Lateral Air Bag Performance in CIREN Field Studies

Weber, Paul R.; Cassatta, Stephen J.; Sochor, Mark; Faust, Daniel; Fakry, Samir; Watts, Deedee; Mock, Charles; Wang, Stewart C.

doi:10.4271/2004-01-0331

Cited by 4 publications

(2 citation statements)

References 3 publications

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“…Yet, more recent GES and FARS analysis (1999–2004) suggested mortality risk reductions for occupants in SAB-equipped vehicles (McCartt and Kyrychenko, 2007). Cases studies, which first identified frontal airbag risks in the previous decade, have not yet identified consistent injury patterns which may have resulted from SAB deployment (Baur et al, 2000; Dalmotas et al, 2001; Hallman et al, 2009; Kirk and Morris, 2003; Weber et al, 2004). …”

Section: Discussionmentioning

confidence: 99%

Thoracic Injury Metrics With Side Air Bag: Stationary and Dynamic Occupants

Hallman

Yoganandan

Pintar

2010

Traffic Injury Prevention

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Objective Injury risk from side airbag deployment has been assessed using stationary out-of-position occupant test protocols. However, stationary conditions may not always represent real world environments. Therefore, the objective of the present study was to evaluate the effects of torso side airbag deployment on close-proximity occupants, comparing a stationary test protocol with dynamic sled conditions. Methods Chest compression and viscous metrics were quantified from sled tests utilizing post-mortem human specimens and computational simulations with three boundary conditions: rigid wall, ideal airbag interaction, and close-proximity airbag deployment. PMHS metrics were quantified from chestband contour reconstructions. The parametric effect of ΔV on close-proximity occupant was examined with the computational model. Results PMHS injuries suggested close-proximity occupants may sustain visceral trauma, which was not observed in occupants subjected to rigid wall or ideal airbag boundary conditions. Peak injury metrics were also elevated with close-proximity occupant relative to other boundary conditions. The computational model indicated decreasing influence of airbag on compression metrics with increasing ΔV. Airbag influence on viscous metric was greatest with close-proximity occupant at ΔV = 7.0 m/s, at which the response magnitude was greater than linear summation of metrics resulting from rigid impact and stationary close-proximity interaction. Conclusions These results suggest that stationary close-proximity occupants may not represent the only scenario of side airbag deployment harmful to the thoracoabdominal region. The sensitivity of the viscous metric and implications for visceral trauma are also discussed.

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Section: Discussionmentioning

confidence: 99%

Thoracic Injury Metrics With Side Air Bag: Stationary and Dynamic Occupants

Hallman

Yoganandan

Pintar

2010

Traffic Injury Prevention

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“…While torso airbag efficacy has been studied using real-world motor vehicle crash data from multiple datasets, inconsistent results have been reported (Braver and Kyrychenko, 2004; Kirk and Morris, 2003; McCartt and Kyrychenko, 2007; McGwin et al, 2004; Weber et al, 2004; Yoganandan et al, 2007a; Yoganandan et al, 2007b). While this may be attributable to limited sample size, the complexity of side impact may also obscure results.…”

Section: Introductionmentioning

confidence: 99%

Door velocity and occupant distance affect lateral thoracic injury mitigation with side airbag

Hallman

Yoganandan

Pintar

2011

Accident Analysis & Prevention

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The relationship between thoracic injury risk and parameters of door velocity and occupant distance was delineated in blunt lateral impact with side airbag deployment. A sled impact model was exercised with the validated MADYMO fiftieth percentile facet occupant model and a generalized finite element torso side airbag. Impact velocity was incremented from 4.0 to 9.0 m/s; occupant-airbag distance (at time of airbag activation) was incremented from 2.0 to 24.0 cm; simulations without airbag were also examined. Using compression, deflection rate, and the Viscous Criterion, airbag performance was characterized with respect to occupant injury risk at three points of interest: occupant distance of most protection, distance of greatest injury risk, and the newly defined critical distance. The occupant distance which demonstrated the most airbag protection, i.e., lowest injury risk, increased with increasing impact velocity. Greatest injury risk resulted when the occupant was nearest the airbag regardless of impact velocity. The critical distance was defined as the farthest distance at which airbag deployment exacerbated injury risk. This critical distance only varied considering chest compression, between 3 and 10 cm from the airbag, but did not vary when the Viscous Criterion were evaluated. At impact velocities less than or equal to 6 m/s, the most protective occupant location was within 2 cm of the critical distance at which the airbag became harmful. Therefore, injury mitigation with torso airbag may be more difficult to achieve at lower ΔV.

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Importance of impact boundary conditions and pre-crash arm position for the prediction of thoracic response to pendulum, side sled, and near side vehicle impacts

Gierczycka

Cronin

2021

Computer Methods in Biomechanics and Biomedical Engineering

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Lateral Air Bag Performance in CIREN Field Studies

Cited by 4 publications

References 3 publications

Thoracic Injury Metrics With Side Air Bag: Stationary and Dynamic Occupants

Thoracic Injury Metrics With Side Air Bag: Stationary and Dynamic Occupants

Door velocity and occupant distance affect lateral thoracic injury mitigation with side airbag

Importance of impact boundary conditions and pre-crash arm position for the prediction of thoracic response to pendulum, side sled, and near side vehicle impacts

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