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Citation
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Yoganandan N, Humm J, Pintar F, Rhule H, Moorhouse K, Suntay B, Stricklin J, Rudd R, Craig M. Traffic Injury Prev. 2017; 18(Suppl 1): S136-S141. |
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Abstract
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Objective: To compare the responses of male and female WorldSID dummies with post mortem human subject (PMHS) responses in full-scale vehicle tests.
METHODS: Tests were conducted according to the FMVSS-214 protocols and using the United States Side impact New Car Assessment Program change in velocity to match PMHS experiments, published earlier. Moving deformable barrier (MDB) tests were conducted with the male and female surrogates in the left front and left rear seats. Pole tests were performed with the male surrogate in the left front seat. Three-point belt restraints were used. Sedan-type vehicles were used from the same manufacturer with side airbags. The PMHS head was instrumented with a pyramid-shaped nine-axis accelerometer package, angular velocity transducers on the head. Accelerometers and angular velocity transducers were secured to T1, T6 and T12 spinous processes, and sacrum. Three chestbands were secured around the upper, middle, and lower thoraces. Dummy instrumentation included five InfraRed Telescoping Rods for Assessment of Chest Compression (IR-TRACC) and a chestband at the first abdomen rib, head angular velocity transducer, and head, T1, T4, T12 and pelvis accelerometers.
RESULTS: Morphological responses of the kinematics of the head, thoracic spine, and pelvis matched in both surrogates for each pair. The peak magnitudes of the torso accelerations were lower for the dummy than the biological surrogate. The brain rotational injury criterion (BrIC) response was the highest in the male dummy for the MDB test and PMHS. The probability of AIS3+ injuries, based on the head injury criterion, ranged from 3% to 13% for the PMHS and 3% to 21% for the dummy from all tests. The BrIC-based metrics ranged from 0 to 21% for the biological and 0 to 48% for the dummy surrogates. The deflection profiles from the IR-TRACC sensors were unimodal. The maximum deflections from the chestband placed on the first abdominal rib were 31.7 mm and 25.4 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. The maximum deflections computed from the chestband contours at a gauge equivalent to the IR-TRACC location were 25.9 mm and 14.8 mm for the male and female dummies in the MDB test, and 37.4 mm for the male dummy in the pole test. Other data (static vehicle deformation profiles, accelerations histories of different body regions and chestband contours for the dummy and PMHS) are given in the Appendix.
CONCLUSIONS: This is the first study to compare the responses of PMHS and male and female dummies in MDB and pole tests, done using the same recent model year vehicles with side airbag and head curtain restraints. The differences between the dummy and PMHS torso accelerations suggest the need for design improvements in the WorldSID dummy. The translation-based metrics suggested low probability of head injury. As the dummy internal sensor under-recorded the peak deflection, multi-point displacement measures are therefore, needed for a more accurate quantification of deflection to improve the safety assessment of occupants.
Language: en |