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Therefore, there are two objectives of this study. First, to clarify the differences between the injury-related responses of full-scale pedestrian dummy and results of sub-system tests obtained under impact conditions simulating car-to-pedestrian accidents. ...This dummy was selected as it has been reported in the literature that it well represents motion of postmortem human subjects in lateral impacts.

In this research, first we studied the recent side impact accident data in Japan and verified that the head and chest continued to be the most frequently injured body regions in fatal accidents.

Therefore, this study aims to ascertain whether these sensor systems can successfully detect humans. First, we conducted experiments using four vehicles equipped with ultrasonic sensor systems for vehicle-forward moving-off maneuvers and investigated the detection distances between the vehicles and a pipe (1 m long and having a diameter of 75 mm), child, adult female, or adult male.

It is also found that currently available helmets are designed for protection of a cyclist's head in the first impact only.

Therefore, the first objective of the present study is to determine the injury tolerance and to describe the injury mechanisms of the human pelvis in lateral impacts simulating car-pedestrian accidents.

The first purpose of this study is to clarify the relation between the car impact velocity and pedestrian injury severity or mortality risk.

The effect of reducing impact velocity on the pedestrian injury risk has also not been determined. The first objective of this study is to evaluate the performance of the CDMBS in detecting pedestrians when it is installed in production cars.

We investigated the estimated time to collision (TTC), calculated from the distance on the vehicle traveling trajectory from the vehicle to the pedestrian crossing line and the vehicle speed at the moment when the drivers first gazed at the pedestrian dummies. The average TTC of the right pedestrian dummy in R-P for the sedan (3.5 s) was significantly shorter than that for the light-duty truck (4.0 s).

The goal of the present study was to develop a new legform impactor that accurately represents both the impact force (i.e., force between the leg and impacting mass)and leg kinematics in lateral impacts simulating car-pedestrian accidents. In its development we utilized the knee joint of the pedestrian dummy called Polar-2 (HONDA R&D) in which the cruciate and collateral ligaments are represented by means of springs and cables, the geometry of the femoral condyles is simplified using ellipsoidal surfaces, and the tibial meniscus is represented by an elastomeric pad. The impactor was evaluated by comparing its responses with published experimental results obtained using postmortem human subjects (PMHS). The evaluation was done under two conditions: 1)impact point near the ankle area (bending tests),and 2)impact point 84 mm below the knee joint center (shearing tests). Two impact speeds were used: 5.56 m/s and 11.11 m/s.

This study aims to clarify the relation between axonal deformation and the onset of axonal injury. Firstly, to examine the influence of strain rate on the threshold for axonal injury, cultured neurons were subjected to 12 types of stretching (strains were 0.10, 0.15, and 0.20 and strain rates were 10, 30, 50, and 70 s-1). The formation of axonal swellings and bulbs increased significantly at strain rates of 50 and 30 s-1 with strains of 0.15 and 0.20, respectively, even though those formations did not depend on strain rates in cultures exposed to a strain of 0.10. Then, to examine the influence of the strain along an axon on axonal injury, swellings were measured at every axonal angle in the stretching direction. The axons that were parallel to stretching direction were injured the most. Finally, we proposed an experimental model that subjected an axon to more accurate strain.