Thoracic Injury Assessment for Improved Vehicle Safety

Lemmen, Paul; Hynd, David; Carroll, Jolyon; Davidsson, Johan; Been, Bernard; Song, Eric; Steeger, Boris

doi:10.1016/j.sbspro.2012.06.1140

Cited by 4 publications

(4 citation statements)

References 0 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…López-Valdés et al 10 used cadaver experiments to study the kinematic response of the human body in oblique-angle collisions and demonstrated that these collisions increased the lateral movement of the human torso; this movement can cause fatal neck and chest injuries. Paul et al 11 indicated that chest injuries are a cause of death and serious injury in car accidents, calling for the development of new injury assessment tools. In addition, Barbat et al 12 analyzed 31 cases of frontal oblique collision tests and reported that occupant injury in a frontal oblique collision was correlated with vehicle type.…”

Section: Introductionmentioning

confidence: 99%

Study of AEB and active seat belt on driver injury in vehicle–vehicle frontal oblique crash

Li,

Lei,

Liao

et al. 2023

Sci Rep

View full text Add to dashboard Cite

The safety of vehicle occupants in oblique collision scenarios continues to pose challenges, even with the implementation of Automatic Emergency Braking (AEB) systems. While AEB reduces collision risks, studies indicate it may heighten injury risks for out-of-position (OOP) occupants. To counteract this issue, the integration of active seat belts in vehicles equipped with AEB systems is recommended. Firstly, this study established an oblique angle collision scenario post-AEB activation using data from the Chinese National Automobile Accident In-depth Investigation System (NAIS) database, analyzed through Prescan software. The dynamic response of the vehicle was examined. Following this, finite element (FE) models were validated to assess the effects of collision overlap rate, AEB braking strategy, and active seat belt pre-tensioning on occupant injuries and kinematics. Under specific collision conditions, the impact of the timing and amount of seat belt pre-tensioning, as well as airbag deployment timing on occupant injuries, was also explored. Findings revealed that a 75% collision overlap rate significantly increases driver injury risk. Active seat belts effectively mitigate injuries caused by OOP statuses during AEB interventions, with the lowest Weighted Injury Criterion (WIC) observed at a pre-tensioning time of 200 ms for active seat belts. The study further suggests that optimal results in reducing occupant injuries are achieved when active pre-tensioning seat belts are complemented by appropriately timed airbag deployment.

show abstract

Section: Introductionmentioning

confidence: 99%

Study of AEB and active seat belt on driver injury in vehicle–vehicle frontal oblique crash

Li,

Lei,

Liao

et al. 2023

Sci Rep

View full text Add to dashboard Cite

show abstract

“…Additionally, poor structural interactions in a frontal car-to-car collisions can increase the injury probability of occupants with a high overlap due to compartment deceleration pulse and a low overlap due to intrusion. According to the frontal injury statistics and previous research [16][17][18], the thorax, head, and neck have been listed as the primary body parts injured.…”

Section: Introductionmentioning

confidence: 99%

Safety Assessment and Crash Compatibility of Heavy Quadricycle under Frontal Impact Collisions

et al. 2022

View full text Add to dashboard Cite

An electric heavy quadricycle, categorized as an L7e vehicle, is an alternative solution for sustainable mobility with a lower carbon footprint and high energy consumption efficiency. However, accidental crashes of quadricycles with larger vehicle opponents can cause extensive damage to their structures and fatal injury to the occupants due to their geometry drawback in limited space in the front crumple zone. This work investigates the crashworthiness performance and safety assessment of the L7e vehicle under rigid wall crash tests and crash compatibility in car-to-car collisions with a sedan and an SUV. Crash scenarios are simulated using a nonlinear finite element analysis via LS-DYNA to evaluate structural crashworthiness and occupant injuries of a hybrid III 50th percentile male dummy. The compatible vertical alignment of the primary energy-absorbing structure substantially affects the safety of the quadricycle under a frontal crash. A secondary energy-absorbing component should be adapted to the L7e vehicle to achieve vertical alignment with different vehicle sizes. In addition, the typical rigid-wall frontal crash test at 50 kph considerably underestimates the structural damage and occupant injury of the L7e vehicle compared to car-to-car collisions. Thus, additional crash tests representing car-to-car collisions that account for the car’s smaller size and lighter mass should be included in the safety regulation for the L7e vehicle.

show abstract

“…It should be noted that the result of the complicated nature of the loads acting on the driver or passenger during a collision is the main reason for the model testing of the applied vehicle passive safety systems. In this case, there are two types of model analyzes [10][11][12]:…”

Section: Introductionmentioning

confidence: 99%

Analysis of the Head of a Simulation Crash Test Dummy with Speed Motion

et al. 2021

View full text Add to dashboard Cite

The article presents a model of an anthropometric dummy designed for low velocity crash tests, designed in ADAMS. The model consists of rigid bodies connected with special joints with appropriately selected stiffness and damping. The simulation dummy has the appropriate dimensions, shape, and mass of individual elements to suit a 50 percentile male. The purpose of this article is to draw attention to low speed crash tests. Current dummies such as THOR and Hybrid III are used for crash tests at speeds above 40 km/h. In contrast, the low-speed test dummy currently used is the BioRID-II dummy, which is mainly adapted to the whiplash test at speeds of up to 16km/h. Thus, it can be seen that there is a gap in the use of crash test dummies. There are no low-speed dummies for side and front crash tests, and there are no dummies for rear crash tests between 16 km/h and 25 km/h. Which corresponds to a collision of a passenger vehicle with a hard obstacle at a speed of 30 km/h. Therefore, in collisions with low speeds of 20 km/h, the splash airbag will probably not be activated. The article contains the results of a computer simulation at a speed of 20 km/h vehicle out in the ADAMS program. These results were compared with the experimental results of the laboratory crash test using volunteers and the Hybrid III dummy. The simulation results are the basis for building the physical model dummy. The simulation aims to reflect the greatest possible compliance of the movements of individual parts of the human body during a collision at low speed.

show abstract

Thoracic Injury Assessment for Improved Vehicle Safety

Cited by 4 publications

References 0 publications

Study of AEB and active seat belt on driver injury in vehicle–vehicle frontal oblique crash

Study of AEB and active seat belt on driver injury in vehicle–vehicle frontal oblique crash

Safety Assessment and Crash Compatibility of Heavy Quadricycle under Frontal Impact Collisions

Analysis of the Head of a Simulation Crash Test Dummy with Speed Motion

Contact Info

Product

Resources

About