Numerical studies concerning upper neck and head responses in frontal crashes with seat-integrated safety belts

Gavelin, Anders; Lindquist, Mats; Oldenburg, Mats

doi:10.1080/13588260701483243

Cited by 8 publications

(2 citation statements)

References 5 publications

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“…Youn 7 have used a dynamic sled test to simulate the effect of impact speeds on the risk of the cervical injury. Gavelina et al 8 have indicated the belt-webbing distribution between the lap and the shoulder belt via a slip-ring and in combination with a non-rigid seat back frame had an advantageous influence concerning the loads of the upper neck compared with a system with no belt-webbing distribution. Ge et al 9 have studied the effect of the vent hole diameter, the volume, the permeability and the inflator mass-flow rate of airbag on the bending moment, shear force and axial force of the OOP female driver neck in the frontal collision.…”

Section: Introductionmentioning

confidence: 99%

Analysis on the driver’s upper and lower neck injury in the three stages of the frontal collision

Hong

Liu

2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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According to the driver’s moving posture in the frontal collision, the movement process of the driver could be divided into the three stages. At present, the researchers mainly focused on the neck injuries in the first stage of the driver movement, seldom involve the neck injuries in the second and third stage of the driver movement. The aim of this study is to investigate the neck injuries in the three stages comprehensively to expand the protective scope of the neck. Firstly, the simulation model of the driver restraint system was developed and validated. Secondly, parametric studies were conducted to investigate the influences of the design parameters of the driver restraint system on the occurrence times and the variation trends of the upper and lower neck injuries. Finally, the driver restraint system design parameters were optimized globally using the whole injury criterion of the neck WICN. The results indicate that the driver restraint system should be designed with the moderate vent leakage coefficient, inflator mass-flow rate and fabric permeability coefficient of airbag, and the smaller recliner rotational stiffness of seatback for reducing the neck injuries. After optimization, the peak anterior shear force of lower neck F3 reduces by 27.2%, the peak extension bending moment of upper and lower neck Mupper, Mlower decline by 22.4% and 22.2% respectively, WICN decreases by 15.2%, and the other neck injury values also show a declining trend. At the moment, both the peak anterior shear force of lower neck F3 and the peak extension bending moment of lower neck Mlower appear in the second stage, the peak extension bending moment of upper neck Mupper appears in the third stage, the other neck injury values appear in the first stage.

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Section: Introductionmentioning

confidence: 99%

Analysis on the driver’s upper and lower neck injury in the three stages of the frontal collision

Hong

Liu

2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Certainly, the findings from other activities that involve postures associated to free falls [14] or positions associated to different types of transportation vehicles [25] are of interest to the typical layouts and occupant postures in railway vehicles. Some of the modelling approaches typical to automotive research, with incidence on different body parts such as lower limbs [6] or head and neck [18] are relevant to this field of application. In this sense, the project SAFEINTERIORS [3] identified the relevant injury criteria for different body parts of the railway vehicle occupant considering selected crash scenarios and interior layouts of railway vehicles and defined relevant test procedures to be used during the interior design and during interior passive safety validation of solutions.…”

Section: Introductionmentioning

confidence: 99%

Validation of a railway inline seating model for occupants injury biomechanics

Carvalho

Martins

Milho

2017

International Journal of Crashworthiness

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This paper presents the validation of a finite element model in LS-DYNA of the interior inline seating layout simulating a frontal rail impact event for which the experimental test results provide the reference for the injury biomechanics of the occupants. The representative layout consists in two rows of seats and its supporting structures modelled with nonlinear finite elements and the crash acceleration pulse that represents the impact of the railway vehicle structure is imposed in the floor of the coach. For the appropriate identification of the injury mechanisms to the occupant associated to the frontal crash analysis is used the Hybrid III 50 th percentile Anthropomorphic Testing Device, being the interaction between the occupant model and the structure characterised via penalty contact force models. The validity of the numerical model is discussed to ensure the representativeness of the analysis procedure and to identify the most relevant injury indices of the occupants. In particular the HIC is the most critical injury index for the inline seating layout, with a relative deviation of 6.2% of the simulation result with respect to the experimental test.

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A validated railway vehicle interior layout with multibody dummies and finite element seats models for crash analysis

et al. 2021

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Numerical studies concerning upper neck and head responses in frontal crashes with seat-integrated safety belts

Cited by 8 publications

References 5 publications

Analysis on the driver’s upper and lower neck injury in the three stages of the frontal collision

Analysis on the driver’s upper and lower neck injury in the three stages of the frontal collision

Validation of a railway inline seating model for occupants injury biomechanics

A validated railway vehicle interior layout with multibody dummies and finite element seats models for crash analysis

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