Human Occupant Kinematics in Low Speed Side Impacts

Fugger, Thomas F.; Randles, Bryan C.; Wobrock, Jesse L.; Welcher, Judson; Voss, Daniel P.; Eubanks, Jerry J.

doi:10.4271/2002-01-0020

Cited by 14 publications

(6 citation statements)

References 20 publications

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“…A time shift for onset of occupant loading existed for various body regions, in both the front and rear occupants, and is consistent with the findings of Fugger et al 29 and Furbish et al 9 Fugger et al 29 showed a time shift of acceleration onset for both near and far side occupants in “low-speed” side impacts. The lumbar region acceleration was most tightly coupled with the vehicle acceleration.…”

Section: Discussionsupporting

confidence: 86%

“…This is not consistent with “low-to-moderate speed” side impact studies where positive relationships between vehicle delta-Vs and occupant dynamics have been indicated. Fugger et al 29 demonstrated a significant relationship between increases in delta-V with increases in occupant kinematic severity for side impacts with lateral vehicle delta-Vs of 1.3–9.8 km/h. 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.…”

Section: Discussionmentioning

confidence: 99%

“…Several studies have examined the effect of occupant seating position on the dynamic responses. Fugger et al 29 showed that near sided occupants typically had higher peak accelerations and shorter pulse durations, especially when there was body contact with interior structures. Imler et al 6 in an injury risk analysis of NASS-CDS data from 1997 to 2007 concluded that near-side occupants were at an increased risk for sustaining injury to the lower extremity, abdomen, thorax, spine, and head, and far-side occupants were at increased risk for sustaining upper extremity injury.…”

Section: Discussionmentioning

confidence: 99%

“…Nonetheless, of the ATDs currently available on the market, none is specifically assessed for biofidelity in near-side impacts of severities evaluated here. 29 The use of the SID-IIs dummy allows for direct comparisons and evaluation of the data with respect to prior analyses using ATDs. Prior research has also suggested that the 50th-percentile male Hybrid III ATD, for example, sets an upper bound for the human occupant responses involved in similar collisions, providing a conservative overestimate of the injury potential in similar real-world side impacts.…”

Section: Discussionmentioning

confidence: 99%

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

Atarod¹

2021

Proc Inst Mech Eng H

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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.

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Section: Discussionsupporting

confidence: 86%

Section: Discussionmentioning

confidence: 99%

Section: Discussionmentioning

confidence: 99%

Section: Discussionmentioning

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

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“…However, such models lack the capability to predict many detailed aspects of the physical dummy performance during side crash test. The use of biomechanical-based mathematical models and anthropomorphic test devices has become more prominent in side-impact research [12][13][14][15]. The lumped mass approach by its nature cannot be readily used to model vehicles or dummies in the detail needed, so finite element method has been employed to model the dynamic response of SID [16].…”

Section: Introductionmentioning

confidence: 99%

Dynamic response of laminated automotive glazing impacted by spherical featureless headform

Zhao¹,

Dharani²,

Chai³

et al. 2006

International Journal of Crashworthiness

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During vehicle accidents, the occupant's head impacting on windshield or side window is commonly observed. Head-impact safety is a significant consideration in the design of passenger vehicles, so it is necessary to investigate the mechanical behavior of automotive glazing subjected to occupant head impact. An analytical solution based on the large-deflection plate theory is presented for the dynamic response of a laminated automotive glazing subjected to simulated head impact. The results of the analytical solution are compared with those obtained using a 3-D nonlinear finite element model. In order to understand the failure behavior of laminated automotive glazing, various geometric parameters are investigated to determine their effect on the maximum principal stress and hence failure initiation.

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Do Low-Speed Vehicle Collisions Cause Intervertebral Disc Degeneration or Herniation?

Wood¹,

Greenston²,

Bain

et al. 2018

AMA Guides® Newsletter

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Complaints of spinal pain are common after motor vehicle collisions (MVCs), and evaluators may be asked whether the collision caused permanent injury to the spine, including aggravating intervertebral disc degeneration (IDD) and/or causing a disc herniation. To determine causality, evaluators can use the AMA Guides to the Evaluation of Permanent Impairment (AMA Guides) to understand if a low-speed collision caused IDD. Injury causation analysis (ICA) is the scientific method used to analyze the mechanism and magnitude of injury for people who experience an MVC. ICA involves comparing the mechanical forces involved in the incident with the body's injury tolerance. Low back pain (LBP) is a common complaint following MVCs, but the literature regarding automobile collision testing has been compared to the body of evidence regarding real-world collision data and shows that, for low-speed impacts, any injuries are minor and self-limiting. Further, disability due to LBP was predicted by an abnormal baseline psychological test profile or a previously disputed compensation claim. The motions, forces, and accelerations generated in low-speed collisions are less than those encountered in activities of everyday living. ICA suggests that disc degeneration and disc herniations are pre-existing and are not caused by low-speed MVCs. Although the pain caused by a muscle sprain associated with a low-speed collision may prompt imaging studies that show disc pathology, these are coincidental and are not causally related.

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Human Occupant Kinematics in Low Speed Side Impacts

Cited by 14 publications

References 20 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

Dynamic response of laminated automotive glazing impacted by spherical featureless headform

Do Low-Speed Vehicle Collisions Cause Intervertebral Disc Degeneration or Herniation?

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