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Injuries to the lower extremity (LE) continue to occur in frontal crashes despite increased attention on the vehicle structure and restraint design. This study focuses on thigh, leg, foot, and ankle injuries as well as occupant factors and intrusion levels. Sixteen vehicles, including three same types, with same moving deformable barriers of the sa...
Contexts in source publication
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... Test Device for Human Occupant Restraint (THOR), as illustrated in Figure 1(a), is an advanced anthropomorphic test device (ATD or test dummy) rep- resenting a 50th percentile male automotive occupant and is intended for frontal and frontal-oblique applica- tions. A THOR 50th percentile male test dummy was positioned in the driver's seat of all target vehicles in this study. ...
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... types of test dummy lower extremity used to evalu- ate LE injury are shown in Figure 1 data which include guidelines for the basic geometric dimensions of the lower extremity, location of the ankle and subtler joints, inertial properties of the leg and foot [16], static and dynamic response characteristics due to axial loading at the heel [7], and the static and dynamic torqueÀangle characteristics at the dorsiflexion and inversion/eversion joint centres of rotation. The dorsi- flexion and inversion/eversion joint centres in the Den- ton leg are at the same location and are divided into a single ball joint. ...
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... order to find out TI and knee airbag relations, time history curves were analysed. Figure 10 shows the com- parison of TI and tibia force in test 8088 with knee air- bag. Knee airbag and right knee have in interaction between 35 and 55 ms. ...
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... air- bag can both reduce the force peak of right and left femur. Figure 11 shows the comparison of TI and tibia force in 8096 without knee airbag. It can be clearly seen from the figures, peak of tibia force, TI, and femur force did not reduce during the kinetics process due to the not existing knee airbag. ...
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... vehicle reproducibility and injury Figure 12 shows the comparison of X and Y intrusion values in row 1 and 2 in same vehicle tests. Three same vehicle tests intrusion values was recorded. ...
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... are normalised by the associated IARV for the given metric. Figure 13 shows the comparison of the Left femur force, FZ N 2950 3669 2000 2873 683 23.79% Left femur moment, MX Nm 202 175 127 168 31 18.42% Left femur moment, MY Nm 75 84 48 69 15 21.86% Left femur res moment Nm 207 184 142 178 27 15 Figure 13. Comparison of the Toyota Camry occupant response IAVs. ...
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... are normalised by the associated IARV for the given metric. Figure 13 shows the comparison of the Left femur force, FZ N 2950 3669 2000 2873 683 23.79% Left femur moment, MX Nm 202 175 127 168 31 18.42% Left femur moment, MY Nm 75 84 48 69 15 21.86% Left femur res moment Nm 207 184 142 178 27 15 Figure 13. Comparison of the Toyota Camry occupant response IAVs. ...
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... highest probabilities of injury include chest 3 ms resultant acceleration, knee displace- ment, and TI in the oblique test. Figure 14 shows comparison of the Ford Fiesta occu- pant response IAVs in a 7 deg oblique, 15 deg oblique, NCAP, and MOI repeated tests. The metrics also suggest that although all IAVs meet requirement of the NCAP and IIHS MOI test, a higher risk of injury to the head, neck, and lower extremity can be seen. ...
Citations
... The damage pattern of the vehicle for the impact against the Alpina F1-50 showed intrusions into the passenger compartment. Thus, injuries to the lower extremities can be expected in real accidents [53][54][55]. No intrusions in the test with the Alpina <prototype> were observed. ...
Tunnel portals and tunnel lay-bys are hazardous spots for road users. Different infrastructure safety measures are in use, but the protection level is not known. In this study the following safety measures for reducing the injury risk are investigated: angular positioned 4 m and 8 m concrete barrier, crash cushion Alpina F1-50 and Alpina crash cushion. A passenger car equipped with a data acquisition unit is accelerated to 100 km/h and impacts the safety measure. The assessment of the latter is based on the EN 1317 criteria, specifically the Acceleration Severity Index (ASI), Theoretical Head Impact Velocity (THIV). Further assessment criteria are related to intrusions into the passenger compartment and post-crash motion. The best result in terms of ASI and THIV was achieved by the 8 m (ASI: 1.6, THIV: 30 km/h) concrete barrier. The crash cushion Alpina showed good results for the ASI (1.8) but the THIV (57 km/h) was less satisfactory, while the angular positioned 4 m concrete barrier (ASI: 2.9, THIV: 53 km/h) and the crash cushion Alpina F1-50 (ASI: 3.3, THIV: 74 km/h) performed worst. Even though some of the measures showed good results, no protection measure tested currently complies with all the assessment criteria used.
Two kinds of knee airbags and dummy crash simulation models are established, and the accuracy of the models is verified by comparing the knee module impact test data and CAE simulation data. A knee airbag and dummy crash simulation system is established, and the frontal collision finite element simulation of the Chinese 50th percentile dummy is carried out under the three conditions of no knee airbag, bottom-mounted knee airbag, and rear-mounted knee airbag. According to the regulations of China-New Car Assessment Program (CNCAP), the injury data of major body parts such as the head, chest, femur, and legs are compared and analyzed, and the differences in damage to the dummy caused by the bottom-mounted knee airbag, the non-knee airbag and the rear-mounted knee airbag are focused on. Conclusion: Compared with the HIII dummy with knee airbag, the chest compression and tibia compression force of the Chinese dummy with knee airbag are larger, and the compression force of femur is smaller; compared with the condition without knee airbag, the value of head acceleration, tibial index, chest deformation, etc of Chinese dummy can be reduced with knee airbag, but the tibial axial force and knee side displacement have increased; compared with the condition of the rear-mounted knee airbag, the bottom-mounted knee airbag has better protection performance for the dummy’s head, chest, upper leg, and lower leg, but the knee side displacement of bottom-mounted knee airbag is greater, and the axial compression of the tibia is greater. This paper can provide a theoretical basis for the design of knee airbag in the Chinese market and the development of Chinese human dummy.
