Stapp car crash journal最新文献

{"title":"THOR-05F Response in Sled Tests Inducing Submarining and Comparison with PMHS Response Corridors.","authors":"Olivier Richard, M. Lebarbé, J. Uriot, X. Trosseille, P. Petit, Z. J. Wang, Ellen Lee","doi":"10.4271/2021-22-0005","DOIUrl":"https://doi.org/10.4271/2021-22-0005","url":null,"abstract":"The Test Device for Human Occupant Restraint (THOR) is an advanced crash test dummy designed for frontal impact. Originally released in a 50th percentile male version (THOR-50M), a female 5th version (THOR-05F) was prototyped in 2017 (Wang et al., 2017) and compared with biofidelity sub-system tests (Wang et al., 2018). The same year, Trosseille et al. (2018) published response corridors using nine 5th percentile female Post Mortem Human Subjects (PMHS) tested in three sled configurations, including both submarining and non-submarining cases. The goal of this paper is to provide an initial evaluation of the THOR-05F biofidelity in a full-scale sled test, by comparing its response with the PMHS corridors published by Trosseille et al. (2018). Significant similarities between PMHS and THOR-05F were observed: as in Trosseille et al. (2018), the THOR-05F did not submarine in configuration 1, and submarined in configurations 2 and 3. The lap belt tension and seat forces were similar in magnitude. For configurations 2 and 3, the pelvis excursions were of the same order of magnitude between both human surrogates. However, significant differences were also observed: compared to the PMHS, the THOR-05F showed shoulder belt forces that were 1.6 to 2.1 times higher in magnitude, and lap belt force time histories that were delayed by 10 to 20 ms. In configuration 1, the chest and pelvis resultant accelerations of the dummy were delayed as well, and the pelvis excursion and rotation more than doubled that of the PMHS.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"91-138"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49353241","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Quantifying the Effect of Pelvis Fracture on Lumbar Spine Compression during High-rate Vertical Loading.","authors":"D. Barnes, N. Yoganandan, Jason Moore, J. Humm, F. Pintar, K. Loftis","doi":"10.4271/2021-22-0008","DOIUrl":"https://doi.org/10.4271/2021-22-0008","url":null,"abstract":"Fracture to the lumbo-pelvis region is prevalent in warfighters seated in military vehicles exposed to under-body blast (UBB). Previous high-rate vertical loading experimentation using whole body post-mortem human surrogates (PMHS) indicated that pelvis fracture tends to occur earlier in events and under higher magnitude seat input conditions compared to lumbar spine fracture. The current study hypothesizes that fracture of the pelvis under high-rate vertical loading reduces load transfer to the lumbar spine, thus reducing the potential for spine fracture. PMHS lumbo-pelvis components (L4-pelvis) were tested under high-rate vertical loading and force and acceleration metrics were measured both inferior-to and superior-to the specimen. The ratio of inferior-tosuperior responses was significantly reduced by unstable pelvis fracture for all metrics and a trend of reduced ratio was observed with increased pelvis AIS severity. This study has established that pelvis fracture reduces compression forces at the lumbar spine during high-rate vertical loading, thus reducing the potential for fracture to the lumbar spine. Therefore, pelvis injury potential should be considered when implementing lumbar injury criteria specific to UBB.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"189-216"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43560080","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Instantaneous Brain Strain Estimation for Automotive Head Impacts via Deep Learning.","authors":"Shaoju Wu, Wei Zhao, S. Barbat, J. Ruan, Songbai Ji","doi":"10.4271/2021-22-0006","DOIUrl":"https://doi.org/10.4271/2021-22-0006","url":null,"abstract":"Efficient brain strain estimation is critical for routine application of a head injury model. Lately, a convolutional neural network (CNN) has been successfully developed to estimate spatially detailed brain strains instantly and accurately in contact sports. Here, we extend its application to automotive head impacts, where impact profiles are typically more complex with longer durations. Head impact kinematics (N=458) from two public databases were used to generate augmented impacts (N=2694). They were simulated using the anisotropic Worcester Head Injury Model (WHIM) V1.0, which provided baseline elementwise peak maximum principal strain (MPS). For each augmented impact, rotational velocity (vrot) and the corresponding rotational acceleration (arot) profiles were concatenated as static images to serve as CNN input. Three training strategies were evaluated: 1) \"baseline\", using random initial weights; 2) \"transfer learning\", using weight transfer from a previous CNN model trained on head impacts drawn from contact sports; and 3) \"combined training\", combining previous training data from contact sports (N=5661) for training. The combined training achieved the best performances. For peak MPS, the CNN achieved a coefficient of determination (R2) of 0.932 and root mean squared error (RMSE) of 0.031 for the real-world testing dataset. It also achieved a success rate of 60.5% and 94.8% for elementwise MPS, where the linear regression slope, k, and correlation coefficient, r, between estimated and simulated MPS did not deviate from 1.0 (when identical) by more than 0.1 and 0.2, respectively. Cumulative strain damage measure (CSDM) from the CNN estimation was also highly accurate compared to those from direct simulation across a range of thresholds (R2 of 0.899-0.943 with RMSE of 0.054-0.069). Finally, the CNN achieved an average k and r of 0.98±0.12 and 0.90±0.07, respectively, for six reconstructed car crash impacts drawn from two other sources independent of the training dataset. Importantly, the CNN is able to efficiently estimate elementwise MPS with sufficient accuracy while conventional kinematic injury metrics cannot. Therefore, the CNN has the potential to supersede current kinematic injury metrics that can only approximate a global peak MPS or CSDM. The CNN technique developed here may offer enhanced utility in the design and development of head protective countermeasures, including in the automotive industry. This is the first study aimed at instantly estimating spatially detailed brain strains for automotive head impacts, which employs >8.8 thousand impact simulations generated from ~1.5 years of nonstop computations on a high-performance computing platform.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"139-162"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47352355","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Analysis of Lap Belt Fit to Human Subjects using CT Images.","authors":"Yoshihiko Tanaka, Atsushi Nakashima, Haijie Feng, K. Mizuno, M. Yamada, Yoshitake Yamada, Yoichi Yokoyama, Masahito Jinzaki","doi":"10.4271/2021-22-0004","DOIUrl":"https://doi.org/10.4271/2021-22-0004","url":null,"abstract":"In vehicle collisions, the lap belt should engage the anterior superior iliac spine (ASIS). In this study, threedimensional (3D) shapes of bones and soft tissues around the pelvis were acquired using a computed tomography (CT) scan of 10 male and 10 female participants wearing a lap belt. Standing, upright sitting, and reclined postures were scanned using an upright CT and a supine CT scan system. In the upright sitting posture, the thigh height was larger with a higher BMI while the ASIS height did not change significantly with BMI. As a result, the height of the ASIS relative to the thigh (ASIS-thigh height) became smaller as the BMI increased. Because the thigh height of females was smaller than that of males, the ASIS-thigh height was larger for females than for males. As the ASIS-thigh height was larger, the overlap of the lap belt with the ASIS increased. Thus, the lap belt overlapped more with the ASIS for the females than for the males. The abdomen outer shape is characterized by the trouser cord formed valley, the torso/thigh junction, and the anterior convexity formed between them depending on the adipose tissues. The abdomen outer shapes changed from the standing, the reclined posture to the upright sitting posture. In the reclined sitting posture, the lap belt is positioned upward and rearward relative to the ASIS, and the overlap of the lap belt with the ASIS was smaller compared to the upright posture.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"49-90"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43728389","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Self-reported Non-nominal Sitting in Passengers is Influenced by Age and Height.","authors":"A. Goodworth, J. Canada","doi":"10.4271/2021-22-0003","DOIUrl":"https://doi.org/10.4271/2021-22-0003","url":null,"abstract":"Automotive safety devices, such as airbags and seatbelts, are generally designed for optimal performance when occupants adopt a \"nominal\" upright anatomical sitting position. While a driver's sitting behavior is largely influenced by the requirements of driving, a passenger may adopt any number of non-nominal positions and behaviors. Very few studies have investigated the behaviors that teen and adult passengers actually adopt. The present study investigates self-reported nonnominal sitting in passengers and quantifies the influence of age and anthropometrics on these behaviors. A better understanding of passenger behavior is a timely research topic because advanced sensors may eventually allow better detection of non-nominal sitting and the advent of autonomous vehicles increases the number of passengers and seating options. Ten online survey questions were created to assess how frequently non-nominal sitting was adopted. Results were obtained from 561 anonymous participants, ranging in age from 14 to 83 years old. Analyses included 1) averages for each question, 2) a statistical linear mixed model to test for the influence of age and height on responses, and 3) correlations between all questions. Statistical significance was set at p<0.05. In summary, there was a sizable percentage of participants who self-reported behaviors or sitting positions that potentially increase risk of injury. Younger subjects were significantly more likely to adopt non-nominal sitting. Shorter subjects adopted non-nominal foot position more often, while taller subjects' knees were significantly closer to the dash. Participants opted not to wear their seat belt in the rear seat more than the front seat.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"29-48"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43893969","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Lives Saved by Accelerating the Implementation of Vehicle Safety Technology in New South Wales.","authors":"J. Strandroth, R. Fernandes, Greer Banyer, A. Cavallo","doi":"10.4271/2021-22-0001","DOIUrl":"https://doi.org/10.4271/2021-22-0001","url":null,"abstract":"Australian vehicle standards are governed nationwide by the Australian Design Rules (ADR) that specify regulatory standards for the safety performance of road vehicles. The aim of this study was to quantify the number of lives saved on New South Wales roads by accelerating the update of safer vehicles by aligning ADR with global best practice represented by the new European Union General Safety Regulation. The methods used in this study to estimate the impact of future road safety interventions was a logical reduction of current crashes into future casualty outcomes, the residual, based on what is known about delivery of future safety measures and system improvements. A database was prepared including information on all 2018 fatalities on NSW roads (n=347). The database contained information for each individual crash, the vehicles and persons involved and the road environment where the crash occurred. In the results of this study, it was found that a scenario of aligning Australian Design Rules with the EU General Safety Regulation on a number of key vehicle safety technologies could potentially save around 20 lives annually in 2030 and around 90 lives cumulatively, over and beyond the baseline trend, between 2023 and 2030 in New South Wales. It could be concluded that vehicle safety has significant lives saving potential, however, the time lag of benefit realisation will require continued investments in other areas like infrastructure safety, speed management and enforcement in the coming decades to achieve future trauma reduction targets in NSW.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"1-16"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45241371","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Pedestrian Detection before Motor Vehicle Moving Off Maneuvers using Ultrasonic Sensors in the Vehicle Front.","authors":"Yasuhiro Matsui, S. Oikawa","doi":"10.4271/2021-22-0007","DOIUrl":"https://doi.org/10.4271/2021-22-0007","url":null,"abstract":"Vehicles that start moving from a stationary position can cause fatal traffic accidents involving pedestrians. Ultrasonic sensors installed in the vehicle front are an active technology designed to alert drivers to the presence of stationary objects such as rigid walls in front of their vehicles. However, the ability of such sensors to detect humans has not yet been established. Therefore, this study aims to ascertain whether these sensor systems can successfully detect humans. First, we conducted experiments using four vehicles equipped with ultrasonic sensor systems for vehicle-forward moving-off maneuvers and investigated the detection distances between the vehicles and a pipe (1 m long and having a diameter of 75 mm), child, adult female, or adult male. The detections of human volunteers were evaluated under two different conditions: front-facing and sidefacing toward the front of each vehicle. Front-facing is defined as the condition where the human faces the vehicle front, while side-facing is that where the side of the human faces it. For both the front-facing and side-facing conditions, the results indicated that the sensor-detection distances for a child were shorter than those for the pipe, whereas those for adults were less than or approximately equivalent to those for the pipe. These results revealed that ultrasonic sensor systems for vehicle-forward movingoff maneuvers can detect not only stationary objects but also humans, indicating that ultrasonic sensors installed in the vehicle front could possibly reduce the risk of vehicle-forward moving-off accidents involving pedestrians.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"163-187"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45926327","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Occupant-Based Injury Severity Prediction.","authors":"S. H. Owen, Jeffrey W Joyner, Peng Zhang, Stewart C. Wang","doi":"10.4271/2021-22-0002","DOIUrl":"https://doi.org/10.4271/2021-22-0002","url":null,"abstract":"Road traffic injuries continue to be a leading cause of death around the world. Rapid emergency response is a key factor in improving occupant outcomes. Over the past ten years, Injury Severity Prediction (ISP) models have been developed and deployed to assist in effective dispatch of emergency medical services (EMS). Prior versions of ISP have relied on driver-based scenarios that are not relevant in many of the possible autonomous vehicle (AV) contexts. This paper describes the development and validation of occupant-based ISP models that predict injury severity for specific vehicle seat positions. Models show improved predictive performance, sensitivity 80% and specificity over 95%, for front row occupants. Second row occupant models have similar specificity, but sensitivity scores dropped due to occupant heterogeneity and small sample sizes of seriously injured occupants.","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"65 1","pages":"17-28"},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43804190","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Evaluation of Rotation Reduction Features in Infant and Extended-Use Convertible Child Restraint Systems during Frontal and Rear Impacts.","authors":"Declan A Patton,&nbsp;Aditya N Belwadi,&nbsp;Jalaj Maheshwari,&nbsp;Kristy B Arbogast","doi":"10.4271/2020-22-0003","DOIUrl":"https://doi.org/10.4271/2020-22-0003","url":null,"abstract":"<p><p>A correctly used child restraint system (CRS) is associated with a substantial reduction of injury and mortality risks in motor vehicle crashes and epidemiologic data suggests that toddlers are provided greater protection when restrained in a rearward-facing CRS compared to a forward-facing CRS. Some 'extended-use' European CRS models can accommodate children up to six years rearward-facing and have a support (load) leg and/or a pair of lower (Swedish) tethers to reduce rotation during frontal and rear impacts, respectively. Laboratory studies have found that a support leg reduces head and neck injury metrics of anthropomorphic test devices (ATDs) younger than three years in rearward-facing CRS models during frontal impacts. The objectives of the current study were to perform sled tests to: (1) evaluate the effects of using a support leg in rearward-facing infant and extended-use convertible CRS models during frontal impacts, (2) evaluate the effects of using a pair of lower tethers in a rearward-facing extended-use convertible CRS model during rear impacts and (3) compare responses of ATDs in an extendeduse convertible CRS with a support leg and a pair of lower tethers in rearward- and forward-facing configurations during frontal and rear impacts. The presence of a support leg in rearward-facing infant and extended-use convertible CRS models in frontal impacts was associated with reductions in head injury metrics across a range of pediatric ATDs and neck injury metrics were below injury tolerance values. Other strategies in the design of rearward-facing CRS and front row vehicle seatbacks may be available to further reduce head injury metrics. Lower tethers reduced the rearward rotation of an extended-use convertible CRS toward the vehicle seatback in rear impacts and were typically associated with reductions in head and neck injury metrics for the Q6 ATD, but not the Q3 ATD. For frontal impacts, neck injury metrics were typically greater for ATDs in the forward-facing extended-use convertible CRS, whereas head injury metrics were typically greater for the rearward-facing condition (with a support leg and a pair of lower tethers). Interactions of the ATD head and/or the rearward-facing extended-use convertible CRS with the blocker plate in rearward-facing frontal impacts need to be further investigated.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"64 ","pages":"61-81"},"PeriodicalIF":0.0,"publicationDate":"2020-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"25408287","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Application of Deep Learning Methods for Pedestrian Collision Detection Using Dashcam Videos.","authors":"Shouhei Kunitomi,&nbsp;Shinichi Takayama,&nbsp;Masayuki Shirakawa","doi":"10.4271/2020-22-0008","DOIUrl":"https://doi.org/10.4271/2020-22-0008","url":null,"abstract":"<p><p>The goal of this study is to clarify the usefulness of deep learning methods for pedestrian collision detection using dashcam videos for advanced automatic collision notification, focusing on pedestrians, as they make up the highest number of traffic fatalities in Japan. First, we created a dataset for deep learning from dashcam videos. A total of 78 dashcam videos of pedestrian-to-automobile accidents were collected from a video hosting website and from the Japan Automobile Research Institute (JARI). Individual frames were selected from the video data amounting to a total of 1,212 still images, which were added to our dataset with class and location information. This dataset was then divided to create training, validation, and test datasets. Next, deep learning was performed based on the training dataset to learn the features of pedestrian collision images, which are images that capture pedestrian behavior at the time of the collision. Pedestrian collision detection performance of the trained model was evaluated as the percentage of correct predictions of pedestrian collisions in image data according to varied test sets with different combinations of characteristics. Our results for the proposed method show high-precision collision detection for daytime, clear pedestrian wrap trajectory accident data, including accurate detection of pedestrian collision location information. However, nighttime, unclear accident data resulted in false detection or no detection. Reduction of exposure value and resolution was confirmed to reduce detection rate. The results of the present study suggest the possibility of pedestrian collision detection by deep learning using dashcam videos.</p>","PeriodicalId":35289,"journal":{"name":"Stapp car crash journal","volume":"64 ","pages":"291-321"},"PeriodicalIF":0.0,"publicationDate":"2020-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"25407797","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}