An Evaluation of Near- and Far-Side Occupant Responses to Low- to Moderate-Speed Side Impacts

Toney-Bolger, Megan; Sherman, Sarah; Isaacs, Jessica L.; Garman, Christina; Dibb, Alan

doi:10.4271/2020-01-1218

Cited by 4 publications

(5 citation statements)

References 32 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The neck loading experienced by the ATDs in the present study were below the IARVs and, for lower severity side impacts, comparable to published values attributed to simple physical tasks and activities of daily living. 9,11,17,18 The neck compression forces were predominantly below 1 kN, even at impact severities as high as 34.5 km/h. This implies the experimental mechanism for traumatic disc herniation, that is, significant axial compression and hyperflexion, 3,8 would not be present in side impacts of such severities.…”

Section: Discussionmentioning

confidence: 95%

“…Similarly, Mkandawire et al 10 indicated correlations between delta-V and head accelerations and neck loads during simulated lateral impact collisions with delta-Vs of 8.9–14.7 km/h. Recently, Toney-Bolger et al 18 in side impacts with delta-Vs of 6.1 and 14.0 km/h demonstrated a linear relationship between peak resultant head acceleration and HIC15 with resultant delta-V. On the contrary, no distinct relationship between neck loads or lumbar compression with delta-V was detected. The differences in the relationship between delta-V and occupant dynamics could be attributed to other factors such as impact orientation, pre-impact occupant position, dummy clearance, side-structure geometry, etc.…”

Section: Discussionmentioning

confidence: 96%

“…Toney-Bolger et al 18 evaluated occupant response and loading during side impacts with delta-Vs of 6.1 and 14.0 km/h using Hybrid III 50th-percentile ATDs. Head accelerations, upper- and lower neck forces and moments, chest accelerations, lumbar spine forces and moments, and pelvis acceleration were all found to be considerably lower than published tolerance levels for human injury and IARVs.…”

Section: Introductionmentioning

confidence: 99%

“…They indicated that the reported occupant loading in side impact collisions with a severity of less than 15 km/h (and/or 12 g ) were well below IARVs and, when reported, volunteers only occasionally presented minor transient physical complaints and no serious or permanent injuries. 18…”

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

An evaluation of occupant dynamics during moderate-to-high speed side impacts

Atarod¹

2021

Proc Inst Mech Eng H

View full text Add to dashboard Cite

The present study examined trends in occupant dynamics during side impact testing in vehicle models over the past decade. “Moderate-to-high” speed side impacts (delta-V ≥15 km/h) were analyzed. The Insurance Institute for Highway Safety (IIHS) side impact crash data was examined ( N = 126). The test procedure involved a moving deformable barrier (MDB) impacting the sides of stationary vehicles at 50.0 km/h. Instrumented 5th-percentile female SID IIs dummies were positioned in the driver and left rear passenger seats. Occupant head, neck, shoulder, torso, spine, and pelvis/femur responses (times histories, peaks, and time-to-peak values) were evaluated and compared to injury assessment reference values (IARVs). The effects of delta-V, vehicle model year, vehicle body type, and occupant seating position on dynamic responses were examined. The vehicle lateral delta-Vs ranged from 15.9 to 34.5 km/h. The MY2018-2020 demonstrated lower peak dynamics than MY2010-2013, for the driver head acceleration (53.7 ± 11.3 g vs 46.4 ± 11.6 g), shoulder lateral forces (1.7 ± 0.7 kN vs 1.5 ± 0.2 kN), average rib deflection (29.8 ± 8.3 mm vs 28.4 ± 6.2 mm), spine accelerations at T4 (51.4 ± 23.4 g vs 39.6 ± 5.9 g) and T12 (56.3 ± 18.5 g vs 45.2 ± 9.6 g), iliac forces (1.9 ± 1.0 kN vs 1.2 ± 0.9 kN), and acetabular forces (1.9 ± 0.8 kN vs 1.3 ± 0.5 kN). The driver indicated statistically higher dynamic responses than the left rear passenger. Higher wheelbase vehicles generally showed lower occupant loading than the smaller vehicles. In conclusion, a reduction in occupant loading and risks for injury was observed in vehicle models over the past decade. This provides further insight into injury mechanisms, occupant dynamics simulations, and seat/restraint design.

show abstract

Section: Discussionmentioning

confidence: 95%

Section: Discussionmentioning

confidence: 96%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

An evaluation of occupant dynamics during moderate-to-high speed side impacts

Atarod¹

2021

Proc Inst Mech Eng H

View full text Add to dashboard Cite

show abstract

“…The differences were caused by the dimensions of the human body, which are directly related to the sex of the volunteers. In the article [50,51], volunteers were used for low-speed head-on tests and low-speed side tests. The authors observed minimal differences in the displacement of individual parts of the human body in relation to male and female volunteers.…”

Section: Introductionmentioning

confidence: 99%

Comparison of Volunteers’ Head Displacement with Computer Simulation—Crash Test with Low Speed of 20 km/h

Frej

Jáskiéwicz

2022

Sensors

View full text Add to dashboard Cite

Recently, the automotive industry has used simulation programs much more often than experimental research. Computer simulations are more and more often used due to the repeatability of simulation conditions and the possibility of making modifications in simulation objects. Experimental and simulation studies carried out are aimed at developing a model of a simulation dummy adapted to both frontal and rear crash tests, taking into account changes in the moment of resistance in individual joints. The main purpose of the article is to reproduce a real crash test at a low speed of 20 km/h in a simulation program. For this purpose, a series of experimental crash tests with the participation of volunteers was carried out, and then a crash test with a dummy was simulated in the MSC ADAMS program. The experimental studies involved 100 volunteers who were divided into three percentile groups (C5, C50, C95). With the help of force sensors and a high-speed camera, crash tests of volunteers were recorded. The collected data from the force sensors made it possible to map the force in the seat belts. For low-speed crash tests, the displacement and acceleration of individual body parts of the dummy and volunteers can be measured using vision systems. The article identified head displacements of volunteers in the TEMA program based on a video analysis of a crash test film with a frequency of up to 2500 frames per second. The displacement of the simulation dummy’s head in the MSC ADAMS program in the considered crash time interval from 0.0 to 0.4 s for all three percentile groups coincided with the head displacement of the volunteers during the experimental crash test.

show abstract

Brain injury severity due to direct head contact from near-side motor vehicle collisions

Tanczos¹,

Shimada²

2021

Traffic Injury Prevention

View full text Add to dashboard Cite

An Evaluation of Near- and Far-Side Occupant Responses to Low- to Moderate-Speed Side Impacts

Cited by 4 publications

References 32 publications

An evaluation of occupant dynamics during moderate-to-high speed side impacts

An evaluation of occupant dynamics during moderate-to-high speed side impacts

Comparison of Volunteers’ Head Displacement with Computer Simulation—Crash Test with Low Speed of 20 km/h

Brain injury severity due to direct head contact from near-side motor vehicle collisions

Contact Info

Product

Resources

About