Development and validation of a modified Hybrid-III six-year-old dummy model for simulating submarining in motor-vehicle crashes

Hu, Jingwen; Klinich, Kathleen D.; Reed, Matthew P.; Kokkolaras, Michael; Rupp, Jonathan D.

doi:10.1016/j.medengphy.2011.08.013

Cited by 24 publications

(14 citation statements)

References 13 publications

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“…Wu et al [8] modified the spine biofidelity of HIII 6YO ATD by adding joint at thoracic spine region to reduce translation characteristics of cervical and lumbar spine and validation was carried out against cadaver and volunteer test reconstructions. Hu et al [9] modified 6YO HIII dummy abdomen design to simulate and predict submarining suffered by young children. Modified pelvis and abdomen geometry and material properties were incorporated to the dummy model and validation was done against sled test with modified physical dummy.…”

Section: State Of the Artmentioning

confidence: 99%

A Modified Hybrid III 6-Year-Old Dummy Head Model for Lateral Impact Assessment

Rafukka

Sahari

Aziz

et al. 2016

International Journal of Vehicular Technology

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Hybrid III six-year-old (6YO) child dummy head model was developed and validated for frontal impact assessment according to the specifications contained in Code of Federal Regulations, Title 49, Part 572.122, Subpart N by Livermore Software Technology Corporation (LSTC). This work is aimed at improving biofidelity of the head for frontal impact and also extending its application to lateral impact assessment by modifying the head skin viscoelastic properties and validating the head response using the scaled nineyear-old (9YO) child cadaver head response recently published in the literature. The modified head model was validated for two drop heights for frontal, right, and left parietal impact locations. Peak resultant acceleration of the modified head model appeared to have good correlation with scaled 9YO child cadaver head response for frontal impact on dropping from 302 mm height and fair correlation with 12.3% difference for 151 mm drop height. Right parietal peak resultant acceleration values correlate well with scaled 9YO head experimental data for 153 mm drop height, while fair correlation with 16.4% difference was noticed for 302 mm drop height. Left parietal, however, shows low biofidelity for the two drop heights as the difference in head acceleration response was within 30%. The modified head model could therefore be used to estimate injuries in vehicle crash for head parietal impact locations which cannot be measured by the current hybrid III dummy head model.

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Section: State Of the Artmentioning

confidence: 99%

A Modified Hybrid III 6-Year-Old Dummy Head Model for Lateral Impact Assessment

Rafukka

Sahari

Aziz

et al. 2016

International Journal of Vehicular Technology

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“…In the study, the vibrator driver was considered as adult male with medium height, hence, the Hybrid III 50 th male dummy model was selected (Fig. 2) to represent the male with 175 cm in height and 78 kg in weight for medium height [30]. This was conforming to the actual conditions, and the dummy model was fitted with a threepoint belt (Fig.…”

Section: Finite Element Model Of the Vibratormentioning

confidence: 99%

The Effect of Different Rollover Conditions of the Vibrator on Human Injury

Li¹,

Liu²,

Huang³

et al. 2014

TOMEJ

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Vibrator, as a crucial vehicle of oil and gas exploration, is challenged by the complex terrains. The probability of rollover accident is therefore high in bumpy terrain in which the drivers' life is seriously threatened. Finite element numerical analysis was used to study the injury of the driver's head, neck and chest in the rollover accidents of domestic KZ-28 type vibrator on different conditions. The injuries of three parts were evaluated based on the human injury criteria. Driver's safety on different rollover conditions was comparatively analyzed. The results indicated that the injury degree of human head caused by vibrator rollover accident is at a low level. In comparison with head, the human neck is more likely to be injured than head and chest. In three different rollover accidents, the injury degree of drivers on the rollover condition of the vibrator colliding with slope multiply is most serious. Besides, the results demonstrated that the safety of driver can be enhanced by the rollover protective structures of KZ-28 type vibrator. This structure requires to be improved in energy absorption and isolation buffer. In addition, the safety belt and collision angle between the cab and the ground are also significantly associated with the injury degree. This research is of guiding significance to vibrator driver for taking safety protection measures.

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“…To validate the combined seat/belt/ATD models, each of the aforementioned sled tests was reconstructed, and the model-predicted occupant responses were compared to those from the tests by both visual evaluation and objective rating method reported in our previous studies (Hu et al 2011;Wu et al 2012). The geometries of the seat and RF-CRS models were based on 3D laser scan data of the real vehicle seat and CRS.…”

Section: Model Development and Validationmentioning

confidence: 99%

“…The latest recommendations by the National Highway Traffic Safety Administration and the American Academy of Pediatrics also suggest that many children aged 8 to 12 should be using boosters, but their usage rates have not been tracked. Our recent research on occupant protection in rear seats has focused on improving protection of children who are using the vehicle belt without a booster (Hu et al 2011(Hu et al , 2012Klinich et al 2010Klinich et al , 2011Reed et al 2005Reed et al , 2006Reed et al , 2008. Belt anchorage locations for the rear seat vary widely and most rear seats are too long for most children ages 4 to 12 (Huang and Reed 2006).…”

Section: Introductionmentioning

confidence: 99%

Optimizing the Rear Seat Environment for Older Children, Adults, and Infants

Klinich

et al. 2013

Traffic Injury Prevention

Self Cite

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Objective: Our recent rear seat safety research found that more-forward and higher lap belt anchorage locations and much shorter and stiffer seat cushions can improve the protection of older children from 6 to 12 years old who are using the vehicle belt without a booster. The objective of this study was to investigate whether the optimal rear seat restraint systems for adults and infants are consistent with those for older children.Methods: We conducted sensitivity analyses and design optimizations for adults and for infants in a rear-facing child restraint system (CRS) using a set of MADYMO models, an automated simulation framework, and occupant belt-fit and posture prediction models from our previous studies. A series of 12 sled tests was also used to validate the computational models.Results: The optimal belt anchorage locations and the seat cushion length for older children, adults, and rear-facing CRS-seated infants conflict with each other. In particular, more-forward lap belt anchorage locations that prevent submarining for older children would reduce the protection to both adults and CRS-seated infants, although the protection is still acceptable based on regulated injury criteria. A shorter seat cushion could provide optimal protection to older children and adults but would significantly increase the CRS rotation.Conclusions: The findings of this study suggested that adaptive/adjustable restraint systems are necessary to simultaneously improve the rear seat occupant protection for all age groups.

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Development and validation of a modified Hybrid-III six-year-old dummy model for simulating submarining in motor-vehicle crashes

Cited by 24 publications

References 13 publications

A Modified Hybrid III 6-Year-Old Dummy Head Model for Lateral Impact Assessment

A Modified Hybrid III 6-Year-Old Dummy Head Model for Lateral Impact Assessment

The Effect of Different Rollover Conditions of the Vibrator on Human Injury

Optimizing the Rear Seat Environment for Older Children, Adults, and Infants

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