Sled System Requirements for the Analysis of Side Impact Thoracic Injury Criteria and Occupant Protection

2001 ◽  
Author(s):  
Richard Kent ◽  
Jeff Crandall ◽  
Jon Butcher ◽  
Russell Morris
Keyword(s):  
Side Impact ◽  
Thoracic Injury ◽  
Occupant Protection ◽  
Injury Criteria ◽  
System Requirements ◽  
Sled System

Development of Side Impact Thoracic Injury Criteria and Their Application to the Modified ES-2 Dummy with Rib Extensions (ES-2re)

2003 ◽  
Author(s):  
Shashi Kuppa ◽  
Rolf H. Eppinger ◽  
Felicia Mckoy ◽  
Thuvan Nguyen ◽  
Frank A. Pintar ◽  
...  
Keyword(s):  
Side Impact ◽  
Thoracic Injury ◽  
Injury Criteria

Math-Based Performance Evaluation of an Experimental Car: Side Impact Protection

2002 ◽  
Author(s):  
Yih-Charng Deng ◽  
Chin-Hsu Lin ◽  
J. T. Wang
Keyword(s):  
Finite Element ◽  
Performance Evaluation ◽  
Side Impact ◽  
Finite Element Models ◽  
Occupant Protection ◽  
Potential Benefits ◽  
Impact Protection

This study used finite element models to assess potential benefits of selected unconventional features implemented in this study for occupant protection in side impact. These features include door lockdown, gullwing door with a corrugated aluminum panel and cross-car beams. The intrusion and intrusion velocity of the B-pillar were used as the parameters for measuring side impact protection performance. No attempt was made here to assess manufacturablity, design feasibility, mass implications or market interest.

Crash Tests and the Loads over Driver Head in Different Side Impact Cases

2016 ◽  
Vol 823 ◽  
pp. 181-186 ◽  
Author(s):  
Nicolae Ispas ◽  
Mircea Nastasoiu
Keyword(s):  
Head Injury ◽  
Real World ◽  
Traffic Accidents ◽  
Side Impact ◽  
Passive Safety ◽  
Occupant Safety ◽  
The Real ◽  
Occupant Protection ◽  
Head Injury Criterion ◽  
Crash Tests

Car occupant protection in traffic accidents is a key target of today cars manufacturers. Known as active or passive safety, many technological solutions were developing over the time for an actual better car’s occupant safety. In the real world, in traffic accidents are often involved cars from different generations with various safety historical solutions. The aims of these papers are to quantify the influences over the car driver head loads in cases of different generation of cars involved in side crashes. For each case the experimental load results can be future used to calculate Head Injury Criterion (HIC) [1]

A Numerical Analysis of Pre-Deployment Effect of Side-Impact Airbags in Reducing Occupant Injuries

2013 ◽  
Author(s):  
Yi Yang Tay ◽  
Rasoul Moradi ◽  
Hamid M. Lankarani
Keyword(s):  
Numerical Analysis ◽  
High Speed ◽  
Motor Vehicle ◽  
Side Impact ◽  
Element Analysis ◽  
Vehicle Accidents ◽  
Injury Criteria ◽  
Acceleration Sensors ◽  
Head Injury Criteria ◽  
Occupant Injuries

Side impact collisions represent the second greatest cause of fatality in motor vehicle accidents. Side-impact airbags (SABs), though not mandated by NHTSA, have been installed in recent model year vehicle due to its effectiveness in reducing passengers’ injuries and fatality rates. However, the increase in number of frontal and side airbags installed in modern vehicles has concomitantly led to the rise of airbag related injuries. A typical side-impact mechanical or electronic sensor require much higher sensitivity due to the limited crush zones making SABs deployment more lethal to out-of-position passengers and children. Appropriate pre-crash sensing needs to be utilized in order to properly restraint passengers and reduce passengers’ injuries in a vehicle collision. A typical passenger vehicle utilizes sensors to activate airbag deployment when certain crush displacement, velocity and or acceleration threshold are met. In this study, it is assumed that an ideal pre-crash sensing system such as a combination of proximity and velocity and acceleration sensors is used to govern the SAB pre-deployment algorithm. The main focus of this paper is to provide a numerical analysis of the benefit of pre-deploying SAB in lateral crashes in reducing occupant injuries. The effectiveness of SABs at low and high speed side-impact collisions are examined using numerical Anthropomorphic Test Dummy (ATD) model. Finite Element Analysis (FEA) is primarily used to evaluate this concept. Velocities ranging from 33.5mph to 50mph are used in the FEA simulations. The ATD used in this test is the ES-2re 50th percentile side-impact dummy (SID). Crucial injury criteria such as Head Injury Criteria (HIC), Thoracic Trauma Index (TTI), and thorax deflection are computed for the ATD and compared against those from a typical airbag system without pre-crash sensing. It is shown that the pre-deployment of SABs has the potential of reducing airbag parameters such as deployment velocity and rise rate that will directly contribute to reducing airbag related injuries.

scholarly journals Biomechanics of side impact: Injury criteria, aging occupants, and airbag technology

2007 ◽  
Vol 40 (2) ◽  
pp. 227-243 ◽  
Author(s):  
Narayan Yoganandan ◽  
Frank A. Pintar ◽  
Brian D. Stemper ◽  
Thomas A. Gennarelli ◽  
John A. Weigelt
Keyword(s):  
Side Impact ◽  
Injury Criteria ◽  
Impact Injury

scholarly journals Quasi-Static and Dynamic Sled Testing of Prototype Commuter Rail Passenger Seats

2008 ◽  
Author(s):  
Kristine Severson ◽  
A. Benjamin Perlman ◽  
Richard Stringfellow
Keyword(s):  
Public Transportation ◽  
Dynamic Test ◽  
Static Tests ◽  
Occupant Protection ◽  
Injury Criteria ◽  
Commuter Rail ◽  
Seat Cushions ◽  
Hybrid Iii ◽  
Male Hybrid ◽  
Test Requirements

In support of the Federal Railroad Administration’s (FRA) Railroad Equipment Safety Program, tests have been conducted on prototype commuter rail passenger seats which have been designed for improved occupant protection during commuter train accidents. Quasi-static tests were conducted to evaluate the moment versus rotation behavior of the seat back and to improve the fidelity of the finite element seat model. Dynamic sled tests were conducted with instrumented Hybrid III anthropomorphic test devices (ATDs) to evaluate occupant protection under collision conditions and to improve the fidelity of seat/occupant computer models. The three-passenger prototype seats were designed to meet the following dynamic test requirements: 1. Seats must remain attached to the test fixture. 2. Occupants must be compartmentalized between seat rows. 3. Injury criteria for the head, chest, neck and femur must be within tolerance thresholds specified by the automotive industry. 4. All seat components, including seat cushions, must remain attached. Test conditions were specified for two dynamic sled tests as follows: three forward-facing 50th percentile male Hybrid III ATDs subjected to an 8G, 250 millisecond triangular crash pulse; and three rear-facing 50th percentile male Hybrid III ATDs subjected to a 12G, 250 millisecond triangular crash pulse. The 8G crash pulse is specified in the existing American Public Transportation Association (APTA) Standard for Row-to-Row Seating in Commuter Rail Cars [1] and in the Federal Code of Regulations 49 CFR 238.233 [2], and represents nominal collision conditions. The 12G crash pulse represents the collision environment measured in the cab car during a previous full-scale train-to-train impact test of passenger rail cars incorporating crash energy management [3, 4]. The final test results indicate that all test requirements were met: the seats remained attached to the test sled; the ATDs were compartmentalized; all the injury criteria were within accepted tolerance thresholds; and all the seat cushions remained attached.

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