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Methods: The registry of the Finnish Road Accident (FRA) Investigation Teams was analyzed to study severe head- and eyewear-related injuries. All fatal passenger car or van accidents that occurred during the years 2009–2012 (4 years) were included (n = 734). Cases in which the driver's front airbag was deployed were subjected to analysis (n = 409). To determine the proportion of minor, potentially airbag-related eye injuries, the results were compared to the data for all new eye injury patients (n = 1,151) recorded at the Emergency Clinic of the Helsinki University Eye Hospital (HUEH) during one year, from May 1, 2011, to April 30, 2012.
Results: In the FRA data set, the unbelted drivers showed a significantly higher risk of death (odds ratio [OR] = 5.89, 95% confidence interval [CI], 3.33–10.9, P = 2.6E-12) or of sustaining head injuries (OR = 2.50, 95% CI, 1.59–3.97, P = 3.8E-5). Only 4 of the 1,151 HUEH patients were involved in a passenger car accident. In one of the crashes, the airbag operated, and the belted driver received 2 sutured eye lid wounds and showed conjunctival sugillation. No permanent eye injuries were recorded during the follow-up. The calculated annual airbag-related eye injury incidence was less than 1/1,000,000 people, 4/100,000 accidents, and 4/10,000 injured occupants.
Conclusions: Airbag-related eye injuries occurred very rarely in car accidents in cases where the occupant survived and the restraint system was appropriately used. Spectacle use did not appear to increase the risk of eye injury in restrained occupants. 相似文献
Methods: The research involved 2 methodologies. First, 1,389 face-to-face interviews were conducted with male and female adults in regional shopping plazas regarding their own and their children's restraint use in their vehicles and reasons for these attitudes and beliefs. Second, 2 on-road observation studies of adult and child restraint use were conducted by trained observers. Occupants of approximately 5,000 passenger vehicles were observed while stopped at representative signalized traffic intersections.
Results: The findings showed front seat belt use rates of between 43 and 47% for drivers and 26 to 30% for front seat passengers; rear seat belt use rates were lower. While there seemed to be some knowledge about the purpose and reasons for restraining both adults and children in suitable restraints, this failed to be confirmed in the on-road observations.
Conclusions: Reasons for these rates and findings are discussed fully, and recommendations for improving seat belt use in the Dammam Municipality are included. 相似文献
Methods: In a previous study, the lap belt and shoulder belt fit of 44 children aged 5–12 were measured in a simulated vehicle seat while varying cushion length, cushion angle, seatback angle, and belt anchorage geometry. A regression model was developed to predict lap belt fit and shoulder belt fit as a function of vehicle parameters and child stature. These regression models were applied to the stature distribution of 6- to 12-year-olds using a range of vehicle geometry data to predict the proportion of children expected to achieve good belt fit in the second-row, outboard seating positions of 46 vehicles when not using belt-positioning boosters.
Results: Across the ranges observed in vehicles, lap belt angle had the strongest effect on lap belt fit, although vehicle cushion length also contributed. Shoulder belt fit was most strongly affected by D-ring location. Vehicles with the geometric conditions most suitable for children are estimated to provide good lap belt fit for 25% of children aged 6 to 12. In 20% of vehicles, the shoulder belt is too far inboard for the target child population; 20% of vehicles are estimated to have shoulder belt fit too far outboard for children ages 6 to 12.
Conclusions: Based on this geometric analysis, the rear seats of most vehicles are unlikely to provide good lap belt fit for up to 75% of children ages 6–12. Shoulder belt fit is outside the target range for 40% of children. Consequently, children under 12 years of age are likely to experience markedly poorer belt fit when transitioning out of a booster seat. 相似文献
Methods: The data set reviewed consists of 58 frontal sled tests using several anthropomorphic test devices (ATDs) and postmortem human subjects (PMHS), restrained by different belt systems (standard belt, SB; force-limiting belt, FLB) at 2 impact severities (48 and 29 km/h). The seat belt behavior was characterized in terms of the shoulder belt force vs. belt payout behavior. A univariate linear regression was used to assess the factor significance of the occupant body mass or stature on the peak tension force and gross belt payout.
Results: With the SB, the seat belt behavior obtained by the ATDs exhibited similar force slopes regardless of the occupant size and impact severities, whereas those obtained by the PMHS were varied. Under the 48 km/h impact, the peak tension force and gross belt payout obtained by ATDs was highly correlated to the occupant stature (P =.03, P =.02) and body mass (P =.05, P =.04), though no statistical difference with the stature or body mass were noticed for the PMHS (peak force: P =.09, P =.42; gross payout: P =.40, P =.48). With the FLB under the 48 km/h impact, highly linear relationships were noticed between the occupant body mass and the peak tension force (R2 = 0.9782) and between the gross payout and stature (R2 = 0.9232) regardless of the occupant types.
Conclusions: The analysis indicated that the PMHS characteristics showed a significant influence on the belt response, whereas the belt response obtained with the ATDs was more reproducible. The potential cause included the occupant anthropometry, body mass distribution, and relative motion among body segments specific to the population variance. This study provided a primary data source to understand the biomechanical interaction of the occupant with the restraint system. Further research is necessary to consider these effects in the computational studies and optimized design of the restraint system in a more realistic manner. 相似文献