Submarining sensitivity across varied anthropometry in an autonomous driving system environment

Rawska, Katarzyna; Gepner, Bronisław; Kulkarni, Shubham; Chastain, Kalle; Zhu, Junjun; Richardson, Rachel; Perez-Rapela, Daniel; Forman, Jason; Kerrigan, Jason

doi:10.1080/15389588.2019.1655734

Cited by 33 publications

(11 citation statements)

References 6 publications

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“…In many vehicles today, loading the knees through interaction with the instrument panel, knee airbags or the rear of the front seat back (if seated in the rear seat), is a load path contributing to improved kinematics by reducing pelvis forward displacement. Studies have shown that knee contact with instrument panel helps to control occupant kinematics and reduce the risk of submarining (Ji et al 2017;Gepner et al 2019;Rawska et al 2019). This emphasizes the importance of further understanding how car passengers are likely to position in different seating configurations and vehicle environments, also including variations in activities.…”

Section: Discussionmentioning

confidence: 99%

Evaluation of users' experience and posture in a rotated swivel seating configuration

Bohman

Örtlund

Groth

et al. 2020

Traffic Injury Prevention

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Objective: This study aims to evaluate a car passenger's experience and actions in a rotated seat in terms of interaction with an adjacent passenger. Methods: A static user study was conducted, using a stationary test vehicle with two front row seats facing rearwards. The seats were mounted on a swivel plate which allowed inboard rotation. Thirty-two participants in 16 test pairs were grouped based on stature; short or tall. The participants within each pair knew each other. Three seating configurations were evaluated; 0 and 10 and 20 inboard rotated position of both seats. The participants were seated in each seating configuration for 10 min; 5 min they engaged in a conversation with each other and 5 min they were watching media on an Ipad mounted in front of them. Subjective data from each participant on their experiences and preferences were collected through questionnaires, and objective data on sitting postures and eye gaze were collected through video recording. Results: Ninety-two percent of the short participants preferred to sit in the 20 rotated seating configuration when watching media and 75% preferred the 20 seating configuration when engaged in conversation. Compared to short participants, the tall participants showed a relative larger spread in seating configuration preference; 15% and 30% of them preferred the reference position for media and conversation, respectively. Leg interference was common for tall participants when 20 inboard rotated. They perceived it uncomfortable and used various strategies to avoid contact, including crossing legs or feet. Time spent with mutual eye contact did not vary by seating configuration. Conclusions: This static user study shows that rotated seats could be a desired seating configuration in future autonomous vehicles for individuals who know each other. It reveals the reasons behind the preferences and the extent of desired seat rotation, showing differences between tall and short individuals. By understanding how occupant position and posture can be influenced by offering various seating configurations, the occupant can choose a comfortable position that is also safe. The leg and feet positions are raised as the body region with most variations and for which an increased understanding of influence in a crash is encouraged.

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Section: Discussionmentioning

confidence: 99%

Evaluation of users' experience and posture in a rotated swivel seating configuration

Bohman

Örtlund

Groth

et al. 2020

Traffic Injury Prevention

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“…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). However, a reclined position induces compression forces to the lumbar vertebrae because they are in line with the impact direction (Boyle et al, 2019).…”

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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“…This has a reflection in reclined position crashes. For example, according to [35][36][37], small females were prone to submarining. Moreover, according to [38,39] the pelvis angle was significantly affected by BMI (body mass index).…”

Section: Introductionmentioning

confidence: 99%

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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Submarining sensitivity across varied anthropometry in an autonomous driving system environment

Cited by 33 publications

References 6 publications

Evaluation of users' experience and posture in a rotated swivel seating configuration

Evaluation of users' experience and posture in a rotated swivel seating configuration

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

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

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