The Kinematic Analysis of Occupant Excursions and Accelerations during Staged Low Speed Far-Side Lateral Vehicle-to-Vehicle Impacts

Shibata, Peggy; Roberts, Julius; Sprague, James K.; Light, Alyson; Stegemann, Jacob; Meza-Arroyo, Manuel; Capser, Shawn P.

doi:10.4271/2019-01-1030

Cited by 3 publications

(1 citation statement)

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“…The differences between the dummy responses as a result of seating position could be attributed to different lateral acceleration profiles, vehicle intrusion, occupant-to-occupant contact, or ATD contact with vehicle interior structures. 30–32…”

Section: Discussionmentioning

confidence: 99%

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: Discussionmentioning

confidence: 99%