Finite Element Analysis of Knee Injury Risks in Car-to-Pedestrian Impacts

In vehicle–pedestrian collisions, lower extremities of pedestrians are frequently injured by vehicle front structures. In this study, a finite element (FE) model of THUMS (total human model for safety) was modified in order to assess injuries to a pedestrian lower extremity. Dynamic impact responses of the knee joint of the FE model were validated on the basis of data from the literature. Since in real-world accidents, the vehicle bumper can impact the lower extremities in various situations, the relations between lower extremity injury risk and impact conditions, such as between impact location, angle, and impactor stiffness, were analyzed. The FE simulation demonstrated that the motion of the lower extremity may be classified into a contact effect of the impactor and an inertia effect from a thigh or leg. In the contact phase, the stress of the bone is high in the area contacted by the impactor, which can cause fracture. Thus, in this phase the impactor stiffness affects the fracture risk of bone. In the inertia phase, the behavior of the lower extremity depends on the impact locations and angles, and the knee ligament forces become high according to the lower extremity behavior. The force of the collateral ligament is high compared with other knee ligaments, due to knee valgus motions in vehicle-pedestrian collisions.     

Investigation on the effect of impact location height on pedestrian safety using a legform impactor dynamic model

Because of rapid increase in the urban population and hence road traffic, the vehicle–pedestrian crashes are more frequent and have become a major concern in road traffic safety. Though the bumper of a vehicle plays an important role to protect the vehicle body damage in low speed impacts, many bumpers particularly in larger vehicles are too stiff for pedestrian protection and safety. To prevent lower extremity injuries in car–pedestrian collisions, it is important to determine the loadings that car front structures impart on the lower extremities and the mechanisms by which injuries are caused. In the present work, a dynamic legform impactor model is introduced and validated against EEVC/WG17 criteria. The collision mechanism between a GMT bumper and the legform impactor model is investigated numerically using LS-DYNA software. The effect of the height of the impact point of bumper assembly to lower extremity injuries is also investigated. In this paper, it is shown that changing the local stiffness of bumper assembly due to the change in the height of the bumper and distribution of stiffness from upper parts of the bumper assembly to lower parts are the most important parameters in the pedestrian’s leg injuries. As lower extremity injuries are related to the lower bumper height, developing special legform impactors for different countries with different average person height seems essential in investigating the effect of people’s height on lower extremity injuries.     

Effects of vehicle impact velocity, vehicle front-end shapes on pedestrian injury risk

Objective: This study aimed at investigating the effects of vehicle impact velocity, vehicle front-end shape, and pedestrian size on injury risk to pedestrians in collisions with passenger vehicles with various frontal shapes. Method: A series of parametric studies was carried out using 2 total human model for safety (THUMS) pedestrian models (177 and 165?cm) and 4 vehicle finite element (FE) models with different front-end shapes (medium-size sedan, minicar, one-box vehicle, and sport utility vehicle [SUV]). The effects of the impact velocity on pedestrian injury risk were analyzed at velocities of 20, 30, 40, and 50?km/h. The dynamic response of the pedestrian was investigated, and the injury risk to the head, chest, pelvis, and lower extremities was compared in terms of the injury parameters head injury criteria (HIC), chest deflection, and von Mises stress distribution of the rib cage, pelvis force, and bending moment diagram of the lower extremities. Result: Vehicle impact velocity has the most significant influence on injury severity for adult pedestrians. All injury parameters can be reduced in severity by decreasing vehicle impact velocities. The head and lower extremities are at greater risk of injury in medium-size sedan and SUV collisions. The chest injury risk was particularly high in one-box vehicle impacts. The fracture risk of the pelvis was also high in one-box vehicle and SUV collisions. In minicar collisions, the injury risk was the smallest if the head did not make contact with the A-pillar. Conclusion: The vehicle impact velocity and vehicle front-end shape are 2 dominant factors that influence the pedestrian kinematics and injury severity. A significant reduction of all injuries can be achieved for all vehicle types when the vehicle impact velocity is less than 30?km/h. Vehicle designs consisting of a short front-end and a wide windshield area can protect pedestrians from fatalities. The results also could be valuable in the design of a pedestrian-friendly vehicle front-end shape. [Supplementary materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention for the following free supplemental resource: Head impact conditions and injury parameters in four-type vehicle collisions and validation result of the finite element model of one-box vehicle and minicar. ].     

A study on chest injury mechanism and the effectiveness of a headform impact test for pedestrian chest protection from vehicle collisions

This study was aimed at investigating the injury mechanism of pedestrian chests in collisions with passenger vehicles of various frontal shapes and examining the influence of the local structural stiffness on the chest injury risk by using the headform impact test at the chest contact area of the vehicle. Three simulations of vehicle to pedestrian collisions were conducted using three validated pedestrian finite element (FE) models of three pedestrian heights of 177 (AM50th), 165 and 150 cm and three FE vehicles models representing a one-box vehicle, a minicar and a medium car. The validity of the vehicle models was evaluated by comparing the headform acceleration against the measured responses from headform impact tests. The chest impact kinematics and the injury mechanisms were analyzed in terms of the distribution of the von Mises stress of the ribcage and in terms of the chest deflections. The chest contact locations on the front panel and the bonnet top were identified in connection to the causation of rib fractures. The risk of rib fractures was predicted by using the von Mises stress distribution. The headform impact tests were carried out at the chest contact area on the front panel and bonnet to examine the safety performance with respect to pedestrian chest protection. In simulations of the one-box vehicle to pedestrian collisions, the chest was struck directly by the frontal structure at a high velocity and deformed substantially, since a shear force was generated by the stiff windshield frame. The acceleration of the headform was related to the rib deflections. The injury threshold of the ribcage deflection (42 mm) corresponded to the headform average acceleration of 68 G. In the minicar collision, the chest was struck with the bonnet top and cowl area at a low velocity, and the deformation was small due to the distributed contact force between the chest and the bonnet top. Besides, the ribcage deformation was too small for bridging a relation between the headform accelerations and rib deflections. In the medium car collision, the deformation mode of the chest was similar to that in the minicar collision. The chest collided with the bonnet top at a low velocity and deformed uniformly. The deflection of the ribs had an observable correlation with the headform accelerations measured in the headform impact tests. The frontal shape of a vehicle has a large influence on a pedestrian’s chest loadings, and the chest deformation depends on the size of the pedestrian and the stiffness of the vehicle. The one-box passenger vehicle causes a high chest injury risk. The headform impactor test can be utilized for the evaluation of the local stiffness of a vehicle’s frontal structure. The reduction of the headform acceleration is an effective measure for pedestrian chest protection for specific shapes of vehicles by efficacy in modifying the local structural stiffness.     

The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions

Objective: A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist.

Method: Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment.

Results: When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds.

Conclusion: The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.     

Evaluation of pedestrian subsystem test method using legform and upper legform impactors for assessment of high-bumper vehicle aggressiveness

In accidents involving sports utility vehicles (SUVs), injuries to pedestrian leg, knee ligaments, and femur are likely to occur. Therefore, the European Enhanced Vehicle Safety Committee proposed two subsystem test methods for evaluation of SUV bumper aggressiveness. Such evaluation can be conducted by means of either a legform impactor (evaluation of risk of knee and tibia injury), or an upper legform impactor (evaluation of risk of thigh and pelvis injury) test. Each of these two test methods has its own injury criteria and injury acceptance levels. Therefore, the first objective of this research is to clarify any differences between the test results obtained when evaluating SUV bumper aggressiveness by means of these two impactors. The second objective is to determine whether or not a legform impactor can be applied to estimate the risk of femur fracture, and if an upper legform impactor can be used to estimate the risk of knee ligament injury. The present results indicate the test method using an upper legform impactor yields higher ratios of injury criteria to the relevant EEVC/WG17 injury acceptance levels than by using a legform impactor. Thus, the upper legform impactor test rates an SUV bumper as more aggressive than the legform impactor test. The present study suggests the lower leg acceleration obtained by the legform impactor can be used to adequately assess the risk of femur fracture, when evaluating the aggressiveness of an SUV bumper using proposed injury acceptance levels reported in the literature. Similarly, the impact force obtained by the upper legform impactor can be used to assess the risk of cruciate ligament injury.     

Can new passenger cars reduce pedestrian lower extremity injury? A review of geometrical changes of front-end design before and after regulatory efforts

Objective: Pedestrian lower extremity represents the most frequently injured body region in car-to-pedestrian accidents. The European Directive concerning pedestrian safety was established in 2003 for evaluating pedestrian protection performance of car models. However, design changes have not been quantified since then. The goal of this study was to investigate front-end profiles of representative passenger car models and the potential influence on pedestrian lower extremity injury risk.

Methods: The front-end styling of sedans and sport utility vehicles (SUV) released from 2008 to 2011 was characterized by the geometrical parameters related to pedestrian safety and compared to representative car models before 2003. The influence of geometrical design change on the resultant risk of injury to pedestrian lower extremity—that is, knee ligament rupture and long bone fracture—was estimated by a previously developed assessment tool assuming identical structural stiffness. Based on response surface generated from simulation results of a human body model (HBM), the tool provided kinematic and kinetic responses of pedestrian lower extremity resulted from a given car's front-end design.

Results: Newer passenger cars exhibited a “flatter” front-end design. The median value of the sedan models provided 87.5 mm less bottom depth, and the SUV models exhibited 94.7 mm less bottom depth. In the lateral impact configuration similar to that in the regulatory test methods, these geometrical changes tend to reduce the injury risk of human knee ligament rupture by 36.6 and 39.6% based on computational approximation. The geometrical changes did not significantly influence the long bone fracture risk.

Conclusions: The present study reviewed the geometrical changes in car front-ends along with regulatory concerns regarding pedestrian safety. A preliminary quantitative benefit of the lower extremity injury reduction was estimated based on these geometrical features. Further investigation is recommended on the structural changes and inclusion of more accident scenarios.     

Influence of age-related stature on the frequency of body region injury and overall injury severity in child pedestrian casualties

OBJECTIVE: The current study aims to evaluate the influence of age-related stature on the frequency of body region injury and overall injury severity in children involved in pedestrian versus motor vehicle collisions (PMVCs). METHODS: A trauma registry including the coded injuries sustained by 1,590 1- to 15-year-old pedestrian casualties treated at a level-one trauma center was categorized by stature-related age (1-3, 4-6, 7-9, 10-12, and 13-15 years) and body region (head and face, neck, thorax, abdomen and pelvic content, thoracic and lumbar spine, upper extremities, pelvis, and lower extremities). The lower extremity category was further divided into three sub-structures (thigh, leg, and knee). For each age group and body region/sub-structure the proportion of casualties with at least one injury was then determined at given Abbreviated Injury Scale (AIS) severity levels. In addition, the average and distribution of the Maximum Abbreviated Injury Score (MAIS) and the average Injury Severity Score (ISS) were determined for each age group. The calculated proportions, averages, and distributions were then compared between age groups using appropriate significance tests. RESULTS: The overall outcome showed relatively minor variation between age groups, with the average +/- SD MAIS and ISS ranging from 2.3 +/- 0.9 to 2.5 +/- 1.0 and 8.2 +/- 7.2 to 9.4 +/- 8.9, respectively. The subjects in the 1- to 3-year-old age group were more likely to sustain injury to the head, face, and torso regions than the older subjects. The frequency of AIS 2+ lower extremity injury was approximately 20% in the 1- to 3-year-old group, but was twice as high in the 4- to 12-years age range and 2.5 times as high in the oldest age group. The frequency of femur fracture increased from 10% in the youngest group to 26% in the 4- to 6-year-old group and then declined to 14% in the 10- to 15-years age range. The frequency of tibia/fibula fracture increased monotonically with group age from 8% in the 1- to 3-year-old group to 31% in the 13- to 15-year-old group. CONCLUSIONS: While the overall outcome of child pedestrian casualties appears to be relatively constant across the pediatric stature range considered ( approximately 74-170 cm), subject height seems to affect the frequency of injury to individual body regions, including the thorax and lower extremities. This suggests that vehicle safety designers need not only account for the difference in injury patterns between adult and pediatric pedestrian casualties, but also for the variation within the pediatric group.     

Computational investigation of the effects of knee airbag design on the interaction with occupant lower extremity in frontal and oblique impacts

Objective: The lower extremity of the occupant represents the most frequently injured body region in motor vehicle crashes. Knee airbags (KABs) have been implemented as a potential countermeasure to reduce lower extremity injuries. Despite the increasing prevalence of KABs in vehicles, the biomechanical interaction of the human lower extremity with the KAB has not been well characterized. This study uses computational models of the human body and KABs to explore how KAB design may influence the impact response of the occupant's lower extremities.

Methods: The analysis was conducted using a 50th percentile male occupant human body model with deployed KABs in a simplified vehicle interior. The 2 common KAB design types, bottom-deploy KAB (BKAB) and rear-deploy KAB (RKAB), were both included. A state-of-the-art airbag modeling technique, the corpuscular particle method, was adopted to represent the deployment dynamics of the unfolding airbags. Validation of the environment model was performed based on previously reported test results. The kinematic responses of the occupant lower extremities were compared under both KAB designs, 2 seating configurations (in-position and out-of-position), and 3 loading conditions (static, frontal, and oblique impacts). A linear statistical model was used to assess factor significance considering the impact responses of the occupant lower extremities.

Results: The presence of a KAB had a significant influence on the lower extremity kinematics compared to no KAB (P <.05) by providing early restraint and distributing contact force on the legs during airbag deployment. For in-position occupants, the KAB generally tended to decrease tibia loadings. The RKAB led to greater lateral motion of the legs compared to the BKAB, resulting in higher lateral displacement at the knee joint and abduction angle change (51.2 ± 21.7 mm and 15° ± 6.0°) over the dynamic loading conditions. Change in the seating position led to a significant difference in occupant kinematic and kinetic parameters (P <.05). For the out-of-position (forward-seated) occupant, the earlier contact between the lower extremity and the deploying KAB resulted in 28.4° ± 5.8° greater abduction, regardless of crash scenarios. Both KAB types reduced the axial force in the femur relative to no KAB. Overall, the out-of-position occupant sustained a raised axial force and bending moment of the tibia by 0.8 ± 0.2 kN and 21.1 ± 8.7 Nm regardless of restraint use.

Conclusions: The current study provided a preliminary computational examination on KAB designs based on a limited set of configurations in an idealized vehicle interior. Results suggested that the BKAB tended to provide more coverage and less leg abduction compared to the RKAB in oblique impact and/or the selected out-of-position scenario. An out-of-position occupant was associated with larger abduction and lower extremity loads over all occupant configurations. Further investigations are recommended to obtain a full understanding of the KAB performance in a more realistic vehicle environment.     

Analysis of the influence of passenger vehicles front-end design on pedestrian lower extremity injuries by means of the LLMS model

Objective: This work aims at investigating the influence of some front-end design parameters of a passenger vehicle on the behavior and damage occurring in the human lower limbs when impacted in an accident.

Methods: The analysis is carried out by means of finite element analysis using a generic car model for the vehicle and the lower limbs model for safety (LLMS) for the purpose of pedestrian safety. Considering the pedestrian standardized impact procedure (as in the 2003/12/EC Directive), a parametric analysis, through a design of experiments plan, was performed. Various material properties, bumper thickness, position of the higher and lower bumper beams, and position of pedestrian, were made variable in order to identify how they influence the injury occurrence. The injury prediction was evaluated from the knee lateral flexion, ligament elongation, and state of stress in the bone structure.

Results: The results highlighted that the offset between the higher and lower bumper beams is the most influential parameter affecting the knee ligament response. The influence is smaller or absent considering the other responses and the other considered parameters. The stiffness characteristics of the bumper are, instead, more notable on the tibia. Even if an optimal value of the variables could not be identified trends were detected, with the potential of indicating strategies for improvement.

Conclusions: The behavior of a vehicle front end in the impact against a pedestrian can be improved optimizing its design. The work indicates potential strategies for improvement. In this work, each parameter was changed independently one at a time; in future works, the interaction between the design parameters could be also investigated. Moreover, a similar parametric analysis can be carried out using a standard mechanical legform model in order to understand potential diversities or correlations between standard tools and human models.     

基于Pc-Crash软件的人-车碰撞事故仿真规律研究

以Pc-Crash软件为平台,仿真分析两例实际的人-车碰撞试验。通过对比仿真结果与试验的吻合情况,并结合其他学者所提及的现象,总结了仿真中人-车接触部位、行人终止点位置及抛距、行人被车辆抛出后的运动情况等与实际情况的耦合程度的规律。发现利用Pc-Crash软件实现对人-车碰撞事故仿真时,人-车接触部位与实际情况可以耦合得很好,行人终止点位置一般总体抛距与实际情况差不多,而行人被车辆抛出后的运动情况则与实际不符,针对这些现象提出一些建议。对更好地利用Pc-Crash软件实现对人-车碰撞事故的仿真分析有一定的意义。     

Pedestrian head impact conditions depending on the vehicle front shape and its construction--full model simulation

For the evaluation of pedestrian protection, the European Enhanced Vehicle-Safety Committee Working Group 17 report is now commonly used. In the evaluation of head injuries, the report takes into account only the hood area of the vehicle. But recent pedestrian accident data has shown the injury source for head injury changing to the windshield and A-pillar from the hood. The head contact points are considered to fall on a parallel to the front shape of the vehicle along the lateral direction, but the rigidity of the outer side construction is different from the center area. The purpose of this study is to consider the reason for the change in injury source for recent vehicle models. The head contact points and contact conditions, speed and angle, are thought to be influenced not only by the vehicle's geometry, but also its construction (rigidity). In this study, vehicle-pedestrian impact simulations were calculated with a finite element model for several hitting positions, including the outer side areas. Full dummy sled tests were conducted to confirm the simulation results. These results show that, for impacts at the outer sides of the vehicle, the head contact points are more rearward than at the vehicle center. In addition, the speed and angle of the head contact were found to be influenced by the pedestrian height.     

Reducing primary and secondary impact loads on the pelvis during side impact

OBJECTIVE: The objective of the study was to determine which vehicle factors are significantly related to pelvic injury in side impact collisions. Identification of relevant parameters could aid in the reduction of these injuries. METHOD: Side impact crashes from the CIREN database were separated into those in which the occupant sustained a pelvic fracture and those in which no pelvic fracture occurred, although all occupants had serious injuries. A multibody MADYMO model was created of a USDOT SINCAP (U.S. Department of Transportation Side Impact New Car Assessment Program) test of a vehicle with a large center console. RESULTS: From a study of 113 side impact crashes in the ciren database, nearside occupants with pelvic fractures (n = 78) had (i) more door intrusion (mean, 37 vs. 32 cm, p = 0.02) than those who had serious injuries, but not pelvic fractures (ii) a greater likelihood that the lower border of the door intruded more than the upper part (40% vs. 18%, p < 0.025); and (iii) a greater likelihood that their vehicle had a center console (47 vs. 17%, p < 0.005). Other parameters such as occupant age, weight, gender, vehicle weight, and struck vehicle speed change were not significantly different. MADYMO modeling showed that with a center console, an initial positive pelvic acceleration occurred at about 30 msec, followed at about 45 msec by a second acceleration peak in the opposite direction. Reducing console stiffness reduced the second acceleration but not the initial peak. Allowing the seat to translate laterally when contacted by the door reduced the initial pelvic acceleration by 50% and eliminated the second acceleration peak. CONCLUSIONS: Redesigning the center console using less stiff materials and allowing some lateral translation of the seat could aid in reducing pelvic injuries in side impact collisions.     

Development of a three-year-old child FE model

OBJECTIVE: Child crash dummies are conventionally used for safety performance evaluations of the child restraint system (CRS) in vehicle crash tests. To investigate injuries to various body regions of a child in detail, mathematical models are useful, and provide information that cannot be analyzed by crash dummies. Therefore, in the present research, a finite element (FE) model of a 3-year-old child has been developed by model-based scaling from the AM50 human FE model, THUMS (Total HUman body for Safety). METHODS: The dimensions of each body region were based on the anthropometry data of United States children, and material properties of child bone were estimated from data reported in the literature. Neck flexion, thorax impact responses, and torso flexion were validated against the response corridor of the 3-year-old Hybrid III dummy in calibration tests. A test of lap belt loading to the abdomen was also conducted. FE models of two different types of CRS, a 5-point harness and a tray shield CRS, were also made, and ECE R44 sled impact test simulations were conducted using the child FE model. RESULTS: The characteristics of the child FE model proved to be close to the Hybrid III and child volunteer corridor. In the ECE R44 sled test simulations using the child FE model, the head movement down and head rotation were large in the 5-point harness CRS, and chest deflection was large in the tray shield CRS. In both CRS types, the whole spine flexed in the child FE model. This behavior is different from that of the Hybrid III, where the thorax spine is stiff and only the cervical spine and lumbar spine flex. CONCLUSIONS: Although this child FE model has several limitations in areas such as the anatomical shapes and material properties of a child, this model can be a useful tool to examine the behavior of a child in impacts, which may be difficult to predict by using the Hybrid III dummy with its stiff thorax spine box.     

Effects of Vehicle Impact Velocity and Front-End Structure on Dynamic Responses of Child Pedestrians

To investigate the effects of vehicle impact velocity and front-end structure on the dynamic responses of child pedestrians, an extensive parametric study was carried out using two child mathematical models at 6 and 15 years old. The effect of the vehicle impact velocity was studied at 30, 40, and 50 km/h in terms of the head linear velocity, impact angle, and head angular velocity as well as various injury parameters concerning the head, chest, pelvis, and lower extremities. The variation of vehicle front-end shape was determined according to the shape corridors of modern vehicles, while the stiffness characteristics of the bumper, hood edge, and hood were varied within stiffness corridors obtained from dynamic component tests. The simulation results show that the vehicle impact speed is of great importance on the kinematics and resulting injury severity of child pedestrians. A significant reduction in all injury parameters can be achieved as the vehicle impact speed decreases to 30 km/h. The head and lower extremities of children are at higher injury risks than other body regions. Older children are exposed to higher injury risks to the head and lower leg, whereas younger ones sustain more severe impact loads to the pelvis and upper leg. The results from factorial analysis indicate that the hood-edge height has a significant effect on the kinematics and head impact responses of children. A higher hood edge could reduce the severity of head impact for younger children, but aggravate the risks of head injury for older ones. A significant interaction exists between the bumper height and the hood-edge height on the head impact responses of younger child. Nevertheless, improving the energy absorption performance of the hood seems effective for mitigating the severity of head injuries for children.     

Effects of vehicle impact velocity and front-end structure on dynamic responses of child pedestrians

To investigate the effects of vehicle impact velocity and front-end structure on the dynamic responses of child pedestrians, an extensive parametric study was carried out using two child mathematical models at 6 and 15 years old. The effect of the vehicle impact velocity was studied at 30, 40, and 50 km/h in terms of the head linear velocity, impact angle, and head angular velocity as well as various injury parameters concerning the head, chest, pelvis, and lower extremities. The variation of vehicle front-end shape was determined according to the shape corridors of modern vehicles, while the stiffness characteristics of the bumper, hood edge, and hood were varied within stiffness corridors obtained from dynamic component tests. The simulation results show that the vehicle impact speed is of great importance on the kinematics and resulting injury severity of child pedestrians. A significant reduction in all injury parameters can be achieved as the vehicle impact speed decreases to 30 km/h. The head and lower extremities of children are at higher injury risks than other body regions. Older children are exposed to higher injury risks to the head and lower leg, whereas younger ones sustain more severe impact loads to the pelvis and upper leg. The results from factorial analysis indicate that the hood-edge height has a significant effect on the kinematics and head impact responses of children. A higher hood edge could reduce the severity of head impact for younger children, but aggravate the risks of head injury for older ones. A significant interaction exists between the bumper height and the hood-edge height on the head impact responses of younger child. Nevertheless, improving the energy absorption performance of the hood seems effective for mitigating the severity of head injuries for children.     

New biofidelic corridor and biofidelity test procedure for pedestrian legform impactors

The objectives of this research are to propose a new impact response corridor for the ISO legform impactor and to determine the biofidelity of the current legform impactor with rigid leg and thigh developed by the Transport Research Laboratory (TRL). The latest data obtained from Post Mortem Human Subject (PMHS) knee impact tests were analyzed in connection with the proposal, and biofidelity legform impact tests were conducted using the current rigid legform impactor. New normalized biofidelic corridors of impact force corresponding to adult male 50th percentile (AM50) are proposed. The impact test results indicate the current rigid legform impactor does not have sufficient human knee biofidelity. The present results suggest that human tolerance can not be used directly for the injury reference value of the legform impactor. A conversion method is needed to interpret the data measured by current legform impactors as the injury reference value.     

A Multi-body Integrated Vehicle-Occupant Model for Compatibility Studies in Frontal Crashes

Vehicle acceleration and passenger compartment intrusion primarily determine car occupant injury risk. A new integrated vehicle-occupant model was developed and validated to predict these vehicle responses in offset, concentrated or full-width impact with various objects. The multi-body mathematical model consisted of a compartment, dash-panel and toepan-area and a front structure. The front structure was subdivided in 12 segments and a power-train, which were connected to the firewall by kinematic joints. The joints used local stiffness obtained from load-cell barrier crash-tests, and enabled local deformation of the vehicle front Similarly, the dash-panel and toepan were connected to the compartment, which enabled local intrusion into the compartment. A vehicle interior was modeled to enable contact-interactions with occupants, and the firewall geometry was included for interactions with the power-train.

The vehicle-model was validated with full frontal and 50% offset data and predicted vehicle acceleration, crush profile and local intrusion well. The validity of the model indicates its applicability in a wide range of frontal (non-distributed) collisions. Due to the use of local stiffness data, the model can greatly improve accident reconstruction research especially in frontal offset and pole impacts at both high and low speeds. The vehicle-model can be easily adjusted by changing vehicle-mass, size, or local stiffnesses of the front structure, and is a useful tool in compatibility research to estimate trends in car crash compatibility.     

Fast Calculating Surrogate Models for Leg and Head Impact in Vehicle–Pedestrian Collision Simulations

Objective: In previous research, a tool chain to simulate vehicle–pedestrian accidents from ordinary driving state to in-crash has been developed. This tool chain allows for injury criteria-based, vehicle-specific (geometry, stiffness, active safety systems, etc.) assessments. Due to the complex nature of the included finite element analysis (FEA) models, calculation times are very high. This is a major drawback for using FEA models in large-scale effectiveness assessment studies. Therefore, fast calculating surrogate models to approximate the relevant injury criteria as a function of pedestrian vehicle collision constellations have to be developed.

Method: The development of surrogate models for head and leg injury criteria to overcome the problem of long calculation times while preserving high detail level of results for effectiveness analysis is shown in this article. These surrogate models are then used in the tool chain as time-efficient replacements for the FEA model to approximate the injury criteria values. The method consists of the following steps: Selection of suitable training data sets out of a large number of given collision constellations, detailed FEA calculations with the training data sets as input, and training of the surrogate models with the FEA model's input and output values.

Results: A separate surrogate model was created for each injury criterion, consisting of a response surface that maps the input parameters (i.e., leg impactor position and velocity) to the output value. In addition, a performance test comparing surrogate model predictions of additional collision constellations to the results of respective FEA calculations was carried out. The developed method allows for prediction of injury criteria based on impact constellation for a given vehicle. Because the surrogate models are specific to a certain vehicle, training has to be redone for a new vehicle. Still, there is a large benefit regarding calculation time when doing large-scale studies.

Conclusion: The method can be used in prospective effectiveness assessment studies of new vehicle safety features and takes into account specific local features of a vehicle (geometry, stiffness, etc.) as well as external parameters (location and velocity of pedestrian impact). Furthermore, it can be easily extended to other injury criteria or accident scenarios; for example, cyclist accidents.