Occupant Restraint in Far-Side Impacts: Cadaveric and WorldSID Responses to a Far-Side Airbag

Perez-Rapela, Daniel; Donlon, John-Paul; Forman, Jason; Pipkorn, Bengt; Shurtz, Benjamin K.; Markusic, C A; Crandall, Jeff R.

doi:10.1007/s10439-020-02614-w

Cited by 8 publications

(12 citation statements)

References 10 publications

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“…, A60D4(20)) showed a similar upward trend from 0 to 120 ms, and each study group reached its respective peak deflection at about 120 ms, and then began to decline after 120 ms. The peak deflections of A60D1 (20), A60D2 (20), A60D3 (20), and A60D4(20) at LL were 27.1, 31.5, 23.1, and 26.2 mm, respectively. When the impact speed was 30 km/h, four timedeflection curves (A60D1(30), A60D2(30), A60D3(30), A60D4(30)) had similar trends to that when the impact speed was 20 km/h, but the peak increased.…”

Section: Chest Deflectionmentioning

confidence: 94%

“…Similarly, the peak deflection of A60D3(30) at LL was reduced by 3.9% compared with A60D1(30), and the peak deflection of A60D4(30) at LL was decreased by 10.7% compared with A60D2(30). When the D-ring position moved from 90 to 150 mm above the shoulder, the peak deflection at (20). The peak deflection of A60D2(30) at LL was 39.8% larger than that of A60D1(30), and the peak deflection of A60D4(30) at LL increased by 29.9% compared with A60D3(30).…”

Section: Chest Deflectionmentioning

confidence: 94%

“…The movement of the D-ring position had obvious effects on the chest deflection at LL (Figure 4). When the impact speed was 20 km/h, four time-deflection curves (A60D1 (20), A60D2…”

Section: Chest Deflectionmentioning

confidence: 99%

See 2 more Smart Citations

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: Chest Deflectionmentioning

confidence: 94%

Section: Chest Deflectionmentioning

confidence: 94%

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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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“…Crash test dummies are, however, limited in their capability to represent anatomical detail and biofidelic responses, given the requirement for physical robustness and repeatability. In addition, crash test dummies are uniaxial by design, meaning that they are developed for loading in a predefined direction, and biofidelity is restricted to this direction ( Perez-Rapela et al, 2021a ). By contrast, computational alternatives using Finite Element (FE) analysis provide the means to represent the complex morphology and non-linear material response of the human body.…”

Section: Introductionmentioning

confidence: 99%

Hello, world! VIVA+: A human body model lineup to evaluate sex-differences in crash protection

John

Klug

Kranjec

et al. 2022

Front. Bioeng. Biotechnol.

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Finite element Human Body Models are increasingly becoming vital tools for injury assessment and are expected to play an important role in virtual vehicle safety testing. With the aim of realizing models to study sex-differences seen in the injury- and fatality-risks from epidemiology, we developed models that represent an average female and an average male. The models were developed with an objective to allow tissue-based skeletal injury assessment, and thus non-skeletal organs and joints were defined with simplified characterizations to enhance computational efficiency and robustness. The model lineup comprises female and male representations of (seated) vehicle occupants and (standing) vulnerable road users, enabling the safety assessment of broader segments of the road user population. In addition, a new workflow utilized in the model development is presented. In this workflow, one model (the seated female) served as the base model while all the other models were generated as closely-linked derivative models, differing only in terms of node coordinates and mass distribution. This approach opens new possibilities to develop and maintain further models as part of the model lineup, representing different types of road users to reflect the ongoing transitions in mobility patterns (like bicyclists and e-scooter users). In this paper, we evaluate the kinetic and kinematic responses of the occupant and standing models to blunt impacts, mainly on the torso, in different directions (front, lateral, and back). The front and lateral impacts to the thorax showed responses comparable to the experiments, while the back impact varied with the location of impact (T1 and T8). Abdomen bar impact showed a stiffer load-deflection response at higher intrusions beyond 40 mm, because of simplified representation of internal organs. The lateral shoulder impact responses were also slightly stiffer, presumably from the simplified shoulder joint definition. This paper is the first in a series describing the development and validation of the new Human Body Model lineup, VIVA+. With the inclusion of an average-sized female model as a standard model in the lineup, we seek to foster an equitable injury evaluation in future virtual safety assessments.

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“…Guerrero et al 7 compared the kinematic differences between the Test Human Occupant Restraint (THOR) dummy and the Hybrid III dummy during an oblique impact and found that the THOR dummy can better reflect the chest injuries. Perez-Rapela et al 8 compared the results of the PMHS experiment with the World SID dummy experiment, and he pointed out that the World SID dummy could not reproduce the results of the PMHS experiment. Zaseck et al 9 found that if the number of the PMHS rib fractures exceeds six, the experimental results will be very inaccurate.…”

Section: Introductionmentioning

confidence: 99%

Research on characteristics of occupant’s chest responses in oblique impact

Xiao

Hou

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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The oblique impact is the second most common frontal impact, in which both the forward and lateral accelerations are applied to the occupant. It is noticed that the oblique impact is a primary source of serious injuries, in which the chest injuries are mostly fatal through the statistics of traffic accidents. This study aims to investigate the characteristics of the occupant’s chest injury in the frontal oblique impact. First, a model with a sled and a Test Human Occupant Restraint (THOR) dummy is established. Second, an acceleration curve with a peak of 9.0 g is applied to the sled. Then 11 sets of simulations with different impact angles and belt peak loads are conducted to evaluate the occupant’s chest responses. Results indicate that there is a negative correlation between belt peak force and injury outcomes, while there is a weak correlation between chest injury and impact angle. With the increase of the belt force limit, the chest deflection at Lower Left (LL) would increase by 37.9%, and the acceleration at LL would increase by 23.1%. Meanwhile, the Viscous Criterion (VC) at LL would increase by 61.4%. However, the relationship between the impact angle and injury drawn by VC and acceleration is inconsistent. Additionally, in all simulations, the maximum deflections are captured at the LL, while the maximum VCs happens at Upper Right (UR) or LL. It is demonstrated that a seatbelt with a lower peak force is friendly to the occupant’s chest under all the impact angles. This study can provide a reference to the study of chest injury in the oblique impact.

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Occupant Restraint in Far-Side Impacts: Cadaveric and WorldSID Responses to a Far-Side Airbag

Cited by 8 publications

References 10 publications

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

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

Hello, world! VIVA+: A human body model lineup to evaluate sex-differences in crash protection

Research on characteristics of occupant’s chest responses in oblique impact

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