Restrained occupants on the nonstruck side in lateral collisions

Mackay, G M; Hill, Julian; Parkin, S; Munns, J. A. R.

doi:10.1016/0001-4575(93)90054-z

Cited by 43 publications

(23 citation statements)

References 2 publications

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“…The risk of a severe head injury is twice as high when the vehicle is hit from the far side compared to the near side since in the near-side event, there is a high probability that the head will exit through the door window aperture and not strike anything. Facts from real-life crashes found in other regions of the world, US [2], UK [3,4,5] and Germany [6], support the Australian findings.…”

Section: Introductionsupporting

confidence: 59%

A cost effective far side crash simulation

Boström¹,

Fildes²,

Morris³

et al. 2003

International Journal of Crashworthiness

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Citation: BOSTROM et al, 2002. A cost effective far side crash simulation. • This is a conference paper. Abstract -According to real-life crash data, one of the most harmful events among all side impacts is when the driverhead hits the far-side door when the car is hit from the far side. There is currently no established test method to simulate a crash where such an event is at risk of occurring. In order to assess real life injuries and develop countermeasures for far side crashes, standardized cost-effective test methods are needed. This paper presents a bending bar sled-test set-up simulating a full-scale 3 o'clock far side crash. In the full scale crash-test a deformable barrier with a speed of 65 km/h struck the passenger side of a passenger car with a BioSID in the driver seat. The intrusion of the vehicle was over when the dummy hit the far side door and therefore there was no requirement to simulate intrusion rate and extent in the sled test. The remaining part of the deformed vehicle was chopped in front of the instrument panel and behind the front seats and was then fastened transversely onto a sled. The intruded passenger side was fixed and reinforced. The mid-console, the passenger door-trim and the belt system were replaced. A BioSID was placed in the driver seat according to the full scale crash and the sled impacted the chosen set of iron bars with a resulting ∆v of 24 km/h. As a result, the kinematics, accelerations and loading of the dummy were essentially the same as in the corresponding full scale crash. In conclusion, a sled test set-up can be used to assess real life injuries and in the development of dummies and countermeasures for far side crashes of similar types as considered in the paper.

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Section: Introductionsupporting

confidence: 59%

A cost effective far side crash simulation

Boström¹,

Fildes²,

Morris³

et al. 2003

International Journal of Crashworthiness

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“…Crash injury studies by Mackay, Parkin and Hill (1991) and Dalmotas (1983) have both suggested that measures to increase the degree of lateral restraint afforded non struck side occupants need to be explored. By contrast, Otte, Suren and Appel (1984) emphasised how well seat belts protected non struck side occupants " In a 90 o impact in the region of the passenger compartment, the belt wearing passenger seated opposite the impact side is saved from any interior impacts by the restraint of the belt".…”

Section: Nd Annual Proceedings Association For the Advancement Of Amentioning

confidence: 99%

“…A sled impact study of 3-point belt effectiveness by Horsch (1980) found that the torso of a Part 572 dummy escaped from the belt diagonal section at an impact angle of 60 o from straight ahead but concluded that significant kinetic energy was removed from the upper body at all angles of impact, even at 90 o from straight ahead. One consequence of this was shown by Mackay et al (1991) who emphasised the importance of chest injuries caused by seat belt loads. Faerber (1982) addressed the issue of "interaction" or a non struck side occupant moving across to strike a struck side occupant.…”

Section: Nd Annual Proceedings Association For the Advancement Of Amentioning

confidence: 99%

The Importance of Non-struck Side Occupants in Side Collisions

Frampton

Welsh

Thomas

et al. 2000

Journal of Crash Prevention and Injury Control

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In a representative sample of tow-away side collisions from the UK Midlands, one third of front seat occupants were alone, on the struck side of the car. The other two thirds were either a non struck side occupant alone or two occupants sitting together. Occupant restraint, especially in perpendicular side impacts, was a notable factor in determining injury outcome for belted non struck side occupants. With both front seats occupied, there was a reduction in AIS 2+ injury to belted non struck side occupants due to a reduction in chest and lower limb injuries. Struck side occupants sustained increased injury rates to the extremities when accompanied by a belted non struck side occupant but no notable increases in moderate to serious injury to the head, chest, abdomen or pelvis.

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“…Studies were initiated in the United Kingdom and Australia. In an early study using data gathered in Birmingham, England, from 1983–1989, 193 far-side crashes to belted occupants were examined (Mackay et al, 1991). The authors reported that contacts with the belt systems were the most frequent source of thorax and abdominal injuries, and among head injured occupants, approximately one-third came out of the belt.…”

Section: Introductionmentioning

confidence: 99%

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

Yoganandan

Halloway

Pintar

et al. 2014

Traffic Injury Prevention

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STRUCTURED ABSTRACT Objective The study was conducted to determine the association between vehicle-, crash- and demographic-related factors and injuries to front seat far-side occupants in modern environments. Methods Field data were obtained from the United States (US) National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) database, for the years 2009–2012. Inclusion factors: adult restrained front outboard seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS2+, MAIS3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, upper extremity and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Results Out of 519,195 far-side occupants, 17,715 were MAIS2+ and 4,387 were MAIS3+ level injured occupants. The mean age, stature, total body mass, and BMI were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percent level for the struck vehicle for all occupants and, MAIS2+ and MAIS3+ occupants were 19, 34 and 42 km/h, respectively. Furthermore, 73% of MAIS2+ injuries and 86% of MAIS3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS2+ and MAIS3+ injuries increased with unit increase in change in velocity, stature and age, with one exception. Odds of sustaining injuries were higher with the presence of an occupant in the front seat at the MAIS3+ level, although it was reversed at the lower level. The extent zone of 3+ increased the odds compared to the extent zones of 1 to 2 at both MAIS2+ and MAIS3+ injuries. Odds ratios and confidence interval are given. Conclusions Findings that head and thorax are more frequently injured body regions, prevalence of cranium injuries are similar at both injury severities; thoracic injuries are more prevalent at the MAIS3+ level; presence of another front seat occupant plays a role in MAIS3+ trauma; injuries continue to occur at change in velocities representative of side impact environments; mean demographic factors are close to mid-size automotive anthropometry, indicate the need to pursue this line of study. Because data were gathered from only four years, it would be important to include additional NASS-CDS database years, rescore injuries from previous years and/or analyze other international databases to reinforce these findings for advancing safety ...

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Restrained occupants on the nonstruck side in lateral collisions

Cited by 43 publications

References 2 publications

A cost effective far side crash simulation

A cost effective far side crash simulation

The Importance of Non-struck Side Occupants in Side Collisions

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

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