Factors influencing the effectiveness of occupant retention under far-side impacts: A parametric study

Umale, Sagar; Yoganandan, Narayan; Pintar, Frank A.

doi:10.1016/j.jmbbm.2018.05.021

Cited by 5 publications

(3 citation statements)

References 11 publications

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Section: Methodssupporting

confidence: 68%

“…The surface-to-surface contact was used between the dummy and the seatbelt. The friction coefficient between the dummy and the seatbelt was 0.4, which was the same as that of Umale et al 15 Chest injury was indicated by chest deflection. Four measurement locations were located on the dummy's chest, which were upper left (UL), upper right (UR), lower left (LL), and lower right (LR) (Figure 2).…”

Section: Boundary Conditionssupporting

confidence: 68%

“…The study found that moving the D-ring backward in the 90° far-side impact test would result in less lateral head movement, while the opposite trend was observed in the 60° far-side impact test. Umale et al 15 studied the influence of seatbelt pretension, the D-ring positions above and behind the shoulder, and the coefficient of friction between the torso and the seatbelt on the kinematics of the far-side occupants. The study found that the backward D-ring position combined with higher seatbelt pretension and friction can reduce the occupant’s chest offset in the far-side impact and reduce the injury caused by the occupant sliding out of the restraint system, but may increase the neck and head injuries.…”

Section: Introductionmentioning

confidence: 99%

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Analysis of characteristics about far-side occupant’s chest injury during oblique side impact

Xiao

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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The chest is one of the most frequently injured body parts during a side impact. In this study, the effects of impact angle, impact speed, and D-ring position on the occupant’s chest injury in the far-side crash were analyzed. First, a model with a sled and a Test Human Occupant Restraint (THOR) dummy was established. Second, the acceleration curves with peaks of 6.6 and 9.0 g were applied to the sled. Then 12 sets of simulations with different impact angles and D-ring positions were conducted to evaluate the occupant’s chest responses. Results indicate that the peak chest deflection at Lower Left (LL) decreased by 11.6% on average, and that at Lower Right (LR) increased by 11.7% on average when the D-ring position moved backward. Meanwhile, with the D-ring position moving upward, the peak chest deflection at LL grew by 24.8% on average, while it decreased by 14.7% at LR.

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Section: Methodssupporting

confidence: 68%

Section: Boundary Conditionssupporting

confidence: 68%

Section: Introductionmentioning

confidence: 99%

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