Frontal impact dummy kinematics in oblique frontal collisions: evaluation against post mortem human subject test data

OBJECTIVE: Today, a predominant percentage of vehicles involved in car crashes are exposed to oblique or frontal offset collisions. The aim of this study is to evaluate the 50th percentile male Hybrid III, THOR 99, and THOR Alpha dummies by comparing them with the corresponding kinematics of post mortem human subjects (PMHS) in this type of collision. METHODS: The PMHS data include results from oblique frontal collision tests. They include sled tests with near-side and far-side belt geometries at 15 degrees , 30 degrees , and 45 degrees angles. The test subjects were restrained with a three-point lap-shoulder belt and the Delta V was 30 km/h. RESULTS: The results from the Hybrid III and THOR 99 tests showed that, in most of the test, the head trajectories were an average of approximately 0.1 m shorter than those from equivalent PMHS. The Hybrid III and THOR 99 far-side belt geometry tests showed that the belt remained in place longer on the shoulder of the Hybrid III than on the THOR 99 and the THOR Alpha. This was probably due to a stiffer lumbar spine in the Hybrid III and to a large groove in the steel of the superior surface of the Hybrid III shoulder structure. The THOR 99 escaped from the shoulder belt about 40-50 ms earlier than the THOR Alpha. The results from the THOR Alpha tests show that the head trajectory accorded fairly well with the PMHS data, as long as the shoulder belt did not slip off the shoulder. Although the THOR Alpha shoulder escaped the shoulder belt in the 45 degrees far-side belt geometry, the PMHS did not. This may be due to the THOR Alpha shoulder design, with approximately 0.05 m smaller superior and medial shoulder range-of-motion, in combination with a relatively soft lumbar spine. CONCLUSIONS: The THOR Alpha provides head trajectories similar to those of the PMHS under these loading conditions, provided the shoulder belt remains in position on the shoulder. When the shoulder belt slipped off the dummy shoulder, the head kinematics was altered. The shoulder range-of-motion may be a contributing factor to the overall kinematics of an occupant in oblique frontal impact situations where the occupant moves in a trajectory at an angle from that of the longitudinal direction of the car.     

THOR dummy chest deflection response in oblique and lateral far-side sled tests

Abstract

Objective: The focus of this study is side impact. Though occupant injury assessment and protection in nearside impacts has received considerable attention and safety standards have been promulgated, field studies show that a majority of far-side occupant injuries are focused on the head and thorax. The 50th percentile male Test Device for Human Occupant Restraint (THOR) has been used in oblique and lateral far-side impact sled tests, and regional body accelerations and forces and moments recorded by load cells have been previously reported. The aim of this study is to evaluate the chestband-based deflection responses from these tests.

Methods: The 3-point belt–restrained 50th percentile male THOR dummy was seated upright in a buck consisting of a rigid flat seat, simulated center console, dashboard, far-side side door structure, and armrest. It was designed to conduct pure lateral and oblique impacts. The center console, dashboard, simulated door structure, and armrest were covered with energy-absorbing materials. A center-mounted airbag was mounted to the right side of the seat. Two 59-gage chestbands were routed on the circumference of the thorax, with the upper and lower chestbands at the level of the third and sixth ribs, respectively, following the rib geometry. Oblique and pure lateral far-side impact tests with and without airbags were conducted at 8.3 m/s. Maximum chest deflections were computed by processing temporal contours using custom software and 3 methods: Procedures paralleling human cadaver studies, using the actual anchor point location and actual alignment of the InfraRed Telescoping Rods for the Assessment of Chest Compression (IR-TRACC) in the dummy on each aspect—that is, right or left,—and using the same anchor location of the internal sensor but determining the location of the peak chest deflection on the contour confined to the aspect of the sensor; these were termed the SD, ID, and TD metrics, respectively.

Results: All deformation contours at the upper and lower thorax levels and associated peak deflections are given for all tests. Briefly, the ID metrics were the lowest in magnitude for both pure lateral and oblique modes, regardless of the presence or absence of an airbag. This was followed by the TD metric, and the SD metric produced the greatest deflections.

Conclusion: The chestbands provide a unique opportunity to compute peak deflections that parallel current IR-TRACC-type deflections and allow computation of peak deflections independent of the initial point of attachment to the rib. The differing locations of the peak deflection vectors along the rib contours for different test conditions suggest that a priori attachment is less effective. Further, varying magnitudes of the differences between ID and TD metrics underscore the difficulty in extrapolating ID outputs under different conditions: Pure lateral versus oblique, airbag presence, and thoracic levels. Deflection measurements should, therefore, not be limited to an instrument that can only track from a fixed point. For improved predictions, these results suggest the need to investigate alternative techniques, such as optical methods to improve chest deflection measurements for far-side occupant injury assessment and mitigation.     

A comparison of volunteers and dummy upper torso kinematics with and without shoulder belt slack in a low speed side/pre-roll environment

OBJECTIVE: The objective of this study was to compare the occupant and dummy kinematics in a low-speed lateral environment with and without shoulder belt slack. METHODS: A buck of a small European car was mounted on a side impact sled. The parameters evaluated were pulses, sitting location, and belt slack. A total of 24 tests were carried out. Three 50th-percentile male volunteers and one Hybrid III 50th-percentile male were tested. The pulses consisted of Pulse 1:+/- 0.7 g's pulse and Pulse 2: a -0.9 g pulse to simulate low-speed pre-roll/side events. Both pulses had a duration of 500 msec. RESULTS: The peak lateral head excursion was higher in the far-side occupants than in the near-side occupants. Furthermore, for the far-side volunteers, lateral head displacements were lower in the no-slack condition than in the slack condition, at 388 +/- 64 mm and 455 +/- 84 mm respectively for Pulse 1 and at 138 +/- 2 mm and 207 +/- 70 mm for Pulse 2. The timing required to reach peak lateral displacement was higher in Pulse 1 than in Pulse 2. In comparison to the volunteers, the Hybrid III dummy lateral motion was lower. The peak lateral displacement in Pulse 1 was 231 mm with slack and 194 mm without and 98 mm and 107 mm for Pulse 2, respectively. CONCLUSIONS: The results obtained in this study indicate that removing seatbelt slack would be more beneficial for far-sided occupants than near-sided. They also point to the lack of biofidelity of the Hybrid III dummy in low g lateral pulses.     

Chest injuries of elderly postmortem human surrogates (PMHSs) under seat belt and airbag loading in frontal sled impacts: Comparison to matching THOR tests

Abstract

Objective: The goal of the study was to develop experimental chest loading conditions that would cause up to Abbreviated Injury Scale (AIS) 2 chest injuries in elderly occupants in moderate-speed frontal crashes. The new set of experimental data was also intended to be used in the benchmark of existing thoracic injury criteria in lower-speed collision conditions.

Methods: Six male elderly (age >63) postmortem human subjects (PMHS) were exposed to a 35?km/h (nominal) frontal sled impact. The test fixture consisted of a rigid seat, rigid footrest, and cable seat back. Two restraint conditions (A and B) were compared. Occupants were restrained by a force-limited (2.5?kN [A] and 2?kN [B]) seat belt and a preinflated (16?kPa [A] and 11?kPa [B]; airbag). Condition B also incorporated increased seat friction. Matching sled tests were carried out with the THOR-M dummy. Infra-red telescoping rod for the assessment of chest compression (IRTRACC) readings were used to compute chest injury risk. PMHSs were exposed to a posttest injury assessment. Tests were carried out in 2 stages, using the outcome of the first one combined with a parametric study using the THUMS model to adjust the test conditions in the second. All procedures were approved by the relevant ethics board.

Results: Restraint condition A resulted in an unexpected high number of rib fractures (fx; 10, 14, 15 fx). Under condition B, the adjustment of the relative airbag/occupant position combined with a lower airbag pressure and lower seat belt load limit resulted in a reduced pelvic excursion (85 vs. 110?mm), increased torso pitch and a substantially lower number of rib fractures (1, 0, 4 fx) as intended.

Conclusions: The predicted risk of rib fractures provided by the THOR dummy using the C_max and PC Score injury criteria were lower than the actual injuries observed in the PMHS tests (especially in restraint condition A). However, the THOR dummy was capable of discriminating between the 2 restraint scenarios. Similar results were obtained in the parametric study with the THUMS model.     

Prediction of cervical spine injury risk for the 6-year-old child in frontal crashes

This article presents a series of 49 km/h sled tests using the Hybrid III 6-year-old dummy in a high-back booster, a low-back booster, and a three-point belt. Although a 10-year review at a level I trauma center showed that noncontact cervical spine injuries are rare in correctly restrained booster-age children, dummy neck loads exceeded published injury thresholds in all tests. The dummy underwent extreme neck flexion during the test, causing full-face contact with the dummy's chest. These dummy kinematics were compared to the kinematics of a 12-year-old cadaver tested in a similar impact environment. The cadaver test showed neck flexion, but also significant thoracic spinal flexion which was nonexistent in the dummy. This comparison was expanded using MADYMO simulations in which the thoracic spinal stiffness of the dummy model was decreased to give a more biofidelic kinematic response. We conclude that the stiff thoracic spine of the dummy results in high neck forces and moments that are not representative of the true injury potential.     

Far-side occupant kinematics in low speed lateral sled

OBJECTIVE: The objective of this study was to evaluate the far-side occupant kinematics in low-speed lateral pulses with and without a seatbelt system. METHODS: The kinematics responses of three volunteers and a Hybrid III were compared in three low-to-moderate lateral pulses. The parameters evaluated were pulses and belt usage. A total of 24 tests were carried out in a side-impact sled. The subjects consisted of two 50th-percentile males (Vol 1 & 2), one 5th-percentile female (Vol 3), and a Hybrid III 50th-percentile male (ATD). All subjects were seated in a far-side impact. Three low speed pulses were used: Pulse 1: a 4 g at 6 km/h, Pulse 2: 4 g/8 kph followed by a -2.5 g pulse to simulate a low curb impact, and Pulse 3: a 4 g's pulse at 10 km/h. In addition, the kinematics result from Pulse 2 was used to assess the performance of a human model. The human model was developed by TNO. RESULTS: For all three pulses, the peak head lateral displacement was greater with the 5th female (Vol 3) than the male volunteers. The ATD results in the 6 and 10 km/h pulses were comparable to the volunteers. However, in Pulse 2, the ATD motion was higher than the volunteers. CONCLUSION: The results obtained in this study suggest the Hybrid III is a somewhat conservative device for an evaluation of occupant kinematics in low-speed lateral pulses. The human model also seemed to be representative of volunteer kinematics.     

Reconstruction of crashes involving injured child occupants: the risk of serious injuries associated with sub-optimal restraint use may be reduced by better controlling occupant kinematics

OBJECTIVE: To determine whether injuries to sub-optimally restrained child occupants in real-world crashes were likely to be preventable by alternative restraint usage practices and to assess the usefulness of crash reconstruction for exploring injury mechanisms in child occupants. METHODS: Real-world crashes in which child occupants sustained significant injuries were reconstructed on a laboratory crash sled using the Hybrid III family of child dummies. Alternative restraint scenarios and cases in which children were not seriously injured were also simulated to compare dummy kinematics and dynamic responses in optimal restraint configurations. RESULTS: Restraint misuse was associated with greater motion of the dummy torso and head during crashes, often allowing contact between the child and the vehicle interior, resulting in injury. Poor pre-crash posture for a child inappropriately restrained in an adult belt appeared to worsen the geometry of the sash (shoulder) belt, resulting in a cervical injury due to direct interaction with the belt. Dynamic dummy data did not appear to discriminate between injury and non-injury cases. CONCLUSIONS: Dummy kinematics suggest that injuries in which inappropriate use and misuse were a factor were less likely if the most appropriate restraint was used correctly. Adequately controlling the head and upper body of the child occupant was seen to prevent undesirable interactions with the vehicle interior and restraint system, which were associated with injury in the real world. Neck forces and moments and injury criteria calculated from these did not predict injury reliably.     

The influence of personal protection equipment,occupant body size,and restraint system on the frontal impact responses of Hybrid III ATDs in tactical vehicles

Objective: Although advanced restraint systems, such as seat belt pretensioners and load limiters, can provide improved occupant protection in crashes, such technologies are currently not utilized in military vehicles. The design and use of military vehicles presents unique challenges to occupant safety—including differences in compartment geometry and occupant clothing and gear—that make direct application of optimal civilian restraint systems to military vehicles inappropriate. For military vehicle environments, finite element (FE) modeling can be used to assess various configurations of restraint systems and determine the optimal configuration that minimizes injury risk to the occupant. The models must, however, be validated against physical tests before implementation. The objective of this study was therefore to provide the data necessary for FE model validation by conducting sled tests using anthropomorphic test devices (ATDs). A secondary objective of this test series was to examine the influence of occupant body size (5th percentile female, 50th percentile male, and 95th percentile male), military gear (helmet/vest/tactical assault panels), seat belt type (3-point and 5-point), and advanced seat belt technologies (pretensioner and load limiter) on occupant kinematics and injury risk in frontal crashes.

Methods: In total, 20 frontal sled tests were conducted using a custom sled buck that was reconfigurable to represent both the driver and passenger compartments of a light tactical military vehicle. Tests were performed at a delta-V of 30 mph and a peak acceleration of 25 g. The sled tests used the Hybrid III 5th percentile female, 50th percentile male, and 95th percentile male ATDs outfitted with standard combat boots and advanced combat helmets. In some tests, the ATDs were outfitted with additional military gear, which included an improved outer tactical vest (IOTV), IOTV and squad automatic weapon (SAW) gunner with a tactical assault panel (TAP), or IOTV and rifleman with TAP. ATD kinematics and injury outcomes were determined for each test.

Results: Maximum excursions were generally greater in the 95th percentile male compared to the 50th percentile male ATD and in ATDs wearing TAP compared to ATDs without TAP. Pretensioners and load limiters were effective in decreasing excursions and injury measures, even when the ATD was outfitted in military gear.

Conclusions: ATD injury response and kinematics are influenced by the size of the ATD, military gear, and restraint system. This study has provided important data for validating FE models of military occupants, which can be used for design optimization of military vehicle restraint systems.     

Effectiveness of high back belt positioning booster seats in side impacts

OBJECTIVE: The objective of this study is to evaluate the potential of high back booster seats to provide effective protection to children in side impacts. METHOD: This article presents a series of side impact sled tests at a velocity change of 30.5 km/h and a peak deceleration of 15.2 g, using the Hybrid III 6-year-old dummy in two styles of commonly used high-back booster seats: a conventional polystyrene booster seat and a convertible child restraint/booster seat. A series of tests were also performed using alternative anchorage systems in combination with the boosters. Simulated side impact tests were conducted at 90 degrees and 45 degrees. RESULTS: The booster seats tested were found to be too short for the 6-year-old dummy and head contact with the side door occurred in all 90 degree tests, resulting in high HIC values. The greatest potential for achieving effective protection in side impact in this test series was observed when the convertible child restraint/booster was used in combination with a rigid anchorage system. Using this system, the body of the dummy was kept farther away from the door which resulted in a softer head impact with the side door. CONCLUSIONS: Results from this work indicate that current booster seats offer poor torso containment and no head protection for children within the recommended age range. They also showed that the level of protection provided by belt positioning booster seats can be improved through the use of rigid anchorage systems. However, for this potential to be fully realized, belt positioning booster seats must offer better containment of the occupant during the impact.     

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.     

Variations in occupant response with seat belt slack and anchor location during moderate frontal impacts

Both seat belt slack and anchor location are known to affect occupant excursion during high-speed frontal collisions, but their effects have not been studied at moderate collision severities. The goal of this study was to quantify how seat belt slack and anchor location affect occupant kinematics and kinetics in moderate severity frontal collisions. A Hybrid III 50th percentile male dummy was seated on a programmable sled and exposed to frontal collisions with a speed change of 17.5 km/h. The seat belt was adjusted either snugly or with 10 cm slack (distributed 60/40 between the shoulder and lap portions) and the anchor location was varied by adjusting the seat position either fully forward or rearward (seat travel = 13 cm). Accelerations and displacements of the head, T1 and pelvis were measured in the sagittal plane. Upper neck loads and knee displacements were also measured. Five trials were performed for each of the four combinations of belt adjustment (snug, slack) and anchor location (seat forward, seat rearward). For each trial, kinematic and kinetic response peaks were determined and then compared across conditions using ANOVAs. Peak displacements, accelerations and loads varied significantly with both seat belt slack and anchor location. Seat belt slack affected more parameters and had a larger effect than anchor location on most peak response parameters. Head displacements increased a similar amount between the snug/slack belt conditions and the rearward/forward anchor locations. Overall, horizontal head displacements increased from 23.8 cm in the snug-belt, rearward-anchor configuration to 33.9 cm in the slack-belt, forward-anchor configuration. These results demonstrated that analyses of occupant displacements, accelerations and loads during moderate frontal impacts should consider potential sources of seat belt slack and account for differences in seat belt anchor locations.     

Rear impact responses of different sized adult Hybrid III dummies

Rear impact sled tests were conducted using 5th, 50th, and 95th percentile Hybrid III dummies to evaluate proposed injury criteria. Different head restraint height (750, 800 mm) and backset (0, 50, 100 mm) positions were used to determine axial and shear forces, bending moments, and injury criteria (NIC, N(ij), and N(km)). The time sequence to attain each parameter was also determined. Three events were identified in the response. Event I was coincident with the maximum rearward motion of the torso, Event II occurred at the time of the peak upper neck flexion moment, and Event III occurred at the time of maximum rearward motion of the head. Parameters such as backset, head restraint height, seat-head restraint interaction, and anthropometry affected impact responses. Head rotations increased with increasing backset and increasing head restraint height. However, N(ij) and N(km) did not exhibit such clear trends. The 50th percentile dummy responded with consistent injury criteria values (e.g., the magnitude of the injury criteria increased with backset increase or head restraint height decrease). However, the 5th and 95th percentile dummies did not demonstrate such trends. These findings underscore the need to include subject anthropometry in addition to seat and head restraint characteristics for better assessment of rear impact responses.     

Small female rib cage fracture in frontal sled tests

Objectives: The 2 objectives of this study are to (1) examine the rib and sternal fractures sustained by small stature elderly females in simulated frontal crashes and (2) determine how the findings are characterized by prior knowledge and field data.

Methods: A test series was conducted to evaluate the response of 5 elderly (average age 76 years) female postmortem human subjects (PMHS), similar in mass and size to a 5th percentile female, in 30 km/h frontal sled tests. The subjects were restrained on a rigid planar seat by bilateral rigid knee bolsters, pelvic blocks, and a custom force-limited 3-point shoulder and lap belt. Posttest subject injury assessment included identifying rib cage fractures by means of a radiologist read of a posttest computed tomography (CT) and an autopsy. The data from a motion capture camera system were processed to provide chest deflection, defined as the movement of the sternum relative to the spine at the level of T8.

?A complementary field data investigation involved querying the NASS-CDS database over the years 1997–2012. The targeted cases involved belted front seat small female passenger vehicle occupants over 40 years old who were injured in 25 to 35 km/h delta-V frontal crashes (11 to 1 o'clock).

Results: Peak upper shoulder belt tension averaged 1,970 N (SD = 140 N) in the sled tests. For all subjects, the peak x-axis deflection was recorded at the sternum with an average of ?44.5 mm or 25% of chest depth. The thoracic injury severity based on the number and distribution of rib fractures yielded 4 subjects coded as Abbreviated Injury Scale (AIS) 3 (serious) and one as AIS 5 (critical). The NASS-CDS field data investigation of small females identified 205 occupants who met the search criteria. Rib fractures were reported for 2.7% of the female occupants.

Conclusions: The small elderly test subjects sustained a higher number of rib cage fractures than expected in what was intended to be a minimally injurious frontal crash test condition. Neither field studies nor prior laboratory frontal sled tests conducted with 50th percentile male PMHS predicted the injury severity observed. Although this was a limited study, the results justify further exploration of the risk of rib cage injury for small elderly female occupants.     

The Influence of Enhanced Side Impact Protection on Kinematics and Injury Measures of Far- or Center-Seated Children in Forward-Facing Child Restraints

Objective: To evaluate the influence of forward-facing child restraint systems’ (FFCRSs) side impact structure, such as side wings, on the head kinematics and response of a restrained, far- or center-seated 3-year-old anthropomorphic test device (ATD) in oblique sled tests.

Methods: Sled tests were conducted utilizing an FFCRS with large side wings and with the side wings removed. The CRS were attached via LATCH on 2 different vehicle seat fixtures—a small SUV rear bench seat and minivan rear bucket seat—secured to the sled carriage at 20° from lateral. Four tests were conducted on each vehicle seat fixture, 2 for each FFCRS configuration. A Q3s dummy was positioned in FFCRS according to the CRS owner's manual and FMVSS 213 procedures. The tests were conducted using the proposed FMVSS 213 side impact pulse. Three-dimensional motion cameras collected head excursion data. Relevant data collected during testing included the ATD head excursions, head accelerations, LATCH belt loads, and neck loads.

Results: Results indicate that side wings have little influence on head excursions and ATD response. The median lateral head excursion was 435 mm with side wings and 443 mm without side wings. The primary differences in head response were observed between the 2 vehicle seat fixtures due to the vehicle seat head restraint design. The bench seat integrated head restraint forced a tether routing path over the head restraint. Due to the lateral crash forces, the tether moved laterally off the head restraint reducing tension and increasing head excursion (477 mm median). In contrast, when the tether was routed through the bucket seat's adjustable head restraint, it maintained a tight attachment and helped control head excursion (393 mm median).

Conclusion: This testing illustrated relevant side impact crash circumstances where side wings do not provide the desired head containment for a 3-year-old ATD seated far-side or center in FFCRS. The head appears to roll out of the FFCRS even in the presence of side wings, which may expose the occupant to potential head impact injuries. We postulate that in a center or far-side seating configuration, the absence of door structure immediately adjacent to the CRS facilitates the rotation and tipping of the FFCRS toward the impact side and the roll-out of the head around the side wing structure. Results suggest that other prevention measures, in the form of alternative side impact structure design, FFCRS vehicle attachment, or shared protection between the FFCRS and the vehicle, may be necessary to protect children in oblique side impact crashes.     

Assessment of Bilateral Thoracic Loading on the Near-Side Occupant Due to Occupant-to-Occupant Interaction in Vehicle Crash Tests

Objective: This study aims, by means of the WorldSID 50th percentile male, to evaluate thoracic loading and injury risk to the near-side occupant due to occupant-to-occupant interaction in combination with loading from an intruding structure.

Method: Nine vehicle crash tests were performed with a 50th percentile WorldSID male dummy in the near-side (adjacent to the intruding structure) seat and a THOR or ES2 dummy in the far-side (opposite the intruding structure) seat. The near-side seated WorldSID was equipped with 6 + 6 IR-Traccs (LH and RH) in the thorax/abdomen enabling measurement of bilateral deflection. To differentiate deflection caused by the intrusion, and the deflection caused by the neighboring occupant, time history curves were analyzed. The crash tests were performed with different modern vehicles, equipped with thorax side airbags and inflatable curtains, ranging from a compact car to a large sedan, and in different loading conditions such as car-to-car, barrier, and pole tests. Lateral delta V based on vehicle tunnel acceleration and maximum residual intrusion at occupant position were used as a measurement of crash severity to compare injury measurements.

Result: In the 9 vehicle crash tests, thoracic loading, induced by the intruding structure as well as from the far-side occupant, varied due to the size and structural performance of the car as well as the severity of the crash. Peak deflection on the thoracic outboard side occurred during the first 50 ms of the event. Between 70 to 150 ms loading induced by the neighboring occupant occurred and resulted in an inboard-side peak deflection and viscous criterion. In the tests where the target vehicle lateral delta V was below 30 km/h and intrusion less than 200 mm, deflections were low on both the outboard (20–40 mm) and inboard side (10–15 mm). At higher crash severities, delta V 35 km/h and above as well as intrusions larger than 350 mm, the inboard deflections (caused by interaction to the far-side occupant) were of the same magnitude or even higher (30–70 mm) than the outboard deflections (30–50 mm).

Conclusion: A WorldSID 50th percentile male equipped with bilateral IR-Traccs can detect loading to the thorax from a neighboring occupant making injury risk assessment feasible for this type of loading. At crash severities resulting in a delta V above 35 km/h and intrusions larger than 350 mm, both the inboard deflection and VC resulted in high risks of Abbreviated Injury Scale (AIS) 3+ injury, especially for a senior occupant.     

Thoracic and lumbar spine responses in high-speed rear sled tests

Objective: This study analyzed thoracic and lumbar spine responses with in-position and out-of-position (OOP) seated dummies in 40.2 km/h (25 mph) rear sled tests with conventional and all-belts-to-seat (ABTS) seats. Occupant kinematics and spinal responses were determined with modern (≥2000 MY), older (<2000 MY), and ABTS seats.

Methods: The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap–shoulder belted in the FMVSS 208 design position or OOP, including leaning forward and leaning inboard and forward. There were 26 in-position tests with 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS and 14 OOP tests with 6 conventional and 8 ABTS seats. The dummy was fully instrumented. This study addressed the thoracic and lumbar spine responses. Injury assessment reference values are not approved for the thoracic and lumbar spine. Conservative thresholds exist. The peak responses were normalized by a threshold to compare responses. High-speed video documented occupant kinematics.

Results: The extension moments were higher in the thoracic than lumbar spine in the in-position tests. For <2000 MY seats, the thoracic extension moment was 76.8 ± 14.6% of threshold and the lumbar extension moment was 50.5 ± 17.9%. For the ≥2000 MY seats, the thoracic extension moment was 54.2 ± 26.6% of threshold and the lumbar extension moment was 49.8 ± 27.7%. ABTS seats provided similar thoracic and lumbar responses. Modern seat designs lowered thoracic and lumbar responses. For example, the 1996 Taurus had ?1,696 N anterior lumbar shear force and ?205.2 Nm extension moment. There was ?1,184 N lumbar compression force and 1,512 N tension. In contrast, the 2015 F-150 had ?500 N shear force and ?49.7 Nm extension moment. There was ?839 N lumbar compression force and 535 N tension. On average, the 2015 F-150 had 40% lower lumbar spine responses than the 1996 Taurus. The OOP tests had similar peak lumbar responses; however, they occurred later due to the forward lean of the dummy.

Conclusions: The design and performance of seats have significantly changed over the past 20 years. Modern seats use a perimeter frame allowing the occupant to pocket into the seatback. Higher and more forward head restraints allow a stronger frame because the head, neck, and torso are more uniformly supported with the seat more upright in severe rear impacts. The overall effect has been a reduction in thoracic and lumbar loads and risks for injury.     

Small Female Upper Extremity Interaction with a Deploying Side Air Bag

This paper presents a study characterizing the interaction between a deploying side air bag and a small female upper extremity. The results are based on twelve tests with small female cadavers, and fifteen tests with the instrumented SAE 5th percentile female upper extremity attached to the 5th percentile Hybrid III female dummy. The upper extremity was loaded by a deploying seat mounted thoracic side air bag in a static test environment. Three inflators were used that varied in peak pressure and pressure onset rate. Despite kinematic differences between the dummy and cadaver, the moments recorded in the cadaver and dummy were similar. Chondral and osteochondral fractures in the cadaver elbow joints were identified in seven of the twelve cadaver tests, while a simple fracture of the distal humerus head was observed in one test. A linear logistic regression analysis was performed to correlate occurrence of recorded injury and the test parameters. Injury risk functions were constructed using age, forearm acceleration, elbow moment, and air bag inflator level as variables.     

Thoracic Response and Trauma in Air Bag Deployment Tests with Out-of-Position Small Female Surrogates

The Hybrid III 5th percentile female dummy and seven small female cadavers were instrumented and tested as out-of-position drivers in static air bag deployment tests. Tank test pressure profiles were used to characterize inflator peak pressures and pressure onset rates of two production air bags and a prototype dual-stage system prior to their use in the static deployments. In the out-of-position tests, the chest of die surrogate was positioned in direct contact with the air bag module in an effort to create a worst-case loading environment for the thorax. For the cadavers, post-test radiographs and autopsy investigations identified rib fractures as the most common injury and showed that the number of fractures correlated well with maximum chest compression. The Viscous Criteria exceeded 1.0 m/s in nearly all dummy and cadaver tests but did not correlate well with the severity level of observed cadaver injury which was largely determined by hard-tissue rather than soft-tissue trauma. Statistical analysis of the injury, severity relative to the air bag and test parameters suggests that the pressure onset rate of the inflator is more important than peak pressure in determining the severity of out-of-position injuries and should be given primary consideration in inflator depowering efforts. Statistical comparison of dummy and cadaver responses indicates acceptable biofldelity of the Hybrid III small female dummy.     

Occupant responses in conventional and ABTS seats in high-speed rear sled tests

Objective: This study compared biomechanical responses of a normally seated Hybrid III dummy on conventional and all belts to seat (ABTS) seats in 40.2 km/h (25 mph) rear sled tests. It determined the difference in performance with modern (≥2000 MY) seats compared to older (<2000 MY) seats and ABTS seats.

Methods: The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap–shoulder belted in the FMVSS 208 design position. The testing included 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS seats. The dummy was fully instrumented, including head accelerations, upper and lower neck 6-axis load cells, chest acceleration, thoracic and lumbar spine load cells, and pelvis accelerations. The peak responses were normalized by injury assessment reference values (IARVs) to assess injury risks. Statistical analysis was conducted using Student's t test. High-speed video documented occupant kinematics.

Results: Biomechanical responses were lower with modern (≥2000 MY) seats than older (<2000 MY) designs. The lower neck extension moment was 32.5 ± 9.7% of IARV in modern seats compared to 62.8 ± 31.6% in older seats (P =.01). Overall, there was a 34% reduction in the comparable biomechanical responses with modern seats. Biomechanical responses were lower with modern seats than ABTS seats. The lower neck extension moment was 41.4 ± 7.8% with all MY ABTS seats compared to 32.5 ± 9.7% in modern seats (P =.07). Overall, the ABTS seats had 13% higher biomechanical responses than the modern seats.

Conclusions: Modern (≥2000 MY) design seats have lower biomechanical responses in 40.2 km/h rear sled tests than older (<2000 MY) designs and ABTS designs. The improved performance is consistent with an increase in seat strength combined with improved occupant kinematics through pocketing of the occupant into the seatback, higher and more forward head restraint, and other design changes. The methods and data presented here provide a basis for standardized testing of seats. However, a complete understanding of seat safety requires consideration of out-of-position (OOP) occupants in high-speed impacts and consideration of the much more common, low-speed rear impacts.     

A Comparison of Volunteer,BioRID P3 and Hybrid III Performance in Rear Impacts

The most important tool for testing seat-systems in rear impacts is a crash test dummy. However, investigators have noted limitations of the most commonly used dummy, the Hybrid III. The BioRID I is a step closer to a biofidelic crash test dummy, but it is not user-friendly and the straightening of the thoracic spine kyphosis is smaller than that 220of humans. To reduce these problems, a new BioRID prototype was developed, the P3. It has new neck muscle substitutes, a softer thoracic spine and a softer rubber torso than does the BioRID I.

The BioRID P3 was compared with volunteer test data in a rigid and a standard seal without head restraints. The dummy kinematic performance, pressure distribution between subject and seatback, neck loads and accelerations were compared with those of ten volunteers and a Hybrid III. The BioRID P3 provided repeatable test results and its response was very similar to that of the average volunteer in rear impacts at Δv = 9 km/h.