Injury risk functions for frontal oblique collisions

Objective: The objective of this article was the construction of injury risk functions (IRFs) for front row occupants in oblique frontal crashes and a comparison to IRF of nonoblique frontal crashes from the same data set.

Method: Crashes of modern vehicles from GIDAS (German In-Depth Accident Study) were used as the basis for the construction of a logistic injury risk model. Static deformation, measured via displaced voxels on the postcrash vehicles, was used to calculate the energy dissipated in the crash. This measure of accident severity was termed objective equivalent speed (oEES) because it does not depend on the accident reconstruction and thus eliminates reconstruction biases like impact direction and vehicle model year. Imputation from property damage cases was used to describe underrepresented low-severity crashes―a known shortcoming of GIDAS. Binary logistic regression was used to relate the stimuli (oEES) to the binary outcome variable (injured or not injured).

Results: IRFs for the oblique frontal impact and nonoblique frontal impact were computed for the Maximum Abbreviated Injury Scale (MAIS) 2+ and 3+ levels for adults (18–64 years). For a given stimulus, the probability of injury for a belted driver was higher in oblique crashes than in nonoblique frontal crashes. For the 25% injury risk at MAIS 2+ level, the corresponding stimulus for oblique crashes was 40 km/h but it was 64 km/h for nonoblique frontal crashes.

Conclusions: The risk of obtaining MAIS 2+ injuries is significantly higher in oblique crashes than in nonoblique crashes. In the real world, most MAIS 2+ injuries occur in an oEES range from 30 to 60 km/h.     

城市生活垃圾综合处理前分选系统设计

本文以江油市城市生活垃圾处理厂为工程实例,介绍了垃圾前分选系统中的垃圾储料车间、行车与抓斗、垃圾上料机构、双层振动筛以及人工分选平台的工艺设计参数及设计依据,并在此基础上提出了该系统的改进建议.     

A SIMPLE HYDRAULIC SIMULATOR1

ABSTRACT: A simple simulator was constructed, calibrated, programmed and used in management studies of a hydraulic system containing two pumping stations in series, connected by canals and reservoirs. The features of the model, its calibration and use are described, and comparisons between measured and computed hydraulic behavior are presented.     

Prediction of minimum ignition energy of aerosols using flame kernel modeling combined with flame front propagation theory

Flammable aerosols have created many fire and explosion hazards in the process industry, but the flammability of aerosols has not been fully understood. The minimum ignition energy has been widely used as an indicator for flammability of combustible mixtures, but the amount of experimental data on the minimum ignition energy of aerosols is very limited. In this work, the minimum ignition energy of tetralin aerosols is predicted using an integrated model. The model applies the flame front propagation theory in aerosol systems to the growth of the flame kernel, which was created during the spark discharge in the ignition process. The aerosol minimum ignition energy was defined as the minimum level of energy in the initial flame kernel to maintain the kernel temperature above the minimum ignition temperature of 1073 K specific for tetralin aerosols during the kernel growth. The minimum ignition energy obtained in the model is influenced by the fuel-air equivalence ratio and the size of the aerosol droplets. For tetralin aerosols of 40 μm diameter, E_min decreases significantly from 0.32 mJ to 4.3 × 10 e⁻³ mJ when the equivalence ratio rises from 0.57 to 1.0. For tetralin aerosols of 0.57 equivalence ratio, E_min increases from as 0.09 mJ to 0.32 mJ when the droplet diameter rises from 10 μm to 60 μm. The trends are in agreement with previous experimental observations. The method used in current work has the potential to prediction of the minimum ignition energy of aerosol.     

以珠三角典型灰霾天气为例谈资料分析方法

分析处理复杂问题需要抓住主流,以珠三角地区发生的一次典型灰霾天气过程为例讨论了抽丝剥茧的资料分析方法.这次灰霾过程同期20日左右,中亚、蒙古国与我国北方发生了当年沙尘天气影响范围最广的一次强沙尘暴过程,冷空气前锋22日凌晨到达穗港地区,但穗港两地空气质量发生了相反的变化,香港空气质量急剧恶化,气溶胶浓度超过700μg/...     

高速冲击下多胞材料细观结构中波传播规律

目的 获取安全防护结构中细观多胞材料在高速冲击下的波传播规律.方法 采用基于3D-Voronoi细观多胞结构数值仿真和基于最小二乘法的局部应变梯度法,研究细观多胞结构在高速冲击下的冲击波波阵面传播规律.通过细观多胞结构数值仿真提取的位移场数据,结合局部应变梯度法得到界面清晰的冲击波波阵面.结果 冲击端和支撑端分别诱发右行和左行冲击波波阵面.冲击波波阵面传播过程分为3个阶段,即冲击端诱发右行冲击波阶段、支撑端诱发左行冲击波且未压缩区刚性向右运动阶段和右行冲击波压缩区域与未压缩区域一体刚性向右运动阶段.通过冲击波波速的演化规律研究,分别获取了右行和左行冲击波波阵面的拉氏位置和拉氏波速,通过严格理论推导解释了右行冲击波波阵面具有恒定减加速度的结论.最后对冲击波波阵面划分阶段的合理性进行了验证.结论 基于3D-Voronoi细观多胞结构数值仿真和基于最小二乘法的局部应变梯度法可以获取界面清晰的冲击波波阵面,细观多胞结构在高速冲击下的冲击波波阵面传播规律可为安全防护结构的设计和研究提供参考依据.     

Ankle fracture patterns in drivers are associated with femoral fracture,higher BMI,and advanced age

Objective: Despite advances in vehicle safety systems, motor vehicle crashes continue to cause ankle fractures. This study attempts to provide insight into the mechanisms of injury and to identify the at-risk population groups.

Methods: A study was made of ankle fractures patients treated at an urban level 1 trauma center following motor vehicle crashes, with a concurrent analysis of a nationally representative crash data set. The national data set focused on ankle fractures in drivers involved in frontal crashes. Statistical analysis was applied to the national data set to identify factors associated with fracture risk.

Results: Malleolar fractures occurred most frequently in the driver's right foot due to pedal interaction. The majority of complex/open fractures occurred in the left foot due to interaction with the vehicle floor. These fractures occurred in association with a femoral fracture, but their broad injury pattern suggests a range of fracture causation mechanisms. The statistical analysis indicated that the risk of fracture increased with increasing driver body mass index (BMI) and age.

Conclusions: Efforts to reduce the risk of driver ankle injury should focus on right foot and pedal interaction. The range of injury patterns identified here suggest that efforts to minimize driver ankle fracture risk will likely need to consider injury tolerances for flexion, pronation/supination, and axial loading in order to capture the full range of injury mechanisms. In the clinical environment, physicians examining drivers after a frontal crash should consider those who are older or obese or who have severe femoral injury without concurrent head injury as highly suspicious for an ankle injury.     

Seat strength in rear body block tests

Purpose: This study collected and analyzed available testing of motor vehicle seat strength in rearward loading by a body block simulating the torso of an occupant. The data were grouped by single recliner, dual recliner, and all belts to seat (ABTS) seats.

Methods: The strength of seats to rearward loading has been evaluated with body block testing from 1964 to 2008. The database of available tests includes 217 single recliner, 65 dual recliner, and 18 ABTS seats. The trends in seat strength were determined by linear regression and differences between seat types were evaluated by Student's t-test. The average peak moment and force supported by the seat was determined by decade of vehicle model year (MY).

Results: Single recliner seats were used in motor vehicles in the 1960s to 1970s. The average strength was 918 ± 224 Nm (n = 26) in the 1960s and 1,069 ± 293 Nm (n = 65) in the 1980s. There has been a gradual increase in strength over time. Dual recliner seats started to phase into vehicles in the late 1980s. By the 2000s, the average strength of single recliner seats increased to 1,501 ± 335 Nm (n = 14) and dual recliner seats to 2,302 ± 699 Nm (n = 26). Dual recliner seats are significantly stronger than single recliner seats for each decade of comparison (P < .001). The average strength of ABTS seats was 4,395 ± 1,185 in-lb for 1989–2004 MY seats (n = 18). ABTS seats are significantly stronger than single or dual recliner seats (P < .001). The trend in ABTS strength is decreasing with time and converging toward that of dual recliner seats.

Conclusions: Body block testing is an quantitative means of evaluating the strength of seats for occupant loading in rear impacts. There has been an increase in conventional seat strength over the past 50 years. By the 2000s, most seats are 1,700–3,400 Nm moment strength. However, the safety of a seat is more complex than its strength and depends on many other factors.     

汽车环境风洞降雨模拟影响因素研究

目的 研究自然界降雨量与汽车环境风洞模拟降雨量之间的关系,得到中国气象条件的雨量设定经验公式,为汽车环境风洞模拟降雨量的设定提供理论依据。方法 理论分析自然界气象降雨和汽车环境风洞模拟降雨的特点和差异,研究影响汽车环境风洞模拟降雨量的因素。结果 在无风条件下,影响汽车环境风洞降雨量的因素有气象降雨量、前挡风玻璃倾角、雨滴直径和车速等。按照车速将降雨分为汽车停止和汽车行驶2种模式,提出结合中国气象条件的汽车环境风洞模拟降雨量的经验公式。结论 在相同降雨等级下,汽车停止状态下的汽车环境风洞降雨量一般大于车辆行驶状态。在气象降雨量等级为短时中雨时,行驶汽车的雨量设定值与车速呈指数增长关系。     

PE微塑料对土壤水分入渗的影响及入渗模型适宜性评价

为探究微塑料对土壤水分入渗过程的影响,通过室内土柱模拟试验,设置5组微塑料添加处理(0,1,2,4,6g/kg),研究了不同微塑料含量对湿润锋运移和累积入渗量的影响,并进一步评价了主要入渗模型在微塑料污染土壤中的适用性.结果表明,湿润锋运移速率随着微塑料含量的增加呈现出先减小后增加的特征,当含量达到T2时(微塑料含量2...