Biofidelity evaluation of WorldSID and ES-2re under side impact conditions with and without airbag

Kim, Taewung; Shaw, Greg; Lessley, David; Park, Gwansik; Crandall, Jeffrey Richard; Svendsen, Andy; Whitcomb, Bryant; Ayyagari, Murthy; Mishra, Prashast; Markusic, C A

doi:10.1016/j.aap.2016.02.010

Cited by 11 publications

(3 citation statements)

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“…Comparison of plate forces in rigidwall sled impact scenarios and accelerations of two thoracic vertebrae measured in PMHS (Ratingen, 2001;Wismans et al, 2005) further contrasted ATD to PMHS response. Therefore, comparison between the ATD and PMHS responses for the ATD development has been based on external kinematic metrics Kuppa, 2004;Kim, 2016). In order to compare internal, chest-deflection measurements between ATDs and PMHSs, Kuppa et al (2004) performed 38 PMHS and side-impact ATD rigid-wall sled tests.…”

Section: Introductionmentioning

confidence: 99%

“…While purely lateral impact responses between the RD and CB methods were comparable within a 5% margin, for oblique impacts the differences between the two were in the order of 300%, which was attributed to padding on the ATD rib modules and jacket (Yoganandan, 2011). Researchers agreed that direct comparison of the side-impact ATD and PMHS responses in impact positions other than purely lateral impacts is challenging, and suggested that additional studies would be needed to quantify the effect of these differences (Ratingen, 2001;Yoganandan, 2011;Wismans, 2005;Cronin, 2011;Kim, 2016;Gierczycka and Cronin, 2017).…”

Section: Introductionmentioning

confidence: 99%

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Influence of the chest compression measurement method on assessment of restraint performance in side-impact crash scenarios

Gierczycka

Cronin

2018

Journal of Biomechanics

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Side impact crashes contribute a significant number of fatal injuries (25% of road fatalities in the USA in 2016), with severe thoracic injuries diagnosed in 58% of front near-side impact occupants. Epidemiological data indicate that thoracic-only side airbags (tSABs) are not as effective as laboratory testing has suggested, and one of the reasons for this may be the use of surrogate-specific injury assessment methods, which are not directly transferable between Anthropometric Test Devices (ATDs) and Post-Mortem Human Surrogates (PMHSs). This study examines the effect of the thorax deformation measurement location and method on the predicted performance of seatbelts and tSABs in a side impact using a Human Body Model (HBM). The HBM was integrated in a vehicle and subjected to a Moving Deformable Barrier (MDB) impact at 61 km/h, with four restraint configurations: belted and unbelted, with and without a tSAB. Occupant response was assessed through chest band (CB) deformation, and as a change in distance between markers on the ribs. Multiple measurement locations in the HBM enabled direct comparison between the methods. The CB method indicated a 35% increase of chest compression due to tSAB; the rib-deflection (RD) method was not sensitive to the tSAB. The RD method predicted a 20% reduction of chest compression due to the seatbelt, but the CB-measured change was negligible. This study highlights the importance of measurement method on the response outcome and demonstrates that different outcomes may be predicted using a HBM for the same impact scenario, depending on the measurement method.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Influence of the chest compression measurement method on assessment of restraint performance in side-impact crash scenarios

Gierczycka

Cronin

2018

Journal of Biomechanics

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“…As a potential advancement of the ES-2re device and for future crashworthiness studies, since the mid to late 1990s, another midsize male dummy, termed the WorldSID-50M, has been developed. Its biofidelity has been evaluated using different methodologies (Damm et al 2006;Hautmann et al 2003;Kim et al 2016;Rhule et al 2009;Scherer et al 2009;Sunnevang et al 2011). In addition, injury risk curves have been developed using survival analyses procedures based on the recommendations of a task group formed by the International Standards Organization…”

Section: Introductionmentioning

confidence: 99%

Male and female WorldSID and post mortem human subject responses in full-scale vehicle tests

Yoganandan

Humm

Pintar

et al. 2017

Traffic Injury Prevention

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(2017) Male and female WorldSID and post mortem human subject responses in full-scale vehicle tests, Traffic Injury Prevention, 18:sup1, S136-S141, DOI: 10.1080DOI: 10. /15389588.2017 To link to this article: https://doi.org/10. 1080/15389588.2017.1304543 This article not subject to U.S. copyright law. Pole tests were performed with the male surrogate in the left front seat. Three-point belt restraints were used. Sedan-type vehicles were used from the same manufacturer with side airbags. The PMHS head was instrumented with a pyramid-shaped nine-axis accelerometer package, with angular velocity transducers on the head. Accelerometers and angular velocity transducers were secured to T1, T6, and T12 spinous processes and sacrum. Three chest bands were secured around the upper, middle, and lower thoraces. Dummy instrumentation included five infrared telescoping rods for assessment of chest compression (IR-TRACC) and a chest band at the first abdomen rib, head angular velocity transducer, and head, T1, T4, T12, and pelvis accelerometers. Results: Morphological responses of the kinematics of the head, thoracic spine, and pelvis matched in both surrogates for each pair. The peak magnitudes of the torso accelerations were lower for the dummy than for the biological surrogate. The brain rotational injury criterion (BrIC) response was the highest in the male dummy for the MDB test and PMHS. The probability of AIS3+ injuries, based on the head injury criterion, ranged from 3% to 13% for the PMHS and from 3% to 21% for the dummy from all tests. The BrIC-based metrics ranged from 0 to 21% for the biological and 0 to 48% for the dummy surrogates. The deflection profiles from the IR-TRACC sensors were unimodal. The maximum deflections from the chest band placed on the first abdominal rib were 31.7 mm and 25.4 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. The maximum deflections computed from the chest band contours at a gauge equivalent to the IR-TRACC location were 25.9 mm and 14.8 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. Other data (static vehicle deformation profiles, accelerations histories of different body regions, and chest band contours for the dummy and PMHS) are given in the appendix. Conclusions: This is the first study to compare the responses of PMHS and male and female dummies in MDB and pole tests, done using the same recent model year vehicles with side airbag and head curtain restraints. The differences between the dummy and PMHS torso accelerations suggest the need for design improvements in the WorldSID dummy. The translation-based metrics suggest low probability of head injury. As the dummy internal sensor underrecorded the peak deflection, multipoint displacement measures are therefore needed for a more accurate quantification of deflection to improve the safety assessment of occupants.

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Occupant thorax response variations due to arm position and restraint systems in side impact crash scenarios

Gierczycka

Cronin

2017

Accident Analysis & Prevention

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Biofidelity evaluation of WorldSID and ES-2re under side impact conditions with and without airbag

Cited by 11 publications

References 4 publications

Influence of the chest compression measurement method on assessment of restraint performance in side-impact crash scenarios

Influence of the chest compression measurement method on assessment of restraint performance in side-impact crash scenarios

Male and female WorldSID and post mortem human subject responses in full-scale vehicle tests

Occupant thorax response variations due to arm position and restraint systems in side impact crash scenarios

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