Academic literature on the topic 'Injury criterion; crash test; pedestrian'
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Journal articles on the topic "Injury criterion; crash test; pedestrian"
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Cheng, Rui, Ye Pan, and Lian Xie. "Analysis of Vehicle-Pedestrian Accident Risk Based on Simulation Experiments." Mathematical Problems in Engineering 2022 (August 29, 2022): 1–14. http://dx.doi.org/10.1155/2022/7891232.
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Vehicle-pedestrian accidents are one of the main types of road traffic accidents in China because of their mixed traffic features. By analyzing the characteristics of vehicle-pedestrian accidents, the head injury criterion (HIC) was selected as a quantitative index of pedestrian head injury risk, and vehicle-pedestrian collision simulation tests were carried out using PC-Crash. From the collected test data, the multivariate relationship models between the HIC, vehicle speed, and collision angle were fitted for different vehicle types. A risk assessment method for vehicle-pedestrian accidents based on the HIC was proposed by the Fisher optimal segmentation algorithm. Finally, a new index for evaluating the accuracy of accident risk classification, the degree of error classification, was proposed to verify the validity of the accident risk assessment method. The results show that vehicle speed, collision angle, and vehicle type play a key role in pedestrian injury. Flat-headed vehicles are more likely to cause head injuries to pedestrians than high-headed and low-headed vehicles. Rear-end collisions cause more injuries to pedestrians than side collisions. The research results can provide guidance and a basis for accident liability determination, speed limit management, vehicle safety design, and human injury mechanism analysis.
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Hùng Anh, Lý, Dinh Bao Nguyen, and Anh Huy Nguyen. "Head injury of Vietnamese pedestrian in crash accident with SUV using numerical simulation." Science & Technology Development Journal - Engineering and Technology 3, SI2 (April 9, 2021): first. http://dx.doi.org/10.32508/stdjet.v3isi2.555.
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Crash test simulation using finite-element method is more and more popular in the automobile industry because of its feasibility and cost saving. The majority of finite element dummy models used in crash simulation are built based on anthropometrical and biomechanical data of the USA and European bodies. Thus, it is necessary to develop a scaling algorithm to scale a reference dummy size into a desired one without rebuilding the entire model. In this paper, the Hybrid III dummy model provided by LS-DYNA software is scaled to suit Vietnamese biomechanical characteristics. Then a standard criterion for head injuries called HIC is introduced. In addition, the Hybrid III dummy model is validated by comparing experimental data with simulation results obtained from computer model.
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Hùng Anh, Lý, Dinh Bao Nguyen, and Anh Huy Nguyen. "Methodology for scaling finite element dummy and validation of a Hybrid III dummy model in crashworthiness simulation." Science & Technology Development Journal - Engineering and Technology 2, SI2 (December 31, 2019): SI105—SI113. http://dx.doi.org/10.32508/stdjet.v2isi2.468.
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For study of car-pedestrian crashes, it is two common methods that can be employed: conducting crash tests with mechanical dummies and simulating car crashes on computer. The former is a traditional way and gives good results compared with real life car impact; however, its disadvantage is very expensive test equipment and generally more time-consuming than the latter because after every crash test, experimental vehicles as well as dummies need repairing to be ready for the next experiments. Therefore, crash test simulation using finite-element method is more and more popular in the automobile industry because of its feasibility and cost saving. The majority of finite element dummy models used in crash simulation. Particularly, it is popular to use Hybrid III 50th dummy model which is built based on fiftieth percentile male (equal in height and weight of the average North American). Thus, it is necessary to develop a scaling algorithm to scale a reference dummy size into a desired one without rebuilding the entire model. In this paper, the Hybrid III dummy model provided by LS-DYNA software is scaled to suit Vietnamese biomechanical characteristics. Scaling algorithm comprises dummy geometry, inertial properties and joint properties is utilized. In order to estimate level of head injury – brain concussion by using numerical simulation, the correlation between Head Injury Criterion (HIC) and Abbreviated Injury Scale (AIS) is introduced. In addition, the Hybrid III dummy model in crashworthiness simulation is presented in key frame picture. Numerical simulation approach is validated by comparing results of head acceleration and HIC obtain from this study with experimental data and numerical simulation results in other publication
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Carollo, Filippo, Gabriele Virzì Mariotti, Vincenzo Naso, and Salvatore Golfo. "Head, chest and femur injury in teenage pedestrian–SUV crash; mass influence on the speeds." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 4 (February 5, 2018): 790–809. http://dx.doi.org/10.1177/0954407017753803.
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This work studies the teenage pedestrian–sport utility vehicle (SUV) crash; injury to the vital parts of the body, such as the head and chest, and to the femur is evaluated. More advanced injury criteria are applied, as provided in the rules. The multibody technique is applied by making use of SimWise software and of the teenager anthropomorphic model, the use of which is now consolidated. Head injury criterion (HIC) is used for the head, thoracic trauma index (TTI) criterion for the thorax in the case of side impact and 3 ms criterion in the case of frontal impact, while the force criterion is used for the femur. Both the TTI and femur load evaluation require non-substantial modifications of the dummy, by insertion of sensors for the measurement of the acceleration of the 4th rib and the 12th vertebra and two very thin plates at the knees for the correct individuation of the contact point with the vehicle bumper. Particular attention is paid to the front shape of the vehicle, concluding that the SUV examined in this paper is less dangerous than the sedan studied in a previous work, since its frontal dimensions (bonnet angle, bumper height and bonnet height) are more advantageous. However the teenage pedestrian in a lateral position is less prone to injuries in the head and chest, with respect to the frontal position; the pedestrian’s position has little influence on femur damage. Furthermore, the braking of the vehicle reduces the possibility of crash fatality. In conclusion, a theoretical approach is shown, to highlight the influence of the vehicle mass on the pedestrian speed after the impact.
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Nursherida, J. Mai, Sahari B. Barkawi, A. A. Nuraini, Aidy Ali, A. A. Faieza, Tuan Hafandi Tuan Ismail, Azim Azizi, et al. "Performance of Hood System and Head Injury Criteria Subjected to Frontal Impacts." Applied Mechanics and Materials 165 (April 2012): 270–74. http://dx.doi.org/10.4028/www.scientific.net/amm.165.270.
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The aim of this study is to analyze the effect of steel and composite material on pedestrian head injury criteria of hood system. The hood is made of mild steel and aluminum, e-glass/epoxy composite and carbon epoxy composite are studied and characterized by impact modeling using LS-DYNA V971 in accordance with United States New Car Assessment Program (US-NCAP) frontal impact velocity and based on European Enhanced Vehicle-safety Committee. The most important variable of this structure are mass, material, internal energy, and Head Injury Criterion (HIC). The results are compared with hood made of mild steel. Three types of materials are used which consists of mild steel as reference materials, Aluminum AA5182, E-glass/epoxy composite and carbon fiber/epoxy composite with four different fiber configurations. The in-plane failure behaviors of the composites were evaluated by using Tsai Wu failure criterion. The results for the composite materials are compared to that of steel to find the best material with lowest HIC values. In order to evaluate the protective performance of the baseline hood, the Finite Element models of 50th percentile an adult pedestrian dummy is used in parallel to impact the hood. It was found that aluminum AA5182 hood can reduce the Head Injury Criterion (HIC) by comparing with the baseline hood. For pedestrian crash, it is observed that Aluminum AA5182 hood gave the lowest HIC value with 549.70 for HIC15 and 883.00 for HIC36 followed by steel hood with 657.40 for HIC15 and 980.90 for HIC36, e-glass/epoxy composite hood with 639.60 for HIC15 and 921.70 for HIC36 and carbon/epoxy composite hood with 1197.00 for HIC15 and 1424.00 for HIC36.
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Komol, Md Mostafizur Rahman, Md Mahmudul Hasan, Mohammed Elhenawy, Shamsunnahar Yasmin, Mahmoud Masoud, and Andry Rakotonirainy. "Crash severity analysis of vulnerable road users using machine learning." PLOS ONE 16, no. 8 (August 5, 2021): e0255828. http://dx.doi.org/10.1371/journal.pone.0255828.
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Road crash fatality is a universal problem of the transportation system. A massive death toll caused annually due to road crash incidents, and among them, vulnerable road users (VRU) are endangered with high crash severity. This paper focuses on employing machine learning-based classification approaches for modelling injury severity of vulnerable road users—pedestrian, bicyclist, and motorcyclist. Specifically, this study aims to analyse critical features associated with different VRU groups—for pedestrian, bicyclist, motorcyclist and all VRU groups together. The critical factor of crash severity outcomes for these VRU groups is estimated in identifying the similarities and differences across different important features associated with different VRU groups. The crash data for the study is sourced from the state of Queensland in Australia for the years 2013 through 2019. The supervised machine learning algorithms considered for the empirical analysis includes the K-Nearest Neighbour (KNN), Support Vector Machine (SVM) and Random Forest (RF). In these models, 17 distinct road crash parameters are considered as input features to train models, which originate from road user characteristics, weather and environment, vehicle and driver condition, period, road characteristics and regions, traffic, and speed jurisdiction. These classification models are separately trained and tested for individual and unified VRU to assess crash severity levels. Afterwards, model performances are compared with each other to justify the best classifier where Random Forest classification models for all VRU modes are found to be comparatively robust in test accuracy: (motorcyclist: 72.30%, bicyclist: 64.45%, pedestrian: 67.23%, unified VRU: 68.57%). Based on the Random Forest model, the road crash features are ranked and compared according to their impact on crash severity classification. Furthermore, a model-based partial dependency of each road crash parameters on the severity levels is plotted and compared for each individual and unified VRU. This clarifies the tendency of road crash parameters to vary with different VRU crash severity. Based on the outcome of the comparative analysis, motorcyclists are found to be more likely exposed to higher crash severity, followed by pedestrians and bicyclists.
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Lee, Tae-Hoon, Gun-Ha Yoon, Moon-Sik Han, and Seung-Bok Choi. "Shock mitigation of pedestrians from sports utility vehicles impact using active pop-up and extended hood mechanisms: experimental work." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 12 (October 24, 2017): 1573–83. http://dx.doi.org/10.1177/0954407017732641.
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This paper presents experimental results of shock mitigation of pedestrians from a frontal crash with a sports utility vehicle (SUV) by utilizing new active hood mechanisms; pop-up hood and extended hood. The pop-up hood mechanism to protect a pedestrian colliding with the hood area of a SUV is proposed and manufactured. Then, the deployment completion time of a whole active hood lift system, which significantly affects the injury sustained is measured and a headform impact test on the hood system is performed to evaluate shock mitigation of the pedestrian head impact. It is shown that using the proposed pop-up hood mechanism, the pedestrian head injury value can be reduced on the hood impact area for both children and adults. In addition, in this work the newly proposed extended hood mechanism is manufactured by considering beneficial aspects of relatively large-sized SUVs to protect pedestrians from collision with the windshield area. It is demonstrated that the proposed extended hood system can provide a much better protection effect for pedestrians compared to direct collision with the windshield only.
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Wilde, Krzysztof, Arkadiusz Tilsen, Stanisław Burzyński, and Wojciech Witkowski. "On estimation of occupant safety in vehicular crashes into roadside obstacles using non-linear dynamic analysis." MATEC Web of Conferences 285 (2019): 00022. http://dx.doi.org/10.1051/matecconf/201928500022.
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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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Górniak, Aleksander, Jędrzej Matla, Wanda Górniak, Monika Magdziak-Tokłowicz, Konrad Krakowian, Maciej Zawiślak, Radosław Włostowski, and Jacek Cebula. "Influence of a Passenger Position Seating on Recline Seat on a Head Injury during a Frontal Crash." Sensors 22, no. 5 (March 4, 2022): 2003. http://dx.doi.org/10.3390/s22052003.
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Presently, most passive safety tests are performed with a precisely specified seat position and carefully seated ATD (anthropomorphic test device) dummies. Facing the development of autonomous vehicles, as well as the need for safety verification during crashes with various seat positions such research is even more urgently needed. Apart from the numerical environment, the existing testing equipment is not validated to perform such an investigation. For example, ATDs are not validated for nonstandard seatback positions, and the most accurate method of such research is volunteer tests. The study presented here was performed on a sled test rig utilizing a 50cc Hybrid III dummy according to a full factorial experiment. In addition, input factors were selected in order to verify a safe test condition for surrogate testing. The measured value was head acceleration, which was used for calculation of a head injury criterion. What was found was an optimal seat angle −117°—at which the head injury criteria had the lowest represented value. Moreover, preliminary body dynamics showed a danger of whiplash occurrence for occupants in a fully-reclined seat.
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Grzebieta, Raphael, Mike Bambach, and Andrew McIntosh. "Motorcyclist Impacts into Roadside Barriers." Transportation Research Record: Journal of the Transportation Research Board 2377, no. 1 (January 2013): 84–91. http://dx.doi.org/10.3141/2377-09.
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This paper reports on a study that reviewed the European Standard EN 1317-8 for motorists crashing into barriers and the relevance to Australian motorcycle fatalities. The data collection and analysis of 78 Australian motorcyclist-into-barrier fatalities described here were used to justify the review. In Australia each year approximately 15 motorcyclists die from striking a road safety barrier. A retrospective analysis of the fatalities during 2001 to 2006 (n = 78) was carried out. Consistent with European findings, approximately half the motorcyclists were in the upright posture when they struck the barrier, whereas half slid into the barrier. The mean precrash speed was 100.8 km/h, and the mean impact angle was 15.48. The areas of the body that were injured were similar across different barrier types (concrete, wire rope, and W-beam) and crash postures. The thorax area had the highest incidence of injury and maximum injury in fatal motorcycle crashes into barriers; the head area had the second-highest incidence of injury. Moreover, thorax and pelvis injuries had a greater association with sliding crashes than with those in the upright posture. The existing European Standard EN 1317-8 addresses only the sliding mechanism, uses a head injury criterion, and does not specify any thorax injury criterion. It was proposed that a thorax injury criterion and an additional test should be introduced with the rider in the upright position when striking the barrier and then sliding along the top of the barrier.
Dissertations / Theses on the topic "Injury criterion; crash test; pedestrian"
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Dutschke, Jeffrey Kym. "Alternative injury response functions for evaluating head accelerations, with application to pedestrian headform testing." Thesis, 2012. http://hdl.handle.net/2440/80576.
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Impact testing of vehicles and helmets is performed under the specifications of a test protocol to ensure that regulatory standards and community expectations are met in terms of head injury safety. Impact severity is usually measured using the acceleration of the impactor (or dummy head) that is recorded during the impact. A specification that is defined in these testing protocols is the injury response function (irf) that is used to summarise the magnitude of the recorded acceleration. There are various irfs that can be chosen to summarise the acceleration data. This thesis examines several of these irfs that are based on linear acceleration. The aim was to describe the differences between the irfs and examine what differences might arise in the designs in response to the requirements of the irf. There has historically been disagreement on the best way to assess injury risk, but the debate is only important to the extent that the design requirements are affected by the choice of irf. Four irfs were examined in detail. These were the Head Injury Criterion (HIC), the Peak Virtual Power (PVP), the 3 millisecond clip (ɑ₃) and the peak acceleration (ɑ m[subscript]). Simple acceleration pulse shapes were used to determine some of the properties of each of the irfs. These included the role of the pulse shape, the stopping distance, the impact velocity and the coefficient of restitution on the value of each of the irfs. The effect of the pulse shape on the value of the irfs was examined using these simple pulse shapes that had been normalised for a constant impact velocity and stopping distance. Equations predicting the value of each irf were then derived that used the stopping distance, the impact velocity and the coefficient of restitution as predictors. The properties found using the simple pulse shapes were then examined using the real test data that included 247 tests obtained from a pedestrian testing protocol. The predictions of the equation for each irf were compared to the test data using a linear regression. The remaining variation in the value of each irf was attributed to the effect of the pulse shape. In most cases, the measured relative severities of the impacts were not greatly affected by the choice of irf, but there were some discrepancies. The characteristics of the pulse shapes that gave rise to these discrepancies were identified. These were identified by subtracting the effect of the stopping distance, the impact velocity and the coefficient of restitution from the value of the irf for each test to determine an adjusted irf value for each test. These adjusted irf values were ranked and compared to determine the discrepant tests. Differences in the magnitude of the effect of the pulse shape, the maximum stopping distance, the impact velocity and the coefficient of restitution on the value of each of the irfs were found theoretically and these were verified in the experimental data. The effect of the choice of threshold on determining the tests that were considered ‘safe’ and ‘unsafe’ was also examined. Sensitivity and Negative Predictive Value were used to determine thresholds that were conservative compared with hic > 1000. The effect of the threshold was shown to be a very important parameter in a testing protocol. It is concluded that there are some differences between the irfs that were examined in detail. However, in general, the choice of irf does not appear to greatly affect the ultimate design of crashworthy structures.Thesis (Ph.D.) -- University of Adelaide, Centre for Automotive Safety Research (CASR), 2012
Conference papers on the topic "Injury criterion; crash test; pedestrian"
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Donaire, Mario Perez, Genis Mensa, Giuseppe Cordua, and Michael Jänsch. "AEROFLEX PROJECT: Pedestrian protection for 16+ Ton Trucks." In FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2020-pif-023.
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"The overall objective of the AEROFLEX (AEROdynamic and FLEXible Trucks for Next Generation of Long-Distance Road Transport) project is to develop and demonstrate new technologies, concepts and architectures for complete truck to make them more efficient, safe, comfortable, configurable and cost-effective. Furthermore, the project should ensure that the constantly changing needs of the customers are satisfied by being flexible and adaptable with respect to each of the operational conditions. These new configurable truck concept should meet the future logistics and co-modality needs of the different segments and markets. The project has involved the development of potential architectures for an innovative Front End Design which will improve safety and help to ensure survivability in crashes up to 30 km/h for Vulnerable Road Users (VRU) and 50km/h for truck-to-vehicle crash scenarios. Thus the work in this paper will be focused in the Pedestrian protection. As to the current vehicle pedestrian protection activities, the accident scenarios were assessed using accidentology data. Using all the data collection some generic assumptions were defined to study the most common VRU accidentology. VRU injury criteria and kinematics were analyzed by Computer Aided Engineering (CAE) simulations. Those simulations were preformed in both LS-DYNA and Madymo software. The first phase of the LS-DYNA simulations was to define and determine the Key Performance Indicators [KPI] with a Human Body Model (HBM). The front-end design was simulated in pedestrian impact conditions using Human Body Models (HBM). This simulation allowed an agreement of the fatal injuries KPI and the evaluation of the kinematic conditions in the moment of the impact between the truck and the human body. In second phase, the equivalence between the simulation procedure to be followed when using HBM and pedestrian protection impactors (head impactor and upper leg impactor) was identified. The objective of introducing these impactors was to increase the repeatability in the test and propose impact area as is the common use in the conventional vehicles. The third phase gave some general guidelines to improve the frontal part of the truck to make it less aggressive to pedestrians. Thus, further pedestrian protection simulations were run using head and pelvis impactors and evaluating the results as per current pedestrian protection protocols from the European Market. The simulation results made it possible to propose and validate some conceptual changes on the front-end design that remarkably improved the VRU protection level of the design."
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Strandroth, Johan, Simon Sternlund, Anders Lie, Claes Tingvall, Matteo Rizzi, Anders Kullgren, Maria Ohlin, and Rikard Fredriksson. "Correlation Between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden." In 58th Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2014. http://dx.doi.org/10.4271/2014-22-0009.
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Kloppenborg, Nick, Tara Amenson, Jacob Wernik, and John Wiechel. "Vehicle and Occupant Response in Low-Speed Go-Kart Crash Tests." In ASME 2015 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/imece2015-53585.
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Go-karts are a common amusement park feature enjoyed by people of all ages. While intended for racing, contact between go-karts does occur. To investigate and quantify the accelerations and forces which result from contact, 44 low-speed impacts were conducted between a stationary (target) and a moving (bullet) go-kart. The occupant of the bullet go-kart was one of two human volunteers. The occupant of the target go-kart was a Hybrid III 50th percentile male anthropomorphic test device (ATD). Impact configurations consisted of rear-end impacts, frontal impacts, side impacts, and oblique impacts. Results demonstrated high repeatability for the vehicle performance and occupant response. Go-kart accelerations and velocity changes increased with increased impact speed. Impact duration and restitution generally decreased with increased impact speed. All ATD acceleration, force, and moment values increased with increased impact speed. Common injury metrics such as the Head Injury Criterion (HIC), Nij, and Nkm were calculated and were found to be fairly low. These results indicate that the potential for serious injury is low during low-speed go-kart impacts.
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Rahman, Taufiq, Shuchisnigdha Deb, Anurag Pande, and Mouyid Islam. "Evaluating the efficacy of a virtual reality infused child-pedestrian training." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002191.
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This research has developed a child pedestrian training module using Virtual Reality (VR) system. Children can have an immersive experience of walking on streets in different street-crossing scenarios. Past literature and crash data analysis revealed higher and more severe injury cases for child pedestrians in school zones serving low-income and underrepresented communities. This training was developed to fulfill the needs for a child-pedestrian, living in such communities, to understand basic pedestrian rules and develop safe walking behavior. The training module has been created as a VR "game" where the child played the game as a "player". Each child experienced eight critical street-crossing scenarios named "levels" and numbered from 1 through 8. These levels are designed and developed based on crash data analysis to test the player's decision-making ability. A head-mounted device (HMD) was used to play the game, where a right-hand game controller was used to change levels. As the game was developed, it had to go through a quality test of the developer. Players' experience survey responses were also recorded. These measures were collected to ensure the effectiveness and user-friendliness of the game. Results show that the game was effectively developed to perform it's defined task in the improvement of child-pedestrian behaviors. Future research can include objective measures to evaluate participants' improvement in walking behavior and make the training module more comprehensive with additional crossing scenarios.
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Yang, Steven, Kristian Lardner, and Moustafa El-Gindy. "Study of Occupant Safety and Airbag Deployment Time." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46507.
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This paper presents the use of Finite Element Analysis (FEA) software in recreating a full frontal barrier impact test with a 50th percentile male hybrid III dummy to investigate various passenger vehicle airbag deployment times for the development of an airbag trigger sensor. Results for the physical full frontal barrier impact test where prepared by MGA Research Corporation with a 2007 Toyota Yaris. Using a nonlinear transient dynamic FEA software, a virtual full frontal barrier impact test was created to reproduce the physical results and trends experienced in the physical crash test found in a report by the National Highway Traffic Safety Administration (NHTSA) 5677. The results of the simulation were compared to the results of the physical crash which produced similar trends, but not the same values. The simulation was then used in testing different passenger vehicle airbag deployment times to see its results on specific occupant injury criteria’s; Head Injury Criterion (HIC), Chest Compression Criterion (CC). Four different vehicle speeds where used; 20 km/h, 40 km/h, 56 km/h, and 90 km/h in conjunction with a range of +/− 6 milliseconds in the airbag deployment timing. Results of the airbag deployment timing showed that trends of faster airbag deployment times resulted in lower values for HIC and CC. Following these trends, suggestions for airbag deployment trigger distances were developed to aid in creation of an advanced airbag deployment sensor or crash sensor. While the simulation has yet to be validated, the trends may be assessed and actual values may differ.
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Keeley, Jason W., Jong E. Kim, James Davidson, Willard A. Moore, and Alan W. Eberhardt. "A Madymo Study of Pelvic and Lower Extremity Injury in Frontal Crashes." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-55585.
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Recent studies suggest that there is increased risk to the pelvis and lower extremities for unbelted, front seat occupants when airbags deploy in frontal collisions. Among belted drivers, women and small adults are more likely to experience fractures of the knee-thigh-hip complex and lower leg. The occupant kinematics and impact mechanics for varying sized drivers under belted and unbelted conditions, with a deploying airbag, have not been well-investigated. The present study used occupant kinematic computer software (MADYMO) to investigate injury likelihood for the pelvis, femur and lower leg in simulations of FMVSS 208 test conditions (30 mph, rigid barrier, frontal crash) for a mid-size sedan with airbag deployment. The pelvic force criterion (PFC), femur force criterion (FFC), and Tibia index (TI) were calculated as injury predictors for 50th percentile male and 5th percentile female drivers, belted and unbelted, with variations in instrument panel angle and stiffness as well as hip abduction. The results indicated, most notably, that the unbelted 5th percentile female submarined beneath the airbag and experienced TI values that exceeded the current tolerance in nearly every unbelted simulation. Injury scores for the left leg were generally higher for both dummies, due to leg entrapment and the intruding floor pan. Hip abduction of 20 degrees led to excessive hip forces in the 50th percentile male. Seatbelts were effective at reducing injury measures in both dummies, most notably the TI score of the 5th percentile female.
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Isaacs, Jessica, Megan Toney-Bolger, and Ian Campbell. "Head and Neck Loading Trends in IIHS Side Impact Testing." In FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2021-pif-063.
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Low- to moderate speed side impacts occur with some frequency in the real world. Prior research into occupant responses in low- to moderate speed side impacts are sparse and have largely focused on evaluating responses of volunteers in low severity collisions or using Hybrid III Anthropomorphic Test Devices (ATDs) for comparison with volunteers and/or in moderate severity impacts. The objective of this study was to examine trends in head and neck loading during side impact testing in new vehicle models over the prior two decades. Data from 371 simulated side impact crash tests (model years 2002 to 2020) conducted as a part of the Insurance Institute for Highway Safety (IIHS) Vehicle Side Impact Crashworthiness Evaluation Protocol were obtained. This evaluation involved a stationary test vehicle struck on the driver side by a crash cart fitted with an IIHS deformable barrier element at an impact velocity of approximately 50 kph resulting in a change of velocity of approximately 24 kph (23.8 ± 3.7 kph) of the test vehicle. Instrumented 5th percentile female SID-IIs dummies were positioned in the driver seat and the left rear seat. Head injury criterion (HIC 15), maximum lateral bending (Mx) and compression (I-S force) were calculated for all tests to evaluate head and neck loading, respectively. Qualitative and quantitative comparisons were also made for the 22 paired optional side airbag tests. Trends in the test dummy responses were compared across model years and vehicle classes (passenger light trucks and vans versus cars). There appeared to be a decrease in biomechanical loading with model year for the head and neck metrics (HIC 15, lateral bending, and compression). There were also differences observed between driver and passenger metrics. It is noteworthy that all data points were well below published injury assessment reference values for all model years and vehicle types.
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Prabhune, Prajakta, Anindya Deb, and G. Balasubramani. "Simulation Methodology for Occupant Safety Assessment of Indian Railway Passenger Coach." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6189.
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This work intends to lay the groundwork for Computer Aided Engineering (CAE)-based occupant safety of a typical tier-III Indian Railway (IR) passenger coach in a collision accident. Our previous work presented in International Crashworthiness Conference 2010 under the title “Simulation of Crash Behaviour of a Common Indian Railway Passenger Coach” provided crashworthiness assessment of a typical tier-III passenger coach structure for representative head-on collision scenarios namely, against an identical passenger coach and against a stationary locomotive. These scenarios were envisioned to be part of a bigger accident scenario e.g - head-on collision between two trains moving towards each other. Analysis of involved chain of events for entire rolling stock and resulting internal collisions between individual passenger cars was out of scope of this work and necessary inputs were obtained from available literature on the same. This work used a full scale Finite Element (FE) simulation model and commercial explicit solver LS-Dyna. FE model was validated using International Railway Union (UIC) code OR566 specified proof loads for design. Simulation methodology used for dynamic impact was validated by component level crushing experiments using a drop tower facility. Material modelling incorporated strain rate effect on yield strength which is essential for obtaining accurate structural deformations under dynamic impact loading. Contacts were modelled using the penalty method option provided by the solver. This model was simulated for collisions at 30, 40 and 56 km/h against a stationary rigid barrier. Collision speeds were chosen to simulate impact energies involved in collision scenarios as mentioned above. The structure was found to exhibit global bending deformation and jackknifing with pivot position at the door section. In this paper, we present an extension of this work — coupled occupant safety simulation and injury assessment. It was accomplished by recording head, neck, chest and knee responses of a Hybrid-III 50th percentile male Anthropomorphic Test Device (ATD) FE model, seated in passenger position on lower berth of the first cabin of a passenger car. Interiors were modelled to represent the actual structure. Dummy model was adapted to passenger cabin’s excessive mobility conditions and responses were revalidated against Federal Motor Vehicle Safety Standards (FMVSS) limits. Injury interpretation was based on Abbreviated Injury Scale (AIS), automotive injury criteria and injury risk curves for Head Injury Criterion (HIC), thoracic spine acceleration, neck bending moment in flexion and extension and knee force. This study provides with estimates of injury and fatality based on computer simulation of accident scenarios. However, attempts of correlating to any available injury and fatality statistics were out of scope of this study.