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Since 1994, the New Car Assessment Program (NCAP) of the National Highway Traffic Safety Administration (NHTSA) has compiled upper neck loads for the belt and air bag restrained 50th percentile male Hybrid III dummy. Over five years from 1994 to 1998, in frontal crash tests, NCAP collected upper neck data for 118 passenger cars and seventy-eight light trucks and vans. This paper examines these data and attempts to assess the potential for neck injury based on injury criteria included in FMVSS No. 208 (for the optional sled test). The paper examines the extent of serious neck injury in real world crashes as reported in the National Automotive Sampling System (NASS). The results suggest that serious neck injuries do occur at higher speeds for crashes involving occupants restrained by belts in passenger cars.

A study was made of the incidence of traffic related injuries, the related disability and impairment, and the resulting economic consequences. Crash data covering the incidence of injuries and their distribution by injury type and severity show that nearly three and a half million persons per year are injured in traffic crashes, with roughly half of them experiencing at least one day of disability. Brain and spinal cord injuries, both believed to have long term consequences, were examined in greater detail. Epidemiological data covering these injuries indicate about 60,000 persons suffer disabling brain injuries and about 4,000 persons suffer disabling spinal cord injuries each year. These are significantly larger incidence values for these two injury types than shown by the crash data. There is little quantatative data on the disability and impairment resulting from traffic crashes, nor is there agreement on how to report such data.

Head injuries are considered a significant safety problem for vehicle occupants involved in vehicle crashes. Although medical literature on the subject is extensive, the emphasis is mainly on the clinical and studies frequently involve data samples that are not representative to the vehicle occupant population. Also, research efforts on head injury have focused on the head rotational acceleration mechanism. The effect of head contact on brain injuries has not been adequately acknowledged and there has been disagreement regarding skull fracture and its relationship to brain injury. The human head, being an extremely complex structure, has many independent injury modes which cannot be described satisfactorily by a single brain injury mechanism. Many individual pathophysiological disturbances to the skull and its contents together comprise head injuries.

When the Hybrid III 10-year old (HIII-10C) anthropomorphic test device (ATD) was adopted into Code of Federal Regulations (CFR) 49 Part 572 as the best available tool for evaluating large belt-positioning booster seats in Federal Motor Vehicle Safety Standard (FMVSS) No. 213, NHTSA stated that research activities would continue to improve the performance of the HIII-10C to address biofidelity concerns. A significant part of this effort has been NHTSA’s in-house development of the Large Omnidirectional Child (LODC) ATD. This prototype ATD is comprised of (1) a head with pediatric mass properties, (2) a neck that produces head lag with Z-axis rotation at the atlanto-occipital joint, (3) a flexible thoracic spine, (4) multi-point thoracic deflection measurement capability, (5) skeletal anthropometry representative of a seated child, and (6) an abdomen that can directly measure belt loading.

The facial laceration test has been proposed as an addition to the dummy injury criteria of Federal Motor Vehicle Safety Standard 208. To better understand laceration conditions as they actually occur, three road crashes of increasing severity, all involving facial laceration by the broken (cracked) windshield and one involving partial ejection, have been simulated physically and analytically. The physical simulations used vehicle test bucks, the Hybrid III head with the chamois facial coverings of the facial laceration test, and a piston - constrained Head Impactor. Computer simulations of the three crashes were also carried out using the CALSPAN 3D “CVS” and the 2D “DRISIM” computer programs. The computer simulations provide insight into the effective mass of the head and body on windshield contact, and the forces, velocities, and accelerations involved.

In ISO Technical Report 9790 (1999) normalized lateral and oblique thoracic force-time responses of PMHS subjected to blunt pendulum impacts at 4.3 m/s were deemed sufficiently similar to be grouped together in a single biomechanical response corridor. Shaw et al., (2006) presented results of paired oblique and lateral thoracic pneumatic ram impact tests to opposite sides of seven PMHS at sub-injurious speed (2.5 m/s). Normalized responses showed that oblique impacts resulted in more deflection and less force, whereas lateral impacts resulted in less deflection and more force. This study presents results of oblique and lateral thoracic impacts to PMHS at higher speeds (4.5 and 5.5 m/s) to assess whether lateral relative to oblique responses are different as observed by Shaw et al., or similar as observed by ISO.

Thirty-six lateral PMHS sled tests were performed at 6.7 or 8.9 m/s, under rigid or padded loading conditions and with a variety of impact surface geometries. Forces between the simulated vehicle environment and the thorax, abdomen, and pelvis, as well as torso deflections and various accelerations were measured and scaled to the average male. Mean ± one standard deviation corridors were calculated. PMHS response corridors for force, torso deflection and acceleration were developed. The offset test condition, when partnered with the flat wall condition, forms the basis of a robust battery of tests that can be used to evaluate how an ATD interacts with its environment, and how body regions within the ATD interact with each other.

A study of frontal collisions using the NASS data base showed that there were four times as many arm injuries to belt restrained drivers who had an air bag deploy than for the drivers who were simply belted. By far, the distal forearm/hand was the most commonly injured region. Hard copy review identified two modes of arm injury related to the deploying air bag: 1) The arm is directly contacted by the air bag module and/or flap cover, and 2) The arm is flung away and contacts an interior car surface. Based on the field studies, a mechanical device called the Research Arm Injury Device (RAID) was fabricated to assess the aggressivity of air bags from different manufacturers. Results from static air bag deployment tests with the RAID suggested that the RAID was able to clearly distinguish between the aggressive and non-aggressive air bags. Maximum moments ranging between 100 Nm and 650 Nm, and hand fling velocity ranging between 30 and 120 km/h were measured on the RAID in these tests.

Pedestrian research and testing at the NHTSA Vehicle Research and Test Center has recently focused on assessment of proposed ISO and EEVC head impact test procedures, and extension of these procedures to additional vehicle frontal surfaces. In addition to test parameter sensitivity evaluation, reconstruction of PCDS (Pedestrian Crash Data Study) cases with laboratory impact tests and computer simulations has been conducted. This paper presents the results of this research.

Vehicle front-end geometry and stiffness characteristics have been shown to influence pedestrian lower extremity response and injury patterns. The goal of this study is to compare the lower extremity response and injuries of post mortem human surrogates (PMHS) tested in full-scale vehicle-pedestrian impact experiments with a small sedan and a large sport utility vehicle (SUV). The pelves and lower limbs of six PMHS were instrumented with six-degree-of-freedom instrumentation packages. The PMHS were then positioned laterally in mid-stance gait and subjected to vehicle impact at 40 km/h with either a small sedan (n=3) or a large SUV (n=3). Detailed descriptions of the pelvic and lower extremity injuries are presented in conjunction with global and local kinematics data and high speed video images. Injured PMHS knee joints reached peak lateral bending angles between 25 and 85 degrees (exceeding published injury criteria) at bending rates between 1.1 deg/ms and 3.7 deg/ms.

The Pedestrian Injury Causation Study (PICS) is used to investigate the relations between car weight and pedestrian injuries in frontal accidents. As car curb weight decreased, large changes in overall severity are not observed, although the proportion of head injuries increases. Since contacts of the windshield area are more common in smaller cars, they are studied in detail.

The number of passenger vehicles with combined 3-point belt/driver air bag restraint systems is steadily increasing. To investigate the effectiveness of this restraint combination, 48 kph frontal collisions were performed with human cadavers. Each cadaver's thorax was instrumented with a 12-accelerometer array and two chest bands. The results show, that by using a combined standard 3-point belt (6% elongation)/driver air bag, the thoracic injury pattern remained located under the shoulder belt. The same observation was found when belts with 16% elongation were used in combination with the driver air bag. Chest contours derived from the chest bands showed high local compression and deformation of the chest along the shoulder belt path, and suggest the mechanism for the thoracic injuries.

The SIMon (Simulated Injury Monitor) software package is being developed to advance the interpretation of injury mechanisms based on kinematic and kinetic data measured in the advanced anthropomorphic test dummy (AATD) and applying the measured dummy response to the human mathematical models imbedded in SIMon. The human finite element head model (FEHM) within the SIMon environment is presented in this paper. Three-dimensional head kinematic data in the form of either a nine accelerometer array or three linear CG head accelerations combined with three angular velocities serves as an input to the model. Three injury metrics are calculated: Cumulative strain damage measure (CSDM) – a correlate for diffuse axonal injury (DAI); Dilatational damage measure (DDM) – to estimate the potential for contusions; and Relative motion damage measure (RMDM) – a correlate for acute subdural hematoma (ASDH).

The National Highway Traffic Safety Administration (NHTSA) is conducting a research program to investigate the use of the 40 percent offset deformable barrier (ODB) crash test procedure to reduce death and injury, in particular debilitating lower extremity injuries in frontal offset collisions. This paper presents the results of 22 ODB crash tests conducted with 50th percentile male and 5th percentile female Hybrid III (HIII) dummies fitted with advanced lower legs, Thor-Lx/HIIIr and Thor-FLx/HIIIr, to assess the potential for debilitating and costly lower limb injuries. This paper also begins to investigate the implications that the ODB test procedure may have for fleet compatibility by evaluating the results from vehicle-to-vehicle crash tests.

This paper presents an overview of NHTSA's vehicle aggressivity and fleet compatibility research activities. This research program is being conducted in close cooperation with the International Harmonized Research Agenda (IHRA) compatibility research group. NHTSA is monitoring the changing vehicle mix in the U.S. fleet, analyzing crash statistics, and evaluating any implications that these changes may have for U.S. occupant safety. NHTSA is also continuing full-scale crash testing to develop a better understanding of vehicle compatibility and to investigate test methods to assess vehicle compatibility.

NHTSA uses a variety of computer modelling techniques to develop and evaluate test methods and mitigation concepts, and to estimate safety benefits for many of NHTSA's research activities. Computer modeling has been particularly beneficial for estimating safety benefits where often very little data are available. Also modeling allows researchers to augment test data by simulating crashes over a wider range of conditions than would otherwise be feasible. These capabilities are used for a wide range of projects from school bus to frontal, side, and rollover research programs. This paper provides an overview of these activities. NHTSA's most extensive modeling research involves developing finite element and articulated mass models to evaluate a range of vehicles and crash environments. These models are being used to develop a fleet wide systems model for evaluating compatibility issues.

This paper addresses the protection of occupants in light vehicles. It presents data and techniques for identifying and measuring potential crashworthiness improvements that would mitigate injuries to occupants striking frontal interior components such as the steering wheel, instrument panel and windshield. Both restrained and unrestrained occupants can be injured by frontal interior components in crashes. The focus of this paper is on the unrestrained occupant. However, performance criteria and associated countermeasures will have to be developed considering the differences in the mechanisms of injury to both the restrained and unrestrained occupants. Work on the restrained occupant and the similarities and differences between both conditions remains to be considered. The paper presents information on the magnitude and types of injuries received from frontal interior components and on how the performance of these components and the vehicle structure affect the resultant injuries.

The paper reviews one hundred and three (103) cases of restrained children involved in motor vehicle crashes and admitted to the level I trauma center at Children's National Medical Center (CNMC). Thirty percent (30%) of these cases involved injuries with an Abbreviated InjuryScore (AIS) severity of 3 or greater. All cases are classified first by type of restraint system, i.e. infant seat, convertible seat, booster seat, lap belt, and lap and shoulder belt, and second, by type of injury sustained, i.e. head/face and neck, upper extremity, thorax, pelvic and abdominal, and lower extremity. The links between these classifications are examined to identify particular injury patterns associated with the use of individual restraint systems, e.g. the incidence of pelvic and abdominal injury associated with the use of both lap and lap and shoulder belts. For the severe injury cases the paper further examines the injury mechanisms for the most commonly observed patterns.

In the United States, air bags will be required in all passenger cars and light trucks under Federal Motor Vehicle Safety Standard (FMVSS) No. 208, Occupant Crash Protection. Even after full implementation of driver and passenger air bags as required by FMVSS No. 208, frontal impacts will still account for up to 8,000 fatalities and 120,000 moderate to critical injuries (i.e., injuries of AIS ≥ 2) [1]. The National Highway Traffic Safety Administration (NHTSA) has an ongoing research program to address these fatalities and injuries and provide a basis for the possible future upgrade of FMVSS No. 208. This effort includes developing supplementary test procedures for the evaluation of occupant injury in higher severity crashes, developing improved injury criteria including criteria for assessing injuries to additional body regions, and evaluating the injuries associated with occupant size [2, 3 and 4].

Assessment of potential forearm fracture due to deployment of driver air bags is examined through a series of static air bag deployments with a specially instrumented Hybrid III dummy. The objective of the study was to determine the feasibility of measuring accelerations and bending moments on the Hybrid III dummy forearm as a potential injury index for arm fracture. Study of the National Accident Sampling System data has shown that in isolated circumstances, deployment of an air bag while the driver is making a turn can lead to fractures of the lower arm. To examine this phenomenon, the Hybrid III dummy was instrumented with accelerometers and strain gages to allow measurement of the accelerations and moments on the right arm. The arm was oriented over the steering wheel towards the eleven o'clock position during deployment of the air bag. Accelerations were measured on the arm at the wrist, elbow, and shoulder. Moments in two axes were measured at two locations below the elbow.