal Impacts

2017-03-28
2017-01-1432
This study used finite element (FE) simulations to analyze the injury mechanisms of driver spine fracture during frontal crashes in the World Endurance Championship (WEC) series and possible countermeasures are suggested to help reduce spine fracture risk. This FE model incorporated the Total Human Model for Safety (THUMS) scaled to a driver, a model of the detailed racecar cockpit and a model of the seat/restraint systems. A frontal impact deceleration pulse was applied to the cockpit model. In the simulation, the driver chest moved forward under the shoulder belt and the pelvis was restrained by the crotch belt and the leg hump. The simulation predicted spine fracture at T11 and T12. It was found that a combination of axial compression force and bending moment at the spine caused the fractures. The axial compression force and bending moment were generated by the shoulder belt down force as the driver’s chest moved forward.
Journal Article

Influence of Pre-impact Pedestrian Posture on Lower Extremity Kinematics in Vehicle Collisions

2016-04-05
2016-01-1507
Lower extremities are the most frequently injured body regions in vehicle-to-pedestrian collisions and such injuries usually lead to long-term loss of health or permanent disability. However, influence of pre-impact posture on the resultant impact response has not been understood well. This study aims to investigate the effects of preimpact pedestrian posture on the loading and the kinematics of the lower extremity when struck laterally by vehicle. THUMS pedestrian model was modified to consider both standing and mid-stance walking postures. Impact simulations were conducted under three severities, including 25, 33 and 40 kph impact for both postures. Global kinematics of pedestrian was studied. Rotation of the knee joint about the three axes was calculated and pelvic translational and rotational motions were analyzed.
Technical Paper

Research of the Relationship of Pedestrian Injury to Collision Speed, Car-type, Impact Location and Pedestrian Sizes using Human FE model (THUMS Version 4)

2012-10-29
2012-22-0007
Injuries in car to pedestrian collisions are affected by various factors such as the vehicle body type, pedestrian body size and impact location as well as the collision speed. This study aimed to investigate the influence of such factors taking a Finite Element (FE) approach. A total of 72 collision cases were simulated using three different vehicle FE models (Sedan, SUV, Mini-Van), three different pedestrian FE models (AM50, AF05, AM95), assuming two different impact locations (center and the corner of the bumper) and at four different collision speeds (20, 30, 40 and 50 km/h). The impact kinematics and the responses of the pedestrian model were validated against those in the literature prior to the simulations. The relationship between the collision speed and the predicted occurrence of head and chest injuries was examined for each case, analyzing the impact kinematics of the pedestrian against the vehicle body and resultant loading to the head and the chest.
Technical Paper

A Study of Driver Injury Mechanism in High Speed Lateral Impacts of Stock Car Auto Racing Using a Human Body FE Model

2011-04-12
2011-01-1104
This paper analyzed the mechanisms of injury in high speed, right-lateral impacts of stock car auto racing, and interaction of the occupant and the seat system for the purpose of reducing the risk of injury, primarily rib fractures. Many safety improvements have been made to stock car racing recently, including the Head and Neck Support devices (HANS®), the 6-point restraint harnesses, and the implementation of the SAFER Barrier. These improvements have contributed greatly to mitigating injury during the race crash event. However, there is still potential to improve the seat structure and the understanding of the interaction between the driver and the seat in the continuation of making racing safety improvements. This is particularly true in the case of right-lateral impacts where the primary interaction is between the seat supports and the driver and where the chest is the primary region of injury.
Technical Paper

Occupant Kinematics and Estimated Effectiveness of Side Airbags in Pole Side Impacts Using a Human FE Model with Internal Organs

2008-11-03
2008-22-0015
When a car collides against a pole-like obstacle, the deformation pattern of the vehicle body-side tends to extend to its upper region. A possible consequence is an increase of loading to the occupant thorax. Many studies have been conducted to understand human thoracic responses to lateral loading, and injury criteria have been developed based on the results. However, injury mechanisms, especially those of internal organs, are not well understood. A human body FE model was used in this study to simulate occupant kinematics in a pole side impact. Internal organ parts were introduced into the torso model, including their geometric features, material properties and connections with other tissues. The mechanical responses of the model were validated against PMHS data in the literature. Although injury criterion for each organ has not been established, pressure level and its changes can be estimated from the organ models.
Technical Paper

A Study of Cervical Spine Kinematics and Joint Capsule Strain in Rear Impacts using a Human FE Model

2006-11-06
2006-22-0020
Many efforts have been made to understand the mechanism of whiplash injury. Recently, the cervical facet joint capsules have been focused on as a potential site of injury. An experimental approach has been taken to analyze the vertebral motion and to estimate joint capsule stretch that was thought to be a potential cause of pain. The purpose of this study is to analyze the kinematics of the cervical facet joint using a human FE model in order to better understand the injury mechanism. The Total Human Model for Safety (THUMS) was used to visually analyze the local and global kinematics of the spine. Soft tissues in the neck were newly modeled and introduced into THUMS for estimating the loading level in rear impacts. The model was first validated against human test data in the literature by comparing vertebrae motion as well as head and neck responses. Joint capsule strain was estimated from a maximum principal strain output from the elements representing the capsule tissues.
Technical Paper

A Study of Knee Joint Kinematics and Mechanics using a Human FE Model

2005-11-09
2005-22-0006
Posterior translation of the tibia with respect to the femur can stretch the posterior cruciate ligament (PCL). Fifteen millimeters of relative displacement between the femur and tibia is known as the Injury Assessment Reference Value (IARV) for the PCL injury. Since the anterior protuberance of the tibial plateau can be the first site of contact when the knee is flexed, the knee bolster is generally designed with an inclined surface so as not to directly load the projection in frontal crashes. It should be noted, however, that the initial flexion angle of the occupant knee can vary among individuals and the knee flexion angle can change due to the occupant motion. The behavior of the tibial protuberance related to the knee flexion angle has not been described yet. The instantaneous angle of the knee joint at the timing of restraining the knee should be known to manage the geometry and functions of knee restraint devices.
Technical Paper

Evaluation and Research of Vehicle Body Stiffness and Strength for Car to Car Compatibility

2003-03-03
2003-01-0908
In a CTC (car to car) crash, interaction between two vehicles is quite important. Interaction is primarily described by the contact area between two vehicles but interaction force (impact force) is also important for the entire crash phenomenon. In a frontal crash, impact force is resisted by the body structures, engine block, and tires. The resultant share of energy absorption, as well as the magnitude of body deformation, is greatly affected by the force profile. It is desired, therefore, to evaluate those factors of vehicle bodies in order to achieve CTC compatibility. There are some technical obstacles, however, in measuring those factors in testing. Impact force, for instance, cannot be measured directly in a CTC crash test unless load cells are installed in body frames. It is also difficult to analyze body deformation in a CTC crash test because both vehicles are moving.
Technical Paper

Evaluation of Vehicle Body Stiffness and Strength for Car to Car Compatibility

2001-10-16
2001-01-3098
When considering a CTC (car to car) frontal crash between a small light car and a large heavy car, it is necessary to evaluate the stiffness and strength of each vehicle body. As interactive force at the contact surface cannot be measured directly in a car to car crash test, a simplified practical method has been developed to estimate the interactive force based on the vehicle deceleration. The adequacy and consistency of the proposed method was verified by using the principle of conservation of energy. The calculated force-deformation curves revealed that the interactive force reached the maximum designed strength of the small light car based on the ODB (Offset Deformable Barrier) test for crash protection, while the force level was far below the corresponding design limit of the large heavy car. It was observed that the relatively lower stiffness of the small light car resulted in absorbing a larger share of the total input energy of the system when crashed into the large heavy car.
Technical Paper

Development and Evaluation of a Human Lower Extremity Model

2001-06-04
2001-06-0049
A finite element model of the human lower extremity has been developed in this study to simulate lower extremity behavior in frontal car crashes. Precise geometry of the human lower extremity and material properties of the hard and soft tissues were introduced to the model. The performance of the model was evaluated by comparing with dynamic loading test data using post mortem human subjects (PMHS). The comparison proved its ability to estimate dynamic responses of the human lower extremity. A study was conducted using the model to investigate possible factors of loading to the ankle and tibia. Force and moment were calculated with different time history profiles of footwell intrusion and pelvis motion. The results suggested that timing of maximum intrusion was important as well as its magnitude. It was also found that loading to the tibia could be affected not only by intrusion but also by pelvis motion.
Technical Paper

Finite Element Simulation of Ankle/Foot Injury in Frontal Crashes

2000-03-06
2000-01-0156
Finite element models of human body segments have been developed in recent years. Numerical simulation could be helpful when understanding injury mechanisms and to make injury assessments. In the lower leg injury research in NISSAN, a finite element model of the human ankle/foot is under development. The mesh for the bony part was taken from the original model developed by Beaugonin et al., but was revised by adding soft tissue to reproduce realistic responses. Damping effect in a high speed contact was taken into account by modeling skin and fat in the sole of the foot. The plantar aponeurosis tendon was modeled by nonlinear bar elements connecting the phalanges to the calcaneus. The rigid body connection, which was defined at the toe in the original model for simplicity, was removed and the transverse ligaments were added instead in order to bind the metatarsals and the phalanges. These tendons and ligaments were expected to reproduce a realistic response in compression.
Technical Paper

A Severe Ankle and Foot Injury in Frontal Crashes and Its Mechanism

1998-11-02
983145
In a frontal automotive crash, the driver's foot is usually stepping on the brake pedal as an instinctive response to avoid a collision. The tensile force generated in the Achilles tendon produces a compressive preload on the tibia. If there is intrusion of the toe board after the crash, an additional external force is applied to the driver's foot. A series of dynamic impact tests using human cadaveric specimens was conducted to investigate the combined effect of muscle preloading and external force. A constant tendon force was applied to the calcaneus while an external impact force was applied to the forefoot by a rigid pendulum. Preloading the tibia significantly increased the tibial axial force and the combination of these forces resulted in five tibial pylon fractures out of sixteen specimens.
Technical Paper

Development of a Collapse Mode Control Method for Side Members in Vehicle Collisions

1991-02-01
910809
Side members are provided with beads that promote more effective absorption of crash energy in vehicle frontal collisions. In this work, finite element analysis was used to investigate a method of calculating the most effective beading position. First, it was found that an inelastic buckling mode as a numerical imperfection makes it possible to analyze the collapse behavior of beaded members. Second, a new method was developed for calculating the most effective beading position along the buckling mode of side members. When a side member is provided with beads according to this method, it collapses axially, enabling it to absorb crash energy more efficiently. It was also found that the buckling mode used as a numerical imperfection for determining the placement of beads should be calculated at the peak point of the load curve.
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