{"title":"THOR-50M胸部偏转：正面屏障碰撞试验的初步动态评估。","authors":"Hans W Hauschild, Peter G Martin","doi":"10.1080/15389588.2025.2522933","DOIUrl":null,"url":null,"abstract":"<p><strong>Objective: </strong>The research objective is to assess the potential for injury reduction by implementing the THOR-50M as the primary device for vehicle restraint system design.</p><p><strong>Methods: </strong>Data for this analysis was gathered from NHTSA crash testing. Data were collected from two series of frontal rigid barrier tests using a THOR-50M in the driver position. Twenty tests with the THOR-50M in the driver position were conducted with 16 different make/model/generation vehicles. Matched-pair data from the same make and model/platform vehicle were collected from the US NCAP testing which used HIII-50M ATDs in the driver position, for model year vehicles between 2013 to 2023. Thoracic deflection data were analyzed for matched-pair tests and trends over model year. Lap and shoulder belt loads, pelvis excursion, and femur forces were examined to determine how they influenced thoracic deflections in each ATD. Additionally, US NCAP and EuroNCAP test data were examined for ATD thoracic deflection trends.</p><p><strong>Results: </strong>Data from frontal crash testing indicated minor, if any, deviations in HIII-50M thoracic deflections on average for vehicle model years between 2013 and 2023. HIII-50M deflections ranged from 18 to 26 mm, and averaged 22 mm. In contrast, the THOR-50M deflections were more scattered among vehicles tested. The THOR-50M resultant maximum thoracic deflections ranged from 38 to 66 mm, and averaged 46 mm.</p><p><strong>Conclusion: </strong>Vehicle design related to thoracic injury mitigation has leveled off possibly due to the HIII-50M's limited thoracic deflection measurement instrumentation and vehicle design optimization for the HIII ATDs. Injury reduction would involve designing improved restraint systems beyond the HIII-50M capabilities and require the THOR-50M capabilities to advance safety systems. Designing and tuning restraint systems with the THOR-50M, which has thoracic measurement improvements over the HIII-50M may result in thoracic deflection reductions and an associated potential thoracic injury reduction.</p>","PeriodicalId":54422,"journal":{"name":"Traffic Injury Prevention","volume":" ","pages":"1-9"},"PeriodicalIF":1.9000,"publicationDate":"2025-08-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":"0","resultStr":"{\"title\":\"THOR-50M thoracic deflections: Preliminary dynamic assessment in frontal barrier crash tests.\",\"authors\":\"Hans W Hauschild, Peter G Martin\",\"doi\":\"10.1080/15389588.2025.2522933\",\"DOIUrl\":null,\"url\":null,\"abstract\":\"<p><strong>Objective: </strong>The research objective is to assess the potential for injury reduction by implementing the THOR-50M as the primary device for vehicle restraint system design.</p><p><strong>Methods: </strong>Data for this analysis was gathered from NHTSA crash testing. Data were collected from two series of frontal rigid barrier tests using a THOR-50M in the driver position. Twenty tests with the THOR-50M in the driver position were conducted with 16 different make/model/generation vehicles. Matched-pair data from the same make and model/platform vehicle were collected from the US NCAP testing which used HIII-50M ATDs in the driver position, for model year vehicles between 2013 to 2023. Thoracic deflection data were analyzed for matched-pair tests and trends over model year. Lap and shoulder belt loads, pelvis excursion, and femur forces were examined to determine how they influenced thoracic deflections in each ATD. Additionally, US NCAP and EuroNCAP test data were examined for ATD thoracic deflection trends.</p><p><strong>Results: </strong>Data from frontal crash testing indicated minor, if any, deviations in HIII-50M thoracic deflections on average for vehicle model years between 2013 and 2023. HIII-50M deflections ranged from 18 to 26 mm, and averaged 22 mm. In contrast, the THOR-50M deflections were more scattered among vehicles tested. The THOR-50M resultant maximum thoracic deflections ranged from 38 to 66 mm, and averaged 46 mm.</p><p><strong>Conclusion: </strong>Vehicle design related to thoracic injury mitigation has leveled off possibly due to the HIII-50M's limited thoracic deflection measurement instrumentation and vehicle design optimization for the HIII ATDs. Injury reduction would involve designing improved restraint systems beyond the HIII-50M capabilities and require the THOR-50M capabilities to advance safety systems. Designing and tuning restraint systems with the THOR-50M, which has thoracic measurement improvements over the HIII-50M may result in thoracic deflection reductions and an associated potential thoracic injury reduction.</p>\",\"PeriodicalId\":54422,\"journal\":{\"name\":\"Traffic Injury Prevention\",\"volume\":\" \",\"pages\":\"1-9\"},\"PeriodicalIF\":1.9000,\"publicationDate\":\"2025-08-15\",\"publicationTypes\":\"Journal Article\",\"fieldsOfStudy\":null,\"isOpenAccess\":false,\"openAccessPdf\":\"\",\"citationCount\":\"0\",\"resultStr\":null,\"platform\":\"Semanticscholar\",\"paperid\":null,\"PeriodicalName\":\"Traffic Injury Prevention\",\"FirstCategoryId\":\"3\",\"ListUrlMain\":\"https://doi.org/10.1080/15389588.2025.2522933\",\"RegionNum\":3,\"RegionCategory\":\"工程技术\",\"ArticlePicture\":[],\"TitleCN\":null,\"AbstractTextCN\":null,\"PMCID\":null,\"EPubDate\":\"\",\"PubModel\":\"\",\"JCR\":\"Q3\",\"JCRName\":\"PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH\",\"Score\":null,\"Total\":0}","platform":"Semanticscholar","paperid":null,"PeriodicalName":"Traffic Injury Prevention","FirstCategoryId":"3","ListUrlMain":"https://doi.org/10.1080/15389588.2025.2522933","RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":null,"EPubDate":"","PubModel":"","JCR":"Q3","JCRName":"PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH","Score":null,"Total":0}
Objective: The research objective is to assess the potential for injury reduction by implementing the THOR-50M as the primary device for vehicle restraint system design.
Methods: Data for this analysis was gathered from NHTSA crash testing. Data were collected from two series of frontal rigid barrier tests using a THOR-50M in the driver position. Twenty tests with the THOR-50M in the driver position were conducted with 16 different make/model/generation vehicles. Matched-pair data from the same make and model/platform vehicle were collected from the US NCAP testing which used HIII-50M ATDs in the driver position, for model year vehicles between 2013 to 2023. Thoracic deflection data were analyzed for matched-pair tests and trends over model year. Lap and shoulder belt loads, pelvis excursion, and femur forces were examined to determine how they influenced thoracic deflections in each ATD. Additionally, US NCAP and EuroNCAP test data were examined for ATD thoracic deflection trends.
Results: Data from frontal crash testing indicated minor, if any, deviations in HIII-50M thoracic deflections on average for vehicle model years between 2013 and 2023. HIII-50M deflections ranged from 18 to 26 mm, and averaged 22 mm. In contrast, the THOR-50M deflections were more scattered among vehicles tested. The THOR-50M resultant maximum thoracic deflections ranged from 38 to 66 mm, and averaged 46 mm.
Conclusion: Vehicle design related to thoracic injury mitigation has leveled off possibly due to the HIII-50M's limited thoracic deflection measurement instrumentation and vehicle design optimization for the HIII ATDs. Injury reduction would involve designing improved restraint systems beyond the HIII-50M capabilities and require the THOR-50M capabilities to advance safety systems. Designing and tuning restraint systems with the THOR-50M, which has thoracic measurement improvements over the HIII-50M may result in thoracic deflection reductions and an associated potential thoracic injury reduction.
期刊介绍：
The purpose of Traffic Injury Prevention is to bridge the disciplines of medicine, engineering, public health and traffic safety in order to foster the science of traffic injury prevention. The archival journal focuses on research, interventions and evaluations within the areas of traffic safety, crash causation, injury prevention and treatment.
General topics within the journal''s scope are driver behavior, road infrastructure, emerging crash avoidance technologies, crash and injury epidemiology, alcohol and drugs, impact injury biomechanics, vehicle crashworthiness, occupant restraints, pedestrian safety, evaluation of interventions, economic consequences and emergency and clinical care with specific application to traffic injury prevention. The journal includes full length papers, review articles, case studies, brief technical notes and commentaries.
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