Search Results

Motorized shoulder belt tensioning is a new automotive seatbelt technology which has shown promise to reduce automotive crash injuries. The current study was conducted to determine if the Hybrid III family of dummies is an appropriate biofidelic surrogate for studying motorized shoulder belt tensioning. The objective was to measure torso retraction time, torso position, torso velocity, internal resistive moment, changes in torso curvature and the center of rotation of torso extension during seatbelt tensioning for the Hybrid III family. A previous study developed a protocol and test fixture to measure the biomechanics of volunteers subject to quasi-static loading by a motorized shoulder belt tensioner. A fixture supported the occupant leaning forward and applied shoulder belt tension. Kinematics were quantified by analyzing the motion of reflective markers on the dummy using an eight camera digital video system. A three axis load cell measured internal resistance to extension.

Objective: A friction rollover test was conducted as part of a rollover sensing project. This study evaluates vehicle and occupant responses in the test. Methods: A flat dolly carried a Saab 9-3 sedan laterally, passenger-side leading to a release point at 42 km/h (26 mph) onto a high-friction surface. The vehicle was equipped with roll, pitch and yaw gyros near the center of gravity. Accelerometers were placed at the vehicle center tunnel, A-pillar near the roof, B-pillar near the sill, suspension sub-frame and wheels. Five off-board and two on-board cameras recorded kinematics. Hybrid III dummies were instrumented for head and chest acceleration and upper neck force and moment. Belt loads were measured. Results: The vehicle release caused the tires and then wheel rims to skid on the high-friction surface. The trip involved roll angular velocities >300 deg/s at 0.5 s and a far-side impact on the driver’s side roof at 0.94 s. The driver was inverted in the far-side, ground impact.

A study of air bag deployments has indicated that some occupant injury was “unexpected” and might have been related to loading by the inflating bag. Laboratory studies have found “high” loads on surrogates when they are out of a normal seating position and in the path and against an inflating air bag (out-of-position). The current study evaluated laboratory methods for assessing the significance of deployment loads and the interaction mechanics for the situation of an occupant located near or against a steering wheel mounted air bag. Analysis of the field relevance of the results must consider not only factors relating to the assessment of injury risk, but also exposure frequency. The highest responses for the head, neck, or torso were with that body region aligned with and against the air bag module. The risk of severe injury was low for the head and neck, but high when the torso was against and fully covering the air bag module.

Objective: This study analyzes rear sled tests with a 95th% male and 5th% female Hybrid III dummy in various seating positions on ABTS (All Belt to Seat) seats in severe rear impact tests. Dummy interactions with the deforming seatback and upper body extension around the seat frame are considered. Methods: The 1st series involved an open sled fixture with a Sebring ABTS seat at 30 mph rear delta V. A 95th% Hybrid III dummy was placed in four different seating positions: 1) normal, 2) leaning inboard, 3) leaning forward and inboard, and 4) leaning forward and outboard. The 2nd series used a 5th% female Hybrid III dummy in a Grand Voyager body buck at 25 mph rear delta V. The dummy was leaned forward and inboard on a LeSabre ABTS or Voyager seat. The 3rd series used a 5th% female Hybrid III dummy in an Explorer body buck at 26 mph rear delta V. The dummy was leaned forward and inboard on a Sebring ABTS or Explorer seat.

This paper provides an overview of rollover crash safety, including field crash statistics, pre- and rollover dynamics, test procedures and dummy responses as well as a bibliography of pertinent literature. Based on the 2001 Traffic Safety Facts published by NHTSA, rollovers account for 10.5% of the first harmful events in fatal crashes; but, 19.5% of vehicles in fatal crashes had a rollover in the impact sequence. Based on an analysis of the 1993-2001 NASS for non-ejected occupants, 10.5% of occupants are exposed to rollovers, but these occupants experience a high proportion of AIS 3-6 injury (16.1% for belted and 23.9% for unbelted occupants). The head and thorax are the most seriously injured body regions in rollovers. This paper also describes a research program aimed at defining rollover sensing requirements to activate belt pretensioners, roof-rail airbags and convertible pop-up rollbars.

In this study, U.S. accident data was analyzed to determine interior contacts and injuries for front-seated occupants in rollovers. The injury distribution for belted and unbelted, non-ejected drivers and right front passengers (RFP) was assessed for single-event accidents where the leading side of the vehicle rollover was either on the driver or passenger door. Drivers in a roll-left and RFP in roll-right rollovers were defined as near-side occupants, while drivers in roll-right and RFP in roll-left rollovers were defined as far-side occupants. Serious injuries (AIS 3+) were most common to the head and thorax for both the near and far-side occupants. However, serious spinal injuries were more frequent for the far-side occupants, where the source was most often coded as roof, windshield and interior.

Airbags and safety belts are now viewed as complements for occupant protection in a crash. There is also a view that no single solution exists to ensure safety and that a system of protective technologies is needed to maximize safety in the wide variety of real automotive crashes. This paper compares the fatality prevention effectiveness, and biomechanical principles of occupant restraint systems. It focuses on the effectiveness of various systems in preventing fatal injury assuming the restraint is available and used. While lap-shoulder belts provide the greatest safety, airbags protect both belted and unbelted occupants.

Objective: This study analyzed available rear impact sled tests with Starcraft-type seats that use a diagonal belt behind the seatback. The study focused on neck responses for out-of-position (OOP) and in-position seated dummies. Methods: Thirteen rear sled tests were identified with out-of-position and in-position 5 th , 50 th and 95 th Hybrid III dummies in up to 47.6 mph rear delta Vs involving Starcraft-type seats. The tests were conducted at Ford, Exponent and CSE. Seven KARCO rear sled tests were found with in-position 5 th and 50 th Hybrid III dummies in 21.1-29.5 mph rear delta Vs involving Starcraft-type seats. In all of the in-position and one of the out-of-position series, comparable tests were run with production seats. Biomechanical responses of the dummies and test videos were analyzed.

Purpose: This study presents cases of fracture-dislocation of the thoracic spine in extension during severe rear impacts. The mechanism of injury was investigated. Methods: Four crashes were investigated where a lap-shoulder-belted, front-seat occupant experienced fracture-dislocation of the thoracic spine and paraplegia in a severe rear impact. Police, investigator and medical records were reviewed, the vehicle was inspected and the seat detrimmed. Vehicle dynamics, occupant kinematics and injury mechanisms were determined in this case study. Results: Each case involved a lap-shoulder-belted occupant in a high retention seat with ≻1,700 Nm moment or ≻5.5 kN strength for rearward loading. The crashes were offset rear impacts with 40-56 km/h delta V involving under-ride or override by the impacting vehicle and yaw of the struck vehicle. In each case, the occupant's pelvis was restrained on the seat by the open perimeter frame of the seatback and lap belt.

This sled test series involved occupant loading of the seat in rear crashes of 4.3-8.3 m/s (9.6-18.5 mph). The tests were conducted in the early 1980s and involved an unbelted or lap-shoulder belted Part 572 dummy in rear and oblique rear impacts. The research is reported today to provide comparative data for the record and serves as a control benchmark for more current technologies and safety research methodologies on seat performance in rear crashes. Safety belts improved occupant retention on the seat primarily by the lap belt reducing the upward and rearward movement of the pelvis. Tests were also conducted on the mechanisms for energy absorption by seatback deflection.

For several decades, there has been a debate on the safety merits of yielding and rigidized (stiff) seats. In 1995, GM adopted requirements for high retention seats and introduced a new generation of yielding seatbacks. These seats have the same stiffness as the yielding seats of the 1980s and early 1990s, but have a strong frame structure and recliners to substantially limit seatback rotation in severe rear crashes. The yielding behavior is given by compliance of the seat suspension across the side structures and an open perimeter frame, which allows the occupant to penetrate into the seatback. The purpose of this study is to compare the energy transfer characteristics and occupant dynamics of yielding and stiff seats in 35 km/h and 16 km/h rear crashes. Based on benchmarking tests, the stiff seatback is defined as one having a 40 kN/m stiffness in rearward loading by a Hybrid dummy.

Fatal crash circumstances for 48 belted female drivers were studied in-depth and compared to those of 83 belted male drivers in a similar population of vehicles. Women had a higher incidence of crashes on slippery roads, during lane changes and passing maneuvers than men who had a higher rate of aggressive driving and speed related crashes (χ2 = 10.47, p < 0.001). Driver-side damage was significantly more frequent in female than male crashes (χ2 = 5.74, p < 0.025) and women had a higher fraction of side impacts (45.9% v 31.4%) and crashes during daylight (87.0% v 72.3%, χ2 = 3.65, p < 0.05) than men. Women also had a higher fraction of potentially avoidable crashes than men (57.5% v 39.0%) and a lower involvement related to aggressive driving (10.6% v 25.6%). These differences were statistically significant (χ2 = 5.41, p < 0.025).

Belt interaction with the dummy's chest or pelvis was investigated during simulated frontal decelerations to develop a better understanding of the mechanics of belt restraint. Hyge sled tests were conducted at acceleration levels of 6-16 g's with a Part 572 dummy forward facing on an automotive bucket seat. Dynamics were compared in similar tests where the dummy was restrained by a conventional shoulder belt or belt segments attached to a modified sternum - a steel sternum with extensions for fixed belt attachments. Tests were also conducted with a conventional lap belt or belt segments fixed to an extension of the H point. Deformation characteristics of the standard and modified thorax were determined for a lateral and superior point load or a belt yoke compression of the sternum. The pelvic structure was also compressed by a lap belt. Our evaluation of test dummy dynamics indicates the following sequence of events with a conventional shoulder belt: 1.)

The effect of muscular response on occupant dynamics was studied in human volunteers exposed to low level impact acceleration. The study includes identification of muscular response, correlation of electromyographic activity with reaction force, and investigation of the effects of muscular restraint during impact. Human volunteers were subjected to −Gx impact acceleration in a simulated automobile environment while EMG activity of various lower extremity muscles was monitored. The seat and floor pan were supported on load cells which measured all restraining forces. Nine–accelerometer modules and high-speed photography were used to measure kinematics. Identical runs were made with an embalmed cadaver and dummy for comparison. Static EMG and force traces as well as dynamic results for various acceleration levels are presented. Differences between tensed and relaxed states are compared and discussed as to EMG response, force levels, and head kinematics.

The primary purpose of this parameter study was to carefully document occupant dynamics in well-controlled sled tests for comparison with simulated responses from the MVMA-2D analytical model. The test involved a Part 572 dummy exposed to a frontal deceleration while on a bucket seat and restrained by a lap-shoulder belt system. The length of belt webbing was incrementally increased from a snug configuration by as much as 30 cm. The addition of webbing increased the forward excursion, velocity, and acceleration of the head, chest, and hip without affecting the peak tension in the belt segments of the restraint system. Belt tension was identified as a poor measure of the horizontal load on the chest due to significant reaction forces in the lateral and vertical direction at the belt anchorages.

A planar mathematical model was developed to provide means of studying factors which can influence the function of lower torso restraint via a padded lower instrument panel or knee bolster. The following factors were judged to play the most significant role: 1) initial fore-and-aft position of the seated occupant relative to the knee restraint; 2) location of the knee-to-bolster contact; 3) angular orientation of the bolster face; 4) primary axis of the bolster resisting force, 5) variations in vehicle crash parameters (e.g., toepan rotation and displacement and seat deflection); and 6) deformation characteristics of the bolster. The model of a seated occupant included radiographic and empirical data on the anatomy of the links and joints in the lower extremity.

The following work was done in support of a continuing program to better characterize the behavior of the human chest during blunt sternal impact. Previous work on this problem has focused on determining the force-time, deflection-time, and force-deflection response of embalmed and fresh cadavers to impact by a 15 cm (6 in) diameter striker of variable mass traveling at velocities of 22.5-51 km/h (14-32 mph) and striking the sternum at the level of the fourth intercostal space. Additional questions persist concerning whether the anterior and posterior regions of the chest behave as highly damped masses or oscillate after impact, the relationship between force delivered to the surface of the body and the acceleration of the underlying regions, and the influence of air compressed in the lung on thoracic mechanics.

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.

The NHTSA's side impact dummy (SID) was evaluated against what is known of the side impact response of the human chest and responses were compared with data on Hybrid III frontal and EURQSID side impact characteristics. The SID dummy lacks a human-like chest deflection response which is crucial to the injury indicating capability of a dummy, it has a 9.8 kg near-side rib mass which is approximately an order of magnitude greater than that of the human, and it develops impact forces that are nearly three times higher than the recommended human chest response. It possesses characteristics primarily of an inertial device. The thoracic trauma index (TTI) was evaluated as an indicator of side impact injury risk, and design trends and optimized padding characteristics identified with the SID and TTI were compared with those from the Hybrid III dummy and viscous or compression injury criteria.

Seats have become stronger over the past two decades and remain more upright in rear impacts. While head restraints are higher and more forward providing support for the head and neck, serious-to-fatal injuries to the thoracic and cervical spine have been seen in occupants with spinal disorders, such as DISH (diffuse idiopathic skeletal hyperostosis), ankylosis, spondylosis and/or osteophytes that ossify the joints in the spine. This case study addresses the influence of spinal disorders on fracture-dislocation and spinal cord injury in rear impacts with relatively upright seats. Nineteen field accidents were investigated where serious-to-fatal injuries of the thoracic and cervical spine occurred with the seat remaining upright or slightly reclined. The occupants were lap-shoulder belted, some with belt pretensioning and cinching latch plate.