Hybrid III-A Biomechanically-Based Crash Test Dummy

1977 ◽  
Author(s):  
J. King Foster ◽  
James O. Kortge ◽  
Michael J. Wolanin
Keyword(s):  
Crash Test ◽  
Hybrid Iii ◽  
Crash Test Dummy

Implementation of Child Biomechanical Neck Behaviour into the Hybrid III Crash Test Dummy

2008 ◽  
Vol 1 (1) ◽  
pp. 835-845 ◽  
Author(s):  
Miroslav Tot ◽  
Tanya Kapoor ◽  
William Altenhof ◽  
Wayne Marino ◽  
Andrew Howard
Keyword(s):  
Crash Test ◽  
Hybrid Iii ◽  
Crash Test Dummy

Development and Validation of Hybrid III Crash Test Dummy

2009 ◽  
Author(s):  
Pradeep Mohan ◽  
Dhafer Marzougui ◽  
Cing-Dao Kan
Keyword(s):  
Crash Test ◽  
Hybrid Iii ◽  
Crash Test Dummy ◽  
Development And Validation

scholarly journals Upper Limb Design of an Anthropometric Crash Test Dummy for Low Impact Rates

Polymers ◽  
2020 ◽  
Vol 12 (11) ◽  
pp. 2641
Author(s):  
Marek Jaśkiewicz ◽  
Damian Frej ◽  
Dariusz Tarnapowicz ◽  
Milos Poliak
Keyword(s):  
Upper Limb ◽  
Variable Stiffness ◽  
Crash Test ◽  
Range Of Movement ◽  
Stiffness Characteristic ◽  
Hybrid Iii ◽  
Crash Test Dummy ◽  
The Moment ◽  
The Individual ◽  
Moment Of Resistance

The article presents the design of the upper limb joints of an anthropometric dummy intended for rear crash tests for low impact speeds. These joints represent the connection of the hand to the forearm, the forearm to the arm, and the arm to the shoulder. The designed joint is adapted to the construction of a dummy representing the 50th percentile male. The joints currently used on Hybrid III dummies require calibration after each crash test. The construction of the new joint ensures the appropriate strength of individual joint elements and the repeatable value of the joint characteristics without the need for frequent calibrations. The designed joints have the ability to set a variable stiffness characteristic, thanks to which it is possible to use this joint universally in dummies representing populations of other percentile sizes. The range of movement of the joints has been selected to reflect the range of mobility of the upper limb of an adult. The characteristics of the joints were compared with those used in the joints of the Hybrid III 50 percentile male dummy. Moreover, it should be noted that the constructed joints of the upper limb are made by hand; therefore, their comparison with the Hybrid III dummy shows some deviations in the moments of resistance. Making the joints with a 3D printer, taking into account the appropriate material, will ensure greater accuracy and will also result in joining the individual elements of the joint into a whole. The obtained results show slight differences between the moment of resistance in the joints of the constructed anthropometric dummy compared to the hybrid III dummy.

Lumbar Load Estimation for a MADYMO FAA Hybrid-III Scalable Dummy

2015 ◽  
Author(s):  
Y. Y. Tay ◽  
Y. Cai ◽  
H. M. Lankarani
Keyword(s):  
Sagittal Plane ◽  
Federal Aviation Administration ◽  
Crash Test ◽  
Dynamic Impact ◽  
Acceleration Pulse ◽  
Hybrid Iii ◽  
Reasonable Approach ◽  
Crash Test Dummy ◽  
Load Tolerance ◽  
Lumbar Load

The Federal Aviation Administration (FAA) has a number of regulations aimed at protecting occupants in the event of a crash. The Code of Federal Regulations, 14 CFR 25.562, describes the compliance regulation for transport category aircraft, with similar regulations for other types of aircraft in Parts 23, 27 and 29. One of the required tests is the dynamic impact with a Hybrid-II or a FAA Hybrid-III 50th percentile dummy seated on a 60-degree pitched seat, with an input deceleration/acceleration pulse acting primarily on the mid-sagittal plane of the dummy. In particular, an important compliance criterion is that the lumbar/pelvic load must be below the 1,500 lb (6,672 N) compliance limit. The objective of this study is to develop a reasonable approach to estimate the lumbar load tolerance for potential future expansion of lumbar load regulations for other dummy sizes such as an FAA Hybrid-III 5th and 95th percentile dummy. To accomplish this, the lumbar load measured with the Hybrid-II and the FAA Hybrid-III 50th percentile dummy when subjected to the 19 g rigid seat impact tests and simulations are correlated and discussed. The FAA Hybrid-III 50th percentile dummy is then scaled to the 5th and 95th percentile sizes based on GEBOD database. The dynamic behavior of the scaled FAA dummies in the 19 g sled simulation using an ideal acceleration pulse is then simulated and their corresponding lumbar loads are estimated. The dummy models utilized are obtained from the MADYMO crash test dummy database and the dynamic impact simulations are solved using the non-linear multibody dynamic solver, MADYMO. This study proposes the lumbar load tolerances for the 5th and 95th percentile sizes represented by the scaled FAA dummies by correlating their lumbar loads to the Dynamic Response Index (DRI) values. In this study, the lumbar load tolerance values for the 5th and 95th percentiles are proposed to be 870.4 lb (3,871.7 N) and 1772.9 lb (7,886.3 N), respectively. A comparison of the lumbar load tolerances proposed from this study and other sources is also presented.

scholarly journals Analysis of the Head of a Simulation Crash Test Dummy with Speed Motion

Energies ◽  
2021 ◽  
Vol 14 (5) ◽  
pp. 1476
Author(s):  
Marek Jaśkiewicz ◽  
Damian Frej ◽  
Jan Matej ◽  
Rafał Chaba
Keyword(s):  
Rigid Bodies ◽  
Crash Test ◽  
Passenger Vehicle ◽  
Low Velocity ◽  
Low Speed ◽  
Speed Test ◽  
Hybrid Iii ◽  
Crash Test Dummy ◽  
Stiffness And Damping ◽  
Crash Tests

The article presents a model of an anthropometric dummy designed for low velocity crash tests, designed in ADAMS. The model consists of rigid bodies connected with special joints with appropriately selected stiffness and damping. The simulation dummy has the appropriate dimensions, shape, and mass of individual elements to suit a 50 percentile male. The purpose of this article is to draw attention to low speed crash tests. Current dummies such as THOR and Hybrid III are used for crash tests at speeds above 40 km/h. In contrast, the low-speed test dummy currently used is the BioRID-II dummy, which is mainly adapted to the whiplash test at speeds of up to 16km/h. Thus, it can be seen that there is a gap in the use of crash test dummies. There are no low-speed dummies for side and front crash tests, and there are no dummies for rear crash tests between 16 km/h and 25 km/h. Which corresponds to a collision of a passenger vehicle with a hard obstacle at a speed of 30 km/h. Therefore, in collisions with low speeds of 20 km/h, the splash airbag will probably not be activated. The article contains the results of a computer simulation at a speed of 20 km/h vehicle out in the ADAMS program. These results were compared with the experimental results of the laboratory crash test using volunteers and the Hybrid III dummy. The simulation results are the basis for building the physical model dummy. The simulation aims to reflect the greatest possible compliance of the movements of individual parts of the human body during a collision at low speed.

scholarly journals On estimation of occupant safety in vehicular crashes into roadside obstacles using non-linear dynamic analysis

2019 ◽  
Vol 285 ◽  
pp. 00022
Author(s):  
Krzysztof Wilde ◽  
Arkadiusz Tilsen ◽  
Stanisław Burzyński ◽  
Wojciech Witkowski
Keyword(s):  
Direct Method ◽  
Passive Safety ◽  
Crash Test ◽  
European Standard ◽  
Head Injury Criterion ◽  
Linear Dynamic ◽  
Passive Safety System ◽  
Crash Test Dummy ◽  
Safety Estimation ◽  
Vehicular Crashes

The article describes a comparison of two general methods of occupants safety estimation based on a numerical examples. The so-called direct method is mainly based on the HIC (Head Injury Criterion) of a crash test dummy in a vehicle with passive safety system while the indirect method uses a European standard approach to estimate impact severity level.

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