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Статті в журналах з теми "Vehicle safety; impact testing; head injury"
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Atarod, Mohammad. "An evaluation of occupant dynamics during moderate-to-high speed side impacts." Proceedings of the Institution of Mechanical Engineers, Part H: Journal of Engineering in Medicine 235, no. 5 (February 23, 2021): 546–65. http://dx.doi.org/10.1177/0954411921994937.
Повний текст джерелаАнотація:
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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Ivarsson, J., D. C. Viano, P. Lo¨vsund, and Y. Parnaik. "Head Kinematics in Mini-Sled Tests of Foam Padding: Relevance of Linear Responses From Free Motion Headform (FMH) Testing to Head Angular Responses." Journal of Biomechanical Engineering 125, no. 4 (August 1, 2003): 523–32. http://dx.doi.org/10.1115/1.1590360.
Повний текст джерелаАнотація:
The revised Federal Motor Vehicle Safety Standard (FMVSS) No. 201 specifies that the safety performance of vehicle upper interiors is determined from the resultant linear acceleration response of a free motion headform (FMH) impacting the interior at 6.7 m/s. This study addresses whether linear output data from the FMH test can be used to select an upper interior padding that decreases the likelihood of rotationally induced brain injuries. Using an experimental setup consisting of a Hybrid III head-neck structure mounted on a mini-sled platform, sagittal plane linear and angular head accelerations were measured in frontal head impacts into foam samples of various stiffness and density with a constant thickness (51 mm) at low (∼5.0 m/s), intermediate (∼7.0 m/s), and high (∼9.6 m/s) impact speeds. Provided that the foam samples did not bottom out, recorded peak values of angular acceleration and change in angular velocity increased approximately linearly with increasing peak resultant linear acceleration and value of the Head Injury Criterion HIC36. The results indicate that the padding that produces the lowest possible peak angular acceleration and peak change in angular velocity without causing high peak forces is the one that produces the lowest possible HIC36 without bottoming out in the FMH test.
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Renesme, Laurent, Fadwa Darwaish, Kim Greenwood, Cheryl Aubertin, James Green, Adrian Chan, Robert Langlois, and Stephanie Redpath. "24 Reducing vibrations to improve infant patient safety during transportation." Paediatrics & Child Health 26, Supplement_1 (October 1, 2021): e17-e18. http://dx.doi.org/10.1093/pch/pxab061.018.
Повний текст джерелаАнотація:
Abstract Primary Subject area Neonatal-Perinatal Medicine Background Each year, thousands of newborns are transported by air or ground ambulance to receive specialized medical care. For neurologically immature and physiologically compromised infants, especially preterm infants, the noise and vibration exposure during transport are high despite preventative measures, and may be an important contributor to brain injury risk. Objectives To develop a new tool to investigate vibrations during neonatal transport and mitigation strategies. Design/Methods Proof of concept study including 3 steps: 1) Characterization of the vibrations during transport. Accelerometer sensors placed on different layers of the Neonatal Patient Transport System (NPTS) (neonate manikin, mattress, incubator, deck, stretcher, and vehicle floor) with a variety of ambulance on road tests performed to capture data. 2) Experimentation - A shaker table was used to develop a standardized test environment. Vibration testing was performed, with the entire NPTS mounted on the shaker table. 3) Mitigation - Shaker table tests were repeated using different configurations of mattress and harness types on manikins with different bodyweights. Results 1) Characterization: Road transport exposed the manikin’s head to vibrations that exceeded adult standards. Examining the frequency spectra of the accelerometer signals across different layers of the NPTS suggests that two interfaces, stretcher/vehicle floor and incubator/deck, may be critical for intervention to mitigate the vibrations, as they both showed the highest gains in vibration power. 2) Experimentation: Comparison between the on-road and shaker table tests showed that the shaker table was able to reproduce on-road transportation with acceptable fidelity. The shaker table setup can serve as a standardized environment to explore the impact of several NPTS design variables on vibrations transmitted to the patient. 3) Mitigations: Different mattresses were shown to influence the vibrations experienced by the manikin. The head restraint harness type showed an amplitude reduction of the peak frequency component for all experiment types and for most mattress types compared to a standard 5-point harness. Conclusion Our study demonstrated that: i) vibrations during neonatal transport can exceed adult standards; ii) acceptable fidelity simulation of road conditions can be achieved using a shaker table system; and iii) the most effective approach for vibration mitigation should consider the whole NTPS, instead of focusing solely on the isolette.
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Diez Marín, Mónica, JULIO ABAJO ALONSO, ALBERTO NEGRO MARNE, SUSANA MARIA ESCALANTE CASTRODEZA, and MARIA TERESA FERNANDEZ. "CHILD SAFETY IN AUTONOMOUS VEHICLES: "LIVING ROOM" LAYOUT." DYNA 97, no. 1 (January 1, 2022): 30–34. http://dx.doi.org/10.6036/10215.
Повний текст джерелаАнотація:
Autonomous vehicles start to be introduced on our roads and will soon become a reality. Although fatal traffic accidents will be significantly reduced, remaining fatal passenger car crashes should be taken into account to ensure the safety of users. The new highly adaptable interior designs, with totally different layouts from the current ones, may significantly impact occupant safety, especially child passenger safety. Analyzing how these new vehicles affect child safety is a challenge that needs to be addressed. The "living room" layout (face-to-face seating position) is one of the preferences of families traveling with children. Young children need further support and supervision so the possibility of rotating seats to be able to be in front of the small children is a valuable feature for parents. Therefore, new seating orientations away from the forward facing position should be taken into account to ensure children protection. The objective of this study is to evaluate child occupant safety in a "living room" seating position (a possible option in full autonomous vehicles) versus the current forward facing position. Virtual testing methodology was used to perform this study. The virtual PIPER child human body model (HBM) was used. This model is one of the only HBMs developed and validated from child PMHS data (Paediatric Post-Mortem Human Surrogate). The two configurations were defined according with the EuroNCAP child occupant protection test protocol. It was found that the "living room" layout presents worse results according to the child's head injury patterns than in forward facing position. In conclusion, attending to the new seating orientations away from the forward facing position, it is necessary to adapt the restraint systems; otherwise children could suffer potentially dangerous situations.
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Shi, Liangliang, Yong Han, Hongwu Huang, Wei He, Fang Wang, and Bingyu Wang. "Effects of vehicle front-end safety countermeasures on pedestrian head injury risk during ground impact." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (February 8, 2019): 3588–99. http://dx.doi.org/10.1177/0954407019828845.
Повний текст джерелаАнотація:
Pedestrian safety countermeasures such as pop-up bonnets and exterior pedestrian airbags have been shown to decrease the pedestrian injury risk caused by vehicle impacts (primary impact). However, it is still unknown whether these devices could prevent or mitigate pedestrian injuries resulting from ground impacts (secondary impact). In order to understand how the vehicle safety countermeasures prevent pedestrian head injuries caused by primary and secondary impacts, a total of 252 vehicle-to-pedestrian impact simulations were conducted using the MADYMO code. The simulations accounted for three types of vehicle configurations (a baseline vehicle and vehicles with the two aforementioned vehicle safety countermeasures) along with five front-end structural parameters at three vehicle impact velocities (30, 40, and 50 km/h). The simulation results show that the bonnet leading edge height was the most sensitive parameter affecting the head-to-vehicle impact location and that caused different head injuries resulting from the local stiffness in the location impacted. Moreover, the bonnet leading edge height was the leading governing factor on the pedestrian rotation angle in the secondary impact. The vehicle equipped with a pop-up bonnet and an external airbag could cause a larger pedestrian rotation angle at 30 km/h than that in the other two vehicle types, but conversely could cause a smaller pedestrian rotation angle at 40 and 50 km/h. Also, the vehicle equipped with pop-up bonnet and external airbag systems could lead a higher pedestrian flight altitude than that of the baseline type. A vehicle equipped with a pop-up bonnet and external airbag systems provide improved protection for the pedestrian’s head in the primary impact, but may not prevent the injury risk and/or even cause more severe injuries in secondary impacts.
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Golfo, Salvatore, Gabriele Virzì Mariotti, Filippo Carollo, Antonella Argo, and Gabriele Barbaraci. "Safety considerations on teenage pedestrian–bus impact." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (March 21, 2019): 3839–56. http://dx.doi.org/10.1177/0954407019835617.
Повний текст джерелаАнотація:
This work studies the impact conditions between the adolescent pedestrian and the bus focusing on head and chest injury. The injury to the head is analyzed using both the Head Injury Criterion (HIC) 36 and the HIC15 parameters as established by the most advanced legislation and comparing the risk probability Abbreviated Injury Scale (AIS3+) and AIS4+. The parameter HIC15 gives a higher probability of risk with lower values, and therefore it can be considered more conservative. Moreover, the study of chest injury is performed with two different biomechanical parameters: the Thoracic Trauma Index (TTI) and the TTI(d); the last neglects the pedestrian mass. The results indicate that the parameters are equivalent for the assessment of chest injury. Instead the front pedestrian collision is characterized by 3 ms criterion. The results comparison with those obtained previously with other types of vehicles shows that, in all cases, the impact with the bus is most dangerous for the teenage pedestrian because of the higher values of the biomechanical parameters. Finally, the influence of the vehicle mass has been investigated, emphasizing how it cannot be neglected a priori. Numerical analysis results are in very good agreement with the results carried out experimentally, from several authors, in real accidents where buses are involved.
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Passarella, Rossi, and Zahari Taha. "Lightweight Solar Vehicle Impact Analysis Using ABAQUS/EXPLICIT." Computer Engineering and Applications Journal 1, no. 2 (December 15, 2012): 85–96. http://dx.doi.org/10.18495/comengapp.v1i2.10.
Повний текст джерелаАнотація:
This paper described the Abaqus/Explicit 6.7 simulation work performed to study the frontal crash impact condition for an in-house designed and produced lightweight solar vehicle main structural body. The structural body was fabricated from aluminum hollow pipes welded together. The analysis is needed to safeguard the safety of the vehicle driver. The dynamic response of the vehicle structure when subjected to frontal impact condition was simulated, according to NASA best practice for crash test methodology. The simulated speed used was based on the NHTSA standard. Comparison of the analysis with the standard Head Injury Criteria (HIC) and Chest Injury Criteria (CIC) revealed that the driver of the designed vehicle would not be risk because the acceleration resultant was found to be lower than 20 G. The analysis also proved that structural component was able to protect the driver during any frontal collision incident. However, to ensure the safety of the driver, safety precautions such as the use of seatbelt and helmet as well as driving below the speed limit are recommended.DOI: 10.18495/comengapp.12.085096
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Teng, Tso Liang, Cho Chung Liang, Hung Yu Huang, and You Lin Chen. "Effect of Vehicle Seat on Neck Injury in Rear Impact." Advanced Materials Research 538-541 (June 2012): 2995–98. http://dx.doi.org/10.4028/www.scientific.net/amr.538-541.2995.
Повний текст джерелаАнотація:
Seat is a main part of vehicle to contact with occupant in rear impact and chiefly concern with the severity of neck injuries. Therefore, improvement in seat design can effectively reduce the neck injuries of occupant. For designing an effective vehicle seat to protect occupant, this study develops the numerical model of sled test by using MADYMO software and discusses the relevance between the seat parameters and occupant’s neck based on the validated numerical model. The seat parameters include the stiffness of seat angle device, seat friction and angle of head restraint. The discussion of influencing factors of seat can be referred for designing a safety seat. The occupant neck then can be protected in rear impact accidents.
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Li, Guibing, Zheng Tan, Xiaojiang Lv, and Lihai Ren. "A Computationally Efficient Finite Element Pedestrian Model for Head Safety: Development and Validation." Applied Bionics and Biomechanics 2019 (July 24, 2019): 1–13. http://dx.doi.org/10.1155/2019/4930803.
Повний текст джерелаАнотація:
Head injuries are often fatal or of sufficient severity to pedestrians in vehicle crashes. Finite element (FE) simulation provides an effective approach to understand pedestrian head injury mechanisms in vehicle crashes. However, studies of pedestrian head safety considering full human body response and a broad range of impact scenarios are still scarce due to the long computing time of the current FE human body models in expensive simulations. Therefore, the purpose of this study is to develop and validate a computationally efficient FE pedestrian model for future studies of pedestrian head safety. Firstly, a FE pedestrian model with a relatively small number of elements (432,694 elements) was developed in the current study. This pedestrian model was then validated at both segment and full body levels against cadaver test data. The simulation results suggest that the responses of the knee, pelvis, thorax, and shoulder in the pedestrian model are generally within the boundaries of cadaver test corridors under lateral impact loading. The upper body (head, T1, and T8) trajectories show good agreements with the cadaver data in vehicle-to-pedestrian impact configuration. Overall, the FE pedestrian model developed in the current study could be useful as a valuable tool for a pedestrian head safety study.
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Tripathy, Santosh Kumar, and Kali Charan Rath. "Pedestrian Head Impact Analysis on a Vehicle and Measures to Reduce HIC Value." ECS Transactions 107, no. 1 (April 24, 2022): 10757–66. http://dx.doi.org/10.1149/10701.10757ecst.
Повний текст джерелаАнотація:
Throughout the world numerous people are killed in vehicle collisions. Different innovations for expanding the energy-engrossing characteristics of the vehicle body are being considered. This paper worked out on the analysis of pedestrian head impact behavior on a vehicle and technique to reduce HIC (Head Impact Criteria) value. Objectives of this research work are: (a) to reduce the HIC (Head injury Criteria) less than 1000 without affecting the outer design and aesthetics of the vehicle, and (b) to find out the best and economical technologies among “rear-rising hood” and “airbag system for controlling pedestrian collision kinematics” to suit Indian requirements. The pedestrian air bag system along with the rear rising hood system is the best possible solution to protect the pedestrian from fatal injuries. The air bag covers the critical areas of the car for better safety.
Дисертації з теми "Vehicle safety; impact testing; head injury"
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Murgatroyd, J. "Impact energy absorption of playground surfaces." Thesis, Queensland University of Technology, 1998.
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Searson, Daniel Jeffrey. "The influence of test conditions on the results of pedestrian headform impact tests." Thesis, 2012. http://hdl.handle.net/2440/73893.
Повний текст джерелаАнотація:
Pedestrian headform impact tests are used to assess the relative level of danger that a vehicle poses to the head of a struck pedestrian. The tests are conducted using a dummy headform that is launched at specific locations on the front of a stationary vehicle. The conditions of the test are specified in the relevant test protocol, and include the mass of the headform, the impact speed, and the impact angle. There are test protocols for vehicle design regulations and for new car assessment programs, each of which may specify different test conditions. Previous studies have not examined in detail the influence of the test conditions on the result of the test, as measured via the Head Injury Criterion (HIC). HIC is proportional to the duration and magnitude of the acceleration of the headform during the impact. In this thesis, a theoretical model of a linear spring is used to examine, in the simplest case, the influence that headform mass and impact speed have on HIC and peak dynamic displacement. These relationships were also studied empirically using real test data. The empirical effect of impact speed on HIC was found to be similar to that predicted by the linear spring model, and the influence of headform mass was found to be slightly weaker than what was predicted theoretically. An effect of headform diameter was also found in the test data. In summary: HIC was found to increase with impact speed, and was found to decrease with increasing headform mass and diameter. Increasing the impact speed, headform mass or diameter resulted in higher peak displacements, leading to a higher likelihood of contact with harder structures beneath the outer vehicle surface. These relationships were used to predict the compliance of sixty vehicles with the Global Technical Regulation on pedestrian safety, based on their results under the European New Car Assessment Program pedestrian testing
protocol. The relationship between HIC and impact speed was also used to compare the performance of theoretical structures that meet different test criteria, across a published distribution of real crash speeds. An injury risk function for HIC was used to demonstrate how test performance at a single crash speed can be related to an overall real world injury risk. The results presented in this thesis show that HIC and peak displacement
can be extrapolated or interpolated from a single test to apply to a wider range of test conditions. This methodology, in its simplest application, can be used to predict how a tested structure performs under different test protocols. A more complex application of this methodology might be a new method for assessing vehicle performance, based on its performance across the full range of conditions encountered in real world pedestrian crashes.Thesis (Ph.D.) -- University of Adelaide, Centre for Automotive Safety Research (CASR), 2012.
Тези доповідей конференцій з теми "Vehicle safety; impact testing; head injury"
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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.
Повний текст джерелаАнотація:
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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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.
Повний текст джерелаАнотація:
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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Voo, Liming, Michael Kleinberger, and Andrew Merkle. "Use of Upper and Lower Neck Load Cell Data From the Hybrid III Dummy to Assess Whiplash Injury Risk." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-32643.
Повний текст джерелаАнотація:
Whiplash associated disorders (WAD) of the neck continue to represent a significant societal problem with associated costs estimated at over $5 billion annually. Recent dramatic increases in whiplash-related research has produced some interesting new findings related to its injury mechanism. It has been shown in human volunteer and cadaver experiments that the human head-neck structure often exhibits a transient S-shape during the initial kinematic response (Grauer et al. 1997; Luan et al. 2000; Ono et al. 1997; Yoganandan et al. 1998). Such a finding has significant impact on the injury risk assessment using the instrumented anthropomorphic test dummies in vehicular or sled testing. Unlike the recently developed dummy necks for rear impact testing, such as BioRID and TRID, the Hybrid III neck does not exhibit an S-shape curvature or the so-call “retraction” motion in rear impact testing. Numerous studies have reported that the Hybrid III neck is too stiff for low-speed rear impact testing (Svensson et al. 2000; Yoshida and Tsutsumi, 2001). Nevertheless, the Hybrid III is still being used for motor vehicle safety evaluation in rear impact as it is the only dummy neck that has been incorporated in the US Federal Motor Vehicle Safety Standards (FMVSS).
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Gordon, Jeffrey, Florentina M. Gantoi, Som P. Singh, and Anand Prabhakaran. "Secondary Impact Protection for Locomotive Engineers – Improved Airbag Design." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58523.
Повний текст джерелаАнотація:
Abstract Under the locomotive cab occupant protection research program sponsored by the Federal Railroad Administration (FRA), Sharma & Associates, Inc. (SA) developed a Secondary Impact Protection System (SIPS) for locomotive engineers. The system uses a large, automotive-style, passenger airbag in combination with a deformable knee bolster to provide the level of protection needed for the locomotive engineer, without compromising the normal operating environment and egress. A prior version of the system [1] was prototyped and tested in a dynamic sled test with a 23g crash pulse and was shown to meet most limiting human injury criteria defined in the Department of Transportation (DOT)’s Federal Motor Vehicle Safety Standards (FMVSS 208) [2] for the head, chest, neck, and femur. The system also showed marginal performance for the chest injury index and indicated potential for an improved airbag design to fully meet all requirements. In the current study, simulations with an optimized airbag and higher capacity inflator system showed that SIPS can provide excellent occupant protection for an unbelted locomotive occupant in a frontal crash. Sled testing of SIPS confirmed the performance, and the system successfully met all eleven (11) criteria of the FMVSS 208 standard [2]. The shape and position of the airbag module and its attachments to the desk were generally the same as those presented in previous research. The key changes that helped meet all criteria were the higher capacity inflators, knee bolster system brackets moved forward, thicker knee plate, higher volume airbag and additional vents.
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DeRosia, John, Narayan Yoganandan, and Frank A. Pintar. "Effect of Head Restraint Position and Neck Injury Criteria in Rear Impact." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-32642.
Повний текст джерелаАнотація:
The objective of this study was to determine the forces and bending moments at the top of the Hybrid III dummy neck secondary to rear impact acceleration and evaluate the various proposed injury criteria. Rear impact sled tests were conducted by applying the Federal Motor Vehicle Safety Standards FMVSS 202 acceleration pulse. Differing positions of the head restraint in terms of height (750 and 800 mm) and backset (zero, 50, and 100 mm) were used to determine the axial and shear forces, bending moments, and injury criteria (NIC, Nij, and Nkm). The time sequence of attainment of these parameters was determined along with peak values.
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Shanbhag, Ganesh. "Pedestrian head injury prediction based on vehicle section image using machine learning." In FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2021-pif-066.
Повний текст джерелаАнотація:
Child occupant injury performance evaluation is integral part of most Consumer based and Insurance based vehicle safety evaluation protocols worldwide. New CAR Assessment Protocols (NCAP) now have separate ratings exclusively to evaluate Child dummy performance for different test scenarios like Frontal ODB, Full frontal, Side MDB and Side Pole etc. Hence all vehicle equipment manufacturers have need and focus of maximizing child injury performance in vehicles. Sled tests are proven method of optimizing various restraint systems like Seat belts, Driver Airbags, Passenger Airbags, Steering columns and Seats etc. Obvious benefits sled tests is that single fixture can be used for multiple tests, thereby avoiding the need of multiple vehicles in development stage which are quite expensive at early stages of vehicle development. For frontal type of impact cases, acceleration or deceleration based sled tests can be used depending on test facility available. In typical frontal impact scenarios like Frontal impact with rigid wall, Offset barrier impact or Pole impacts vehicle will be subjected to Pitching, Yawing and Rolling motion before bouncing back motion. Obviously, the motions are pronounced as we move front of vehicle to rear end. (from first row to second row and third row if any etc) Sled tests are conventionally used for tuning restraints in first row of occupants with good correlation, as effect of pitch, roll and yaw motions in first row are relatively less. However, as one move to second row, effect of pitching and rolling motions experienced by dummies are relatively high. Hence one should be careful of results from sled test. In the present study an attempt is made to simulate child injury performance of P3 dummy positioned on second row seat on defined child seat for 64 kmph frontal Offset deformed barrier type test. Sled pulses are carefully tuned to capture key injury patterns. Thence restraint parameters are tuned to improve child dummy injuries. In the last part of study correlated sled model will be used to compare P3 series child dummies vs Q3 series of child dummies. A comparative study of P3 vs Q3 dummies will be presented for a given vehicle pulse.
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Ebrahimi, Iman, Farid Golnaraghi, Gary Wang, Ali Madani, David Yin, Jun Lu, Alexandrea Chor, and Combiz Jelveh. "Safety Design Evaluation of Motorcycle Helmet for Oblique Impact." In ASME 2012 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/detc2012-70484.
Повний текст джерелаАнотація:
In this work, safety of motorcycle helmet design is investigated by using standard oblique impact test method. First, testing procedure is explained and test rig mechanism is introduced. Next, standard impact tests are performed on helmets. Data are collected using a tri-axial linear accelerometer embedded inside the headform and a high speed camera for measuring rotational acceleration. Then, results are studied and compared to injurious limit for human head injury. It is shown that during an oblique impact rotational acceleration can easily surpass the safe limit while the linear acceleration is well below the safe limit.
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Jawad, Saad A. W. "Occupants Safety due to Mass and Stiffness of Vehicles in Head-on Collision." In ASME 1998 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/imece1998-0967.
Повний текст джерелаАнотація:
Abstract Compatibility of vehicles of different mass and stiffness in head-on collisions was studied in earlier paper(13). It was concluded that mass ratio was the most important parameter in the mechanics of head-on collision. To improve compatibility, it was also suggested that stiffness might be reduced with longer crumple zone for heavier vehicles. This paper continues the study by considering the impact of changing stiffness of a vehicle on the level of protection the vehicle provides to its own occupants when colliding with similar vehicle. Such study is prompted by the fact that there is a strong link between aggressivity of a vehicle to the partner vehicle’s occupants and the level of protection the vehicle provides to its own occupants. In other words safer vehicles are usually more aggressive. A compromise between the level of protection and aggressivity of the vehicle design need to be investigated using basic laws of mechanics of head-on collisions. An eight-degrees of freedom, two-dimensional lumped-mass simulation model was used for this purpose. Three injury risk criteria have been considered in this study; delta V or change in velocity of vehicle after impact, maximum acceleration sustained by the passenger compartment throughout impact, and length of deformation sustained by the car front Both mass and stiffness are crucial for the occupants safety. Higher mass provides protection to its occupant as well as aggressivity to occupants of the partner vehicle. Higher stiffness provides little protection to its occupants in terms of the intrusion injury criterion but more aggressive to its own occupants as well as occupants of the partner vehicle in terms of other injury criteria. A slightly softer and longer crumple zone is proposed for heavier vehicles to achieve better protection for occupants of both colliding vehicles.
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Xu, Huijie, Zhenfei Zhan, Yunlei Yin, Wenxiang Dong, Qingmiao Wang, Ruyi Chen, and Xin Jin. "An Analytical Study of BMI Effects on Obese Senior Females in Vehicle Frontal Impact." In ASME 2019 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/imece2019-10918.
Повний текст джерелаАнотація:
Abstract Prior works showed that elderly females are a vulnerable segment of the population that needs special attention for their safety in traffic accidents. To study the injury performance of this vulnerable group in motor vehicle crashes (MVCs), a finite element model was developed to represent the full body of 70-year-old regular sized female. However, this model did not take the variations in size and shape among this group of people into account. In this study, an adaptive radial basis functions (RBF) methodology is developed to rapidly morph the baseline model to the target models defined by the statistical models of external body surface and the exterior ribcage. High speed frontal crash simulations are subsequently performed to investigate the effects of BMI on impact injuries. The results show that obese senior female occupants sustained higher risks of thorax, femur and head injuries than that of regular sized occupants. While BMI has no linear effect on head and thorax injury.
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Mkandawire, Chimba, Eric S. Winkel, Nicholas A. White, and Edward Schatz. "FOCUS Headform Testing Used to Evaluate Head Injury Risk for Ejected Riders of Personal Watercraft." In ASME 2017 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/imece2017-72676.
Повний текст джерелаАнотація:
Operators of personal watercraft (PWC) can perform maneuvers that may result in riders separating from the moving watercraft; the tested hypothesis was whether substantial brain injury concurrent with substantial facial and skull fractures can occur from contact with the PWC during a fall. The present study reports the potential for AIS2+ facial/skull fractures and AIS2+ traumatic brain injury (TBI) during a generic fall from the PWC in the absence of wave-jumping or other aggressive maneuvers. While it is well known that PWC can be used for wave-jumping which can result in more severe impacts, such impacts are beyond the scope of the present study because of the wide variability in occupant and PWC kinematics and possible impact velocities and orientations. Passenger separation and fall kinematics from both seated and standing positions were analyzed to estimate head impact velocities and possible impact locations on the PWC. A special purpose headform, known as the Facial and Ocular CountermeasUre Safety (FOCUS) device was used to evaluate the potential for facial fractures, skull fractures and TBI. Impacts between the FOCUS headform and the PWC were performed at velocities of 8, 10, and 12 miles per hour at 5 locations near the stern of a PWC. This study reports impact forces for various facial areas, linear and angular head accelerations, and Head Injury Criteria (HIC). The risk for facial fracture and TBI are reported herein. The results of this study indicate that concurrent AIS2 facial fractures, AIS2+ skull fractures, and AIS2+ TBI do not occur during a simple fall from a PWC.