Kinematic and Injury Response of Reclined PMHS in Frontal Impacts

Richardson, Rachel; Donlon, John-Paul; Jayathirtha, Mohan; Forman, Jason; Shaw, Greg; Gepner, Bronisław; Kerrigan, Jason; Östling, Martin; Mroz, Krystoffer; Pipkorn, Bengt

doi:10.4271/2020-22-0004

Cited by 24 publications

(12 citation statements)

References 28 publications

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“…Shoulder and lap belts were both equipped with pretensioners, with time to fire set to 18 and 25ms, respectively [ 17 ]. The shoulder belt had a 3kN force limiter on the D-ring side, which is just below the peak force in Trosseille et al [ 17 ] and Richardson et al [ 15 ]. Based on simulation trials, a 30N load during 50ms was added at the beginning of the simulation to remove any belt slack and enhance the coupling with the belt.…”

Section: Methodsmentioning

confidence: 82%

“…Two acceleration pulses were used ( Fig 2 ). The first pulse used (Pulse #1) is a literature pulse: it was previously used in semi-rigid seat tests with PMHS (Uriot et al [ 12 ], Trosseille et al [ 17 ], Richardson et al [ 15 ]) and can therefore be meaningful for comparisons. Its deltaV is 50km/h and, initially, Uriot et al [ 12 ] derived this pulse from a 56km/h full-width USNCAP test by scaling it down to reduce the risk of injury in the PMHS.…”

Section: Methodsmentioning

confidence: 99%

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Effects of seat pan and pelvis angles on the occupant response in a reclined position during a frontal crash

et al. 2021

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Current highly automated vehicle concepts include reclined seat layouts that could allow occupants to relax during the drive. The main objective of this study was to investigate the effects of seat pan and pelvis angles on the kinematics and injury risk of a reclined occupant by numerical simulation of a frontal sled test. The occupant, represented by a detailed 50th percentile male human body model, was positioned on a semi-rigid seat. Three seat pan angles (5, 15, and 25 degrees from the horizontal) were used, all with a seatback angle of 40 degrees from the vertical. Three pelvis angles (60, 70, and 80 degrees from the vertical), representing a nominal and two relaxed sitting positions, were used for each seat pan angle. The model was restrained using a pre-inflated airbag and a three-point seatbelt equipped with a pretensioner and a load limiter before being subjected to two frontal crash pulses. Both model kinematic response and predicted injury risk were affected by the seat pan and the pelvis angles in a reclined seatback position. Submarining occurrence and injury risk increased with lower seat pan angle, higher pelvis angle, and acceleration pulse severity. In some cases (in particular for a 15 degrees seat pan), a small variation in seat pan or pelvis angle resulted in large differences in terms of kinematics and predicted injury. This study highlights the potential effects of the seat pan and pelvis angles for reclined occupant protection. These parameters should be assessed experimentally with volunteers to determine which combinations are most likely to be adopted for comfort and with post mortem human surrogates to confirm their significance during impact and to provide data for model validation. The sled and restraint models used in this study are provided under an open-source license to facilitate further comparisons.

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Section: Methodsmentioning

confidence: 82%

Section: Methodsmentioning

confidence: 99%

Effects of seat pan and pelvis angles on the occupant response in a reclined position during a frontal crash

et al. 2021

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“…Considering the preliminary nature of this research, as well as the fact that it is to be repeated with volunteers, the generated pulses were relatively low. In general, the volunteer tests are performed in the range of 2.5-5 g. For this reason, the crash pulse was approximated to 3-5 g. Greater crash pulse can constitute a hazard for the human body [16,28]. The values in seatback angle and crash pulse acceleration, as well as the corresponding change of velocity, are shown in Table 1.…”

Section: Methodsmentioning

confidence: 99%

“…For example, a standard 50 cc Hybrid III has a constant, unchangeable angle between the thighs and torso. Hence, a numerical investigation must be validated based on volunteer tests (which must be conducted at low speed) or with the aid of postmortem human surrogates-PMHS (various and unpredictable body postures and body reactions to the forces caused by the crash pulse), but there are insufficient data regarding this matter [26][27][28]. In general, based on the worldwide literature, a more reclined position is associated with higher lumbar spine forces, as well as increased possibility of submarining.…”

Section: Introductionmentioning

confidence: 99%

“…The sled test has shown that the distance between the seatbelt anchor and ATD hip is associated with a decrease in head injury criteria (HIC) and an increase in sternal deflection [18,56]. A volunteer test with reclined seats has proven that, apart from the altered body dynamics, reclined occupants suffer larger soft tissue deformation [28]. This could be mitigated by using belt pretensioners, but this would be achieved at the cost of greater axial spine loading [61].…”

Section: Introductionmentioning

confidence: 99%

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Influence of a Passenger Position Seating on Recline Seat on a Head Injury during a Frontal Crash

Górniak

Matla

Górniak

et al. 2022

Sensors

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Presently, most passive safety tests are performed with a precisely specified seat position and carefully seated ATD (anthropomorphic test device) dummies. Facing the development of autonomous vehicles, as well as the need for safety verification during crashes with various seat positions such research is even more urgently needed. Apart from the numerical environment, the existing testing equipment is not validated to perform such an investigation. For example, ATDs are not validated for nonstandard seatback positions, and the most accurate method of such research is volunteer tests. The study presented here was performed on a sled test rig utilizing a 50cc Hybrid III dummy according to a full factorial experiment. In addition, input factors were selected in order to verify a safe test condition for surrogate testing. The measured value was head acceleration, which was used for calculation of a head injury criterion. What was found was an optimal seat angle −117°—at which the head injury criteria had the lowest represented value. Moreover, preliminary body dynamics showed a danger of whiplash occurrence for occupants in a fully-reclined seat.

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Simulative investigation of the required level of geometrical individualization of the lumbar spines to predict fractures

Rieger,

Junge,

Cutlan

et al. 2024

Int J Legal Med

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Kinematic and Injury Response of Reclined PMHS in Frontal Impacts

Cited by 24 publications

References 28 publications

Effects of seat pan and pelvis angles on the occupant response in a reclined position during a frontal crash

Effects of seat pan and pelvis angles on the occupant response in a reclined position during a frontal crash

Influence of a Passenger Position Seating on Recline Seat on a Head Injury during a Frontal Crash

Simulative investigation of the required level of geometrical individualization of the lumbar spines to predict fractures

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