Occupant Kinematics and Shoulder Belt Retention in Far-Side Lateral and Oblique Collisions: A Parametric Study

Forman, Jason; López‐Valdés, Francisco J.; Lessley, David; Riley, Patrick O.; Sochor, Mark; Heltzel, Sara; Ash, Joseph; Perz, Rafał; Kent, Richard W.; Seacrist, Thomas; Arbogast, Kristy B.; Tanji, Hiromasa; Higuchi, Kenichi

doi:10.4271/2013-22-0014

Cited by 25 publications

(13 citation statements)

References 15 publications

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“…For example, both Pintar et al and Forman et al observed greater lateral excursions in oblique far-side tests than in pure-lateral tests performed under otherwise matching conditions, with human cadaver subjects (Forman et al, 2013; Pintar et al, 2007). This was attributed specifically to greater axial rotation of the torso in the oblique tests, causing sled-tested subjects to rotate around and out of the shoulder belt.…”

Section: Discussionmentioning

confidence: 97%

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

Yoganandan

Halloway

Pintar

et al. 2014

Traffic Injury Prevention

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STRUCTURED ABSTRACT Objective The study was conducted to determine the association between vehicle-, crash- and demographic-related factors and injuries to front seat far-side occupants in modern environments. Methods Field data were obtained from the United States (US) National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) database, for the years 2009–2012. Inclusion factors: adult restrained front outboard seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS2+, MAIS3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, upper extremity and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Results Out of 519,195 far-side occupants, 17,715 were MAIS2+ and 4,387 were MAIS3+ level injured occupants. The mean age, stature, total body mass, and BMI were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percent level for the struck vehicle for all occupants and, MAIS2+ and MAIS3+ occupants were 19, 34 and 42 km/h, respectively. Furthermore, 73% of MAIS2+ injuries and 86% of MAIS3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS2+ and MAIS3+ injuries increased with unit increase in change in velocity, stature and age, with one exception. Odds of sustaining injuries were higher with the presence of an occupant in the front seat at the MAIS3+ level, although it was reversed at the lower level. The extent zone of 3+ increased the odds compared to the extent zones of 1 to 2 at both MAIS2+ and MAIS3+ injuries. Odds ratios and confidence interval are given. Conclusions Findings that head and thorax are more frequently injured body regions, prevalence of cranium injuries are similar at both injury severities; thoracic injuries are more prevalent at the MAIS3+ level; presence of another front seat occupant plays a role in MAIS3+ trauma; injuries continue to occur at change in velocities representative of side impact environments; mean demographic factors are close to mid-size automotive anthropometry, indicate the need to pursue this line of study. Because data were gathered from only four years, it would be important to include additional NASS-CDS database years, rescore injuries from previous years and/or analyze other international databases to reinforce these findings for advancing safety ...

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Section: Discussionmentioning

confidence: 97%

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

Yoganandan

Halloway

Pintar

et al. 2014

Traffic Injury Prevention

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“…The model was validated from the component level, including the abdomen [ 69 ], cervical spine [ 70 , 71 ], foot and ankle [ 72 ], and head [ 73 ]. And then whole-body validation had been conducted, under far-side conditions, Katagiri et al [ 74 ] verified that the whole-body response of the GHBMC model had kinematic behavior sensitivity compared to six PMHS tests data [ 75 ], involving several parts such as the shoulder, head, pelvis, and abdomen. Under lateral sled and lateral drop conditions, Vavalle et al [ 76 ] evaluated the whole-body response of the GHBMC model in thorax, abdomen, and pelvis regions and found that thorax and abdomen regions showed a good biofidelity.…”

Section: Computational Modelsmentioning

confidence: 99%

Development and Validation of Dummies and Human Models Used in Crash Test

Xiaoming

Zhang

et al. 2018

Applied Bionics and Biomechanics

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The crash test dummy, an important tool for car crash safety tests, is of great significance to explore the injury biomechanics of the occupants and improve the safety performance of the vehicle. The article mainly consists of four parts: brief introduction of injury mechanism, early experiments for obtaining biomechanical response (animal tests, cadaver tests, and volunteer tests), and development and validation of mechanical dummies and computational models. This study finds that the current crash test dummies are generally designed based on European and American, so they have limitations on the damage prediction of other regions. Further research in the crash test dummy needs the participation of various countries in order to develop a crash test dummy that meets the national conditions of each country. Simultaneously, it is necessary to develop dummies of vulnerable groups, such as the elderly dummy and obese people dummy.

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“…The front driver tests were part of the first and second universal gold standard series used to evaluate dummy biofidelity in frontal impact (Crandall, 2013), while occupant sensitivity to various restraints was the focus of the rear passenger tests (Forman Jl et al, 2013). Head motion in these events was primarily inertia based, since neither airbag nor compartment interactions occurred.…”

Section: Head Impact Databasementioning

confidence: 99%

“…far side oblique configurations were collected. Surrogates used in the 20° condition were tested in a 2014 Hyundai Elantra Buck (Crandall, 2014), while a custom sled-buck was used for the 60° condition (Forman Jl et al, 2013). Test subjects were exposed to simulated vehicle closing speeds between (9-35) mph.…”

Section: Head Impact Databasementioning

confidence: 99%

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Development of Improved Metrics for Predicting Brain Strain in Diverse Impacts

Gabler

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An estimated 3.8 million concussions are believed to occur annually in the United States, resulting in a serious concern for helmet and automotive safety manufacturers. Tissue-level deformation is believed to be the primary mechanism for concussion; however, existing dummies used in helmet and crash testing do not directly measure brain strain. Instead, brain injury assessments are made using head kinematics. Kinematic brain injury criteria utilize a metric which relates head impact severity to a mathematical function of the velocity and/or acceleration components of translational and/or rotational head motion. Existing metrics used in helmet and crash testing are based on translational kinematics which were developed for skull fracture assessment; however, rotational motion of the head is believed to be the primary mechanism for brain strain. Although numerous rotational metrics have been proposed, many were developed using empirical methods based on limited datasets, and do not represent the mechanical principles that govern brain deformation. As a result, this renders most rotational brain injury criteria ineffective for application in a broad range of head impacts. This dissertation presents the development of two new metrics for brain injury criteria. These metrics were developed through several steps: First, existing kinematicbased metrics were compared with finite element (FE) model brain strains from simulations of head kinematics from football impacts and car crash tests. Correlations between brain strain and rotational metrics were highest, while translational metrics were least correlative. The Brain Injury Criterion (BrIC), an angular velocity-based metric proposed for government crashworthiness assessments had the highest overall correlation with FE iv strains; however, its performance was limited in longer duration events. Results from this study suggest that brain injury metrics use only on rotational head kinematics. Based on the correlation analysis, a parametric study was performed using idealized head motions and an FE model to study physics of brain deformation to rotational head motion. Results from this study revealed a resonance behavior of the brain, which was adequately described using a second order system: For short duration head motions, brain deformation was proportional to maximum angular velocity, for motions of long duration brain deformation was proportional to maximum angular acceleration. For head motions near system resonance (30-40) ms, where typical head impacts occur, brain deformations depended on both velocity and acceleration. These results explain limitations with existing rotational metrics, and were used as a basis for formulating improved metrics. The first metric presented in this dissertation is the Universal Brain Injury Criterion (UBrIC). UBrIC was formulated based on deformation response from a second order system and uses the magnitudes of head angular velocity and acceleration to predict strainbased brain injury indicators (MPS and CSDM). Relative to existing m...

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Occupant Kinematics and Shoulder Belt Retention in Far-Side Lateral and Oblique Collisions: A Parametric Study

Cited by 25 publications

References 15 publications

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

Crash Characteristics and Injury Patterns of Restrained Front Seat Occupants in Far-side Impacts

Development and Validation of Dummies and Human Models Used in Crash Test

Development of Improved Metrics for Predicting Brain Strain in Diverse Impacts

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