Response of Reclined Post Mortem Human Subjects to Frontal Impact

Wiechel, John F.; Bolte, John H.

doi:10.4271/2006-01-0674

Cited by 7 publications

(4 citation statements)

References 11 publications

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“…Our search yielded 2,249 unique studies, of which 417 studies were relevant to our objectives, 91 of the 417 relevant studies measured the kinematic variables we sought, and 63 of these studies presented or otherwise allowed access to their data (Figure 1). The 63 studies contained 999 unique volunteers exposed to 5,229 tests and 110 unique PMHSs exposed to 202 tests (Ewing et al, 1969;Ewing and Thomas, 1972;Ewing et al, 1975;Ewing et al, 1977, Ewing et al, 1978Kallieris et al, 1987;Buhrman and Perry, 1994;Margulies et al, 1998;Morris and Popper, 1999;Ono et al, 1999;Yoganandan and Pintar, 2000;Davidsson et al, 2001;Meijer et al, 2001;Fugger et al, 2002;Petitjean et al, 2002;Vezin et al, 2002;Deng and Wang, 2003;Perry et al, 2003;Siegmund et al, 2003a;Siegmund et al, 2003b;Vezin and Verriest, 2003;Doczy et al, 2004;Siegmund et al, 2004;Blouin et al, 2006;Rouhana et al, 2006;Wiechel and Bolte, 2006;Ejima et al, 2007;Pintar et al, 2007;Ejima et al, 2008;Siegmund et al, 2008;Arbogast et al, 2009;Funk et al, 2009;Lopez-Valdes et al, 2009;Siegmund and Blouin, 2009;White et al, 2009;Lopez-Valdes et al, 2010;Pintar et al, 2010;…”

Section: Resultsmentioning

confidence: 99%

The Lack of Sex, Age, and Anthropometric Diversity in Neck Biomechanical Data

Booth

Cripton

Siegmund

2021

Front. Bioeng. Biotechnol.

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Female, elderly, and obese individuals are at greater risk than male, young, and non-obese individuals for neck injury in otherwise equivalent automotive collisions. The development of effective safety technologies to protect all occupants requires high quality data from a range of biomechanical test subjects representative of the population at risk. Here we sought to quantify the demographic characteristics of the volunteers and post-mortem human subjects (PMHSs) used to create the available biomechanical data for the human neck during automotive impacts. A systematic literature and database search was conducted to identify kinematic data that could be used to characterize the neck response to inertial loading or direct head/body impacts. We compiled the sex, age, height, weight, and body mass index (BMI) for 999 volunteers and 110 PMHSs exposed to 5,431 impacts extracted from 63 published studies and three databases, and then compared the distributions of these parameters to reference data drawn from the neck-injured, fatally-injured, and general populations. We found that the neck biomechanical data were biased toward males, the volunteer data were younger, and the PMHS data were older than the reference populations. Other smaller biases were also noted, particularly within female distributions, in the height, weight, and BMI distributions relative to the neck-injured populations. It is vital to increase the diversity of volunteer and cadaveric test subjects in future studies in order to fill the gaps in the current neck biomechanical data. This increased diversity will provide critical data to address existing inequities in automotive and other safety technologies.

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Section: Resultsmentioning

confidence: 99%

The Lack of Sex, Age, and Anthropometric Diversity in Neck Biomechanical Data

Booth

Cripton

Siegmund

2021

Front. Bioeng. Biotechnol.

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“…A relaxed position increases seatback inclination compared to what is commonly referred to as reclined position and is more challenging for occupant protection (Östling et al, 2021). However, during a frontal crash, the inclined seat pan provides most of the restraining force and control of the forward movement of the lower body, thereby reducing the risk of submarining and the dependence on the lap and shoulder seatbelt (Wiechel and Bolte 2006). This added restraining force is especially important, as the relaxed position requires a seat away from the instrument panel and thereby makes it infeasible to restrain the lower body in the traditional way with a knee bolster or knee airbag as proposed in earlier studies (Ji et al, 2017;Rawska et al, 2019;Tang et al, 2020;Rawska et al, 2021).…”

Section: Introductionmentioning

confidence: 99%

Reducing Lumbar Spine Vertebra Fracture Risk With an Adaptive Seat Track Load Limiter

Östling

Lundgren²,

Lübbe³

et al. 2022

Front. Future Transp.

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In future fully automated vehicles, sleeping or resting will be desirable during a drive. While a horizontal position currently appears infeasible, a relaxed seating position with a reclined seatback and an inclined seat pan which enables a safe, comfortable position for sleeping or resting is possible. However, the inclined seat pan increases the forces and moments acting on the lumbar spine of the occupant and thereby the risk of lumbar vertebra fractures in a frontal crash. An energy management system integrated into the longitudinal seat adjustment (a seat track load limiter: STLL) that can reduce this risk should be investigated. When evaluating the injury reduction potential of a new restraint system such as a STLL it is important to include variations in both occupant size and crash severity. Otherwise, there is a risk of sub-optimizing, that is, the restraint system is only working for a limited number of situations. The restraint systems addressing these variations are normally referred to as adaptive restraint systems. The first objective of the study is to develop an activation strategy (adaptive release time of the STLL) for different crash severities and occupant sizes, making full use of the available stroke distance without bottoming out the STLL. The second objective is to evaluate the potential of the adaptive STLL to reduce the risk of lumbar vertebra fractures by comparing it to 1) a fixed seat and 2) a passive version of the STLL. Simulated frontal impacts were performed with two male SAFER human body models (HBMs) as occupant surrogates: mid-sized (80 kg and 1.8 m) and large (130 kg and 1.9 m). Three crash pulse severity levels were evaluated: low (40 km/h), medium (50 km/h), and high (56 km/h) impact speeds. The fracture risk was evaluated for the five lumbar vertebrae (L1–L5) in three different seat conditions: 1) a seat fixed to the sled, 2) a passive STLL that moves when a given force is exceeded, and 3) an adaptive STLL which moves at a time that depends on the occupant mass and crash pulse severity. The risk for lumbar vertebra fracture increased with crash pulse severity, while HBM size had no effect on risk. For all conditions, the passive STLL reduced injury risks compared to the fixed seat, and the adaptive STLL reduced risk even further.

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“…Preventing penetration motion of the pelvis into the seat cushion (Baudrit et al, 2005) and increasing seat cushion stiffness (Tang and Liu, 2012;Lundell et al, 1981;Song et al, 1993;Adomeit and Heger, 1975;Adomeit, 1979;Lövsund et al, 1993;Laporte, 2006;Faure et al, 2007;Beck et al, 2011) could decrease risk of submarining. Wiechel and Bolte (2006) had found that changing seat cushion angle could prevent submarining in reclining seat, while their tests were performed with rigid seat which was not appropriate for real conditions. Then, a study performed with real seat indicated that changing seat cushion angle could not prevent submarining (Tang and Liu, 2012).…”

Section: Introductionmentioning

confidence: 99%

Investigation of risk factors affecting injuries in reclining seat under frontal impact

Tang

Zheng

Zhou

2020

IJVS

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In autonomous vehicles, passengers often recline their seatbacks for a more comfortable posture. Such a reclined posture greatly increases risk of submarining and other injury concerns due to the unfavourable geometrical configuration of occupant, seat and seatbelt. In this paper, numerous simulations with a modified computational dummy model are proposed to analyse effects of various occupant restraint systems in frontal impact, including seatbelt, pretensioner, load limiter, locking tongue, airbag, knee bolster and so on. After the sensitivity analyses, four concepts for designing anti-submarining countermeasures are proposed: (1) increase the lap belt-topelvis friction coefficient; (2) reduce the shoulder belt force along with the use of the locking tongue; (3) increase the lap belt angle; (4) reduce the H point forward and downward displacement. Sled tests with anti-submarining countermeasures were conducted to verify the effectiveness of the anti-submarining concepts for reclining seats. Four anti-submarining countermeasures are suggested to prevent the submarining with no other auxiliary hurts: load limiter plus locking tongue, anchor pretensioners plus antisubmarining bar, seat cushion airbag, and retractor plus buckle pretensioner. This paper could give better understanding of submarining mechanism and eligible vehicle design.

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Response of Reclined Post Mortem Human Subjects to Frontal Impact

Cited by 7 publications

References 11 publications

The Lack of Sex, Age, and Anthropometric Diversity in Neck Biomechanical Data

The Lack of Sex, Age, and Anthropometric Diversity in Neck Biomechanical Data

Reducing Lumbar Spine Vertebra Fracture Risk With an Adaptive Seat Track Load Limiter

Investigation of risk factors affecting injuries in reclining seat under frontal impact

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